EP3145772A1 - Method and system for the adaptation of the speed of a vehicle when taking a curve - Google Patents

Method and system for the adaptation of the speed of a vehicle when taking a curve

Info

Publication number
EP3145772A1
EP3145772A1 EP15796877.7A EP15796877A EP3145772A1 EP 3145772 A1 EP3145772 A1 EP 3145772A1 EP 15796877 A EP15796877 A EP 15796877A EP 3145772 A1 EP3145772 A1 EP 3145772A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
angle
steering wheel
speed
change
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Withdrawn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
EP15796877.7A
Other languages
German (de)
French (fr)
Other versions
EP3145772A4 (en
Inventor
Jonny Andersson
Linus Bredberg
Tom NYSTRÖM
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.)
Scania CV AB
Original Assignee
Scania CV AB
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 Scania CV AB filed Critical Scania CV AB
Publication of EP3145772A1 publication Critical patent/EP3145772A1/en
Publication of EP3145772A4 publication Critical patent/EP3145772A4/en
Withdrawn legal-status Critical Current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
    • B60W30/143—Speed control
    • 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
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, spinning or skidding of wheels
    • 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
    • B60K31/0066—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 responsive to vehicle path curvature
    • 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
    • B60K31/0066—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 responsive to vehicle path curvature
    • B60K31/0075—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 responsive to vehicle path curvature responsive to vehicle steering angle
    • 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
    • B60K31/12—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 a device responsive to centrifugal force
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/109—Lateral acceleration
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems
    • B60W2510/205—Steering speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/12—Lateral speed
    • B60W2720/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/02—Control of vehicle driving stability
    • B60Y2300/022—Stability in turns or during cornering
    • B60Y2300/0227—Stability in turns or during cornering related to under-steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/14—Cruise control
    • B60Y2300/143—Speed control

Definitions

  • the invention relates to a method for the adaptation of the speed of a vehicle when taking a curve according to the introduction to claim 1 .
  • the invention relates to a system for the adaptation of the speed of a vehicle when taking a curve.
  • the invention relates also to a motor vehicle.
  • the invention relates also to a computer program and a computer program product.
  • DE10258167 and EP2492160 reveal methods to control the speed of the vehicle before a curve based on the shape of the curve and the position of the vehicle.
  • the acceleration of the vehicle in the curve would be able to cause severe lateral accelerations with the consequence that the vehicle leaves the roadway or unintentionally moves over into a neighbouring lane. Consequently, should acceleration in the curve caused by the driver (through the driver pressing on the accelerator), or caused by the cruise-control system by the resumed previously set cruise- control speed in a curve (for example through an unintentional resumption of the cruise-control system in a roundabout), the accelerating vehicle in the curve may cause an accident.
  • One purpose of the present invention is to achieve a method and a system for the adaptation of the speed of a vehicle in association with taking a curve that makes improved safety possible.
  • the purposes are achieved with a method for the adaptation of the speed of a vehicle when taking a curve, comprising the step to limit the speed of the vehicle and in this case to limit the raising of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value. It is in this case avoided that the vehicle accelerates too much during an S-bend between a first curve and a second curve. The safety when driving along a winding road is in this case further improved. It is in this case avoided also that the driver is permitted to accelerate too strongly or to resume a previously preset cruise-control speed in a curve.
  • the method comprises the step to permit raising the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value. It is in this case avoided that the vehicle accelerates too early after a first curve in order to avoid that the vehicle has sufficient time to accelerate too strongly at a subsequent second curve.
  • the step to limit the raising of the maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position takes place only for a change of steering wheel position greater than a predetermined magnitude. Unnecessary limitation of the speed during small changes of steering wheel position is in this case avoided.
  • the method comprises the step to control the speed of the vehicle based on the steering wheel angle of the vehicle corresponding to a determined turning radius such that a predetermined lateral acceleration is not exceeded. It is in this case avoided that the driver is permitted to accelerate too strongly or to resume a previously preset cruise- control speed in a curve.
  • the step of controlling the speed of the vehicle at the steering wheel position of the vehicle includes the step of determining a maximum permitted instantaneous speed based on the vehicle parameters: the said predetermined lateral acceleration, the said steering wheel angle, the effective wheelbase, the gear ratio of the steering, and, where appropriate, the understeer gradient of the vehicle.
  • Figure 1 illustrates schematically a motor vehicle according to one embodiment of the present invention
  • Figure 2 illustrates schematically a system for the adaptation of the speed of a vehicle during taking a curve according to one embodiment of the present invention
  • Figure 3 illustrates schematically a block diagram of a method for the adaptation of the speed of a vehicle during taking a curve according to one embodiment of the present invention
  • Figure 4 illustrates schematically a computer according to one embodiment of the present invention.
  • link refers to a communication link that may be a physical line, such as an opto-electronic communication line, or a non- physical line, such as a wireless connection, for example a radio link or microwave link.
  • the term "effective wheelbase” refers to the virtual distance between the axles of the vehicle that most closely corresponds to a simplified representation of a two-axled vehicle.
  • the term "effective wheelbase” involves a simplification of reality.
  • the effective wheelbase is equal to the wheelbase, i.e. the distance between the axles.
  • the effective wheelbase will be displaced to a location between the support axle and the driving axle, although not necessarily exactly halfway between them: the magnitude of the effective wheelbase depends on several factors such as the distribution of weight, whether the support axle is steered, etc.
  • the purpose of the effective wheelbase is to be able to consider a vehicle with several axles as a two- axled vehicle, in order to simplify the calculation of dynamics according to the cycle model.
  • FIG. 1 illustrates schematically a motor vehicle 1 according to one embodiment of the present invention.
  • the vehicle 1 given as an example is constituted by a heavy vehicle in the form of a lorry.
  • the vehicle may be constituted by any appropriate vehicle at all, such as a bus or a car.
  • the vehicle includes a system I according to the present invention.
  • Figure 2 illustrates schematically a block diagram of a system I for the adaptation of the speed of a vehicle during taking a curve according to one embodiment of the present invention.
  • the system I comprises an electronic control unit 100.
  • the system I comprises means 1 10 to control the speed of the vehicle, and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value.
  • the means 1 10 to limit the speed of the vehicle comprises consequently means to limit the raising of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position.
  • the means 1 10 to limit the speed of the vehicle and in this case to limit the raising of the maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position comprises means 1 12 to determine the rate of change of angle of the steering wheel position.
  • the means 1 12 to determine the rate of change of angle of the steering wheel position comprises means for derivation, including possible filtration of the steering wheel angle.
  • the means 1 12 to determine rate of change of angle of the steering wheel position comprises means 1 12a to determine the magnitude of the steering wheel position.
  • the system I comprises in this case means 1 1 2a to determine the magnitude of the steering wheel position: the magnitude of the steering wheel position is determined by, for example, steering wheel angle sensors.
  • the means 1 10 to limit the raising of the maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position comprises means 1 14 to limit the increase only for steering wheel positions that lie above a certain magnitude.
  • the system I comprises means 120 to permit raising the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value.
  • the means 120 to permit raising the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value comprises means to determine the time from the rate of change of angle having fallen below the predetermined value and during the predetermined time, and the time from the rate of change of angle having fallen below the predetermined value, and until the rate of change of angle again achieves or exceeds the predetermined value.
  • the system I comprises means 140 to control the speed of the vehicle based on the steering wheel angle of the vehicle corresponding to a determined turning radius, such that a predetermined lateral acceleration is not exceeded.
  • the means to control the speed of the vehicle includes means 140a to determine a maximum permitted instantaneous speed based on the vehicle parameters: the said predetermined lateral acceleration, the said steering wheel angle, the effective wheelbase, the gear ratio of the steering, and, where appropriate, the understeer gradient of the vehicle.
  • the means 140a to determine a maximum permitted instantaneous speed comprises means 141 to determine a maximum permitted lateral acceleration a/a f .
  • the means 141 to determine a maximum permitted lateral acceleration comprises the determination of a predetermined maximum permitted lateral acceleration, which is based on normal conditions with respect to properties of the vehicle such as the length of the vehicle, the width of the vehicle, the composition of the vehicle train, the centre of gravity of the vehicle, and the axle pressure of the vehicle, and/or properties of the surroundings such as the effective width of the traffic lane, frictional properties of the roadway, visibility conditions and camber properties of the roadway.
  • the predetermined maximum permitted lateral acceleration is, according to one embodiment, of the magnitude of 2 m/s 2 .
  • the maximum permitted lateral acceleration is in this case constituted by a predetermined maximum permitted lateral acceleration.
  • the electronic control unit 1 00 includes stored data of the maximum permitted lateral acceleration.
  • the means 142 to determine the steering wheel angle is arranged for the continuous determination of steering wheel angle.
  • the means 142 to determine the steering wheel angle comprises sensor means in the form of steering wheel angle sensors to determine the position of the steering wheel that corresponds to a certain steering wheel angle.
  • the means 140a to determine a maximum permitted instantaneous speed comprises means 143 to determine the effective wheelbase L.
  • the means 143 to determine the effective wheelbase includes the determination of properties of the vehicle including the distance between wheel axles, the number of wheel axles, the presence of a bogie where relevant, and possibly also the presence of a support axle and the position of the support axle, i.e. whether the support wheels on the support axle are caused to interact with the roadway or are elevated such that the support wheels are not in contact with the roadway.
  • the effective wheelbase is estimated based on, among other things, the axle separation, the bogie distance, the number of axles, the distribution of weight, whether the support axle is elevated, etc.
  • the electronic control unit 1 00 includes stored data of the effective wheelbase.
  • the means 140a to determine a maximum permitted instantaneous speed comprises means 144 to determine the gear ratio of the steering i L
  • the means 144 to determine the gear ratio of the steering includes, according to one variant, stored data for the gear ratio, which is normally known.
  • the means to determine the gear ratio of the steering comprises sensor means to determine the gear ratio of the steering by measuring the input and the output rates of change of steering wheel angle.
  • the electronic control unit 100 includes stored data of the gear ratio of the steering.
  • the means 140a to determine a maximum permitted instantaneous speed comprises means 145 to determine the understeer gradient K us of the vehicle.
  • the means 145 to determine the understeer gradient of the vehicle comprises sensor means to determine the understeer gradient of the vehicle, and calculation models in which the understeer gradient is determined based on, among other things, the steering wheel angle, effective wheelbase, speed of the vehicle, input and output rates of change of steering wheel angle, speed of gearing, and degree of curvature of the roadway.
  • the electronic control unit 1 00 includes stored data of the understeer gradient of the vehicle.
  • the means 140a to determine a maximum permitted instantaneous speed based on the vehicle parameters: the predetermined lateral acceleration, the steering wheel angle, the effective wheelbase, the gear ratio of the steering, and, where appropriate, the understeer gradient of the vehicle, is arranged to determine the maximum permitted instantaneous speed through the equation: where a a? the desired maximum absolute lateral acceleration, i.e. the maximum permitted lateral acceleration
  • K us the understeer gradient of the vehicle.
  • the system I comprises means 130 to determine continuously the speed of the vehicle.
  • the means 130 to determine continuously the speed of the vehicle includes, according to one variant, speed measurement means.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 12 with the means 1 12 to determine the rate of change of angle of the steering wheel position.
  • the electronic control unit 100 is arranged to receive over the link 12 a signal from the means 1 12 that represents rate of change of angle data for the rate of change of angle of the steering wheel position including data for the magnitude of the steering wheel position from the means 1 1 2a.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 14 with the means 1 14 to limit the instantaneous increase of the maximum permitted instantaneous speed only when the magnitude of the steering wheel position lies above a predetermined magnitude.
  • the electronic control unit 100 is arranged to receive over the link 14 a signal from the means 1 14 representing limitation data in order to limit the increase only when the steering wheel position lies above a predetermined magnitude.
  • the electronic control unit 100 is connected through a link 20a to the means 120 to permit increase of the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value.
  • the electronic control unit 100 is arranged to transmit over the link 20a a signal to the means 120 that represents rate of change of angle data for the rate of change of angle of the steering wheel position including data for the magnitude of the steering wheel position.
  • the electronic control unit 100 is connected such that it exchanges signals through a link 20b with the means 120 to permit increase of the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value.
  • the electronic control unit 100 is arranged to receive over the link 20b a signal from the means 120 that represents time data for the time during which the rate of change of angle lies below, with a certain magnitude of the steering wheel position, a predetermined value.
  • the electronic control unit 1 00 is connected through a link 10a such that it exchanges signals with the means 1 10 to control the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value.
  • the electronic control unit 100 is arranged to transmit over the link 10a a signal to the means 1 10 that represents rate of change of angle data for the rate of change of angle of the steering wheel position including data for the magnitude of the steering wheel position and the time of such a rate of change of angle.
  • the electronic control unit 1 00 is connected through a link 10b such that it exchanges signals with the means 1 10 to control the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value.
  • the electronic control unit 100 is arranged to receive over the link 10b a signal from the means 1 10 that represents limiting data for the limitation of the rate of change of angle based on rate of change of angle data.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 30 with the means 130 to determine continuously the speed of the vehicle.
  • the electronic control unit 100 is arranged to receive over the link 30 a signal from the means 130 to determine continuously the speed of the vehicle representing speed data for the current speed of the vehicle.
  • the electronic control unit 1 00 is connected through a link 40a such that it exchanges signals with the means 140 to control the speed of the vehicle based on the steering wheel angle of the vehicle corresponding to a determined turning radius, such that a predetermined lateral acceleration is not exceeded.
  • the electronic control unit 100 is arranged to transmit through the link 40a a signal to the means 140 representing control data for the control of the speed of the vehicle.
  • the electronic control unit 1 00 is connected through a link 40b such that it exchanges signals with the means 140 to control the speed of the vehicle based on the steering wheel angle of the vehicle corresponding to a determined turning radius, such that a predetermined lateral acceleration is not exceeded.
  • the electronic control unit 100 is arranged to receive over the link 40b a signal from the means 140 that represents steering wheel angle data corresponding to a determined turning radius of the vehicle.
  • the electronic control unit 100 is connected through a link 40 such that it exchanges signals with the means 140a to determine a maximum permitted instantaneous speed based on the vehicle parameters: the said predetermined lateral acceleration, the said steering wheel angle, the effective wheelbase, the gear ratio of the steering, and, where appropriate, the understeer gradient of the vehicle.
  • the electronic control unit 100 is arranged to receive over the link 40 a signal from the means 140 representing parameter data, including lateral acceleration data for the predetermined lateral acceleration, steering wheel angle data for the current steering wheel angle, data for the effective wheelbase, data for the gear ratio of the steering, and, where relevant, data for the understeer gradient.
  • parameter data including lateral acceleration data for the predetermined lateral acceleration, steering wheel angle data for the current steering wheel angle, data for the effective wheelbase, data for the gear ratio of the steering, and, where relevant, data for the understeer gradient.
  • the electronic control unit 1 00 is in this case arranged to process the said rate of change of angle data for the rate of change of angle of the steering wheel position including data for the magnitude of the steering wheel position, the said limitation data in order to limit the increase only for steering wheel positions over a predetermined magnitude, and the said time-based data for the time during which the rate of change of angle lies below, with a certain magnitude of the steering wheel position, a predetermined value, in order to determine whether the rate of change of angle has exceeded a predetermined speed and a predetermined magnitude of the steering wheel position, and, in the case in which this is the case, to transmit limitation data for the limitation of the speed as long as this continues, and a predetermined time after that the rate of change of angle has fallen below a predetermined value.
  • the electronic control unit 1 00 is in this case arranged to process the said steering wheel angle data corresponding to a determined turning radius of the vehicle and the said parameter data, including lateral acceleration data for the predetermined lateral acceleration, steering wheel angle data for the current steering wheel angle, data for the effective wheelbase, data for the gear ratio of the steering, and, where relevant, data for the understeer gradient, and the said speed data, in order to determine control data for the control of the speed of the vehicle such that a predetermined lateral acceleration is not exceeded.
  • Figure 3 illustrates schematically a block diagram of a method for the adaptation of the speed of a vehicle during taking a curve according to one embodiment of the present invention.
  • the method for the adaptation of the speed of a vehicle when taking a curve comprises a step S1 .
  • the speed of the vehicle is controlled and in this case the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position is limited in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value.
  • the control unit 100 that has been described with reference to Figure 2 can comprise in one execution the arrangement 500.
  • the arrangement 500 comprises a non-transient memory 520, a data processing unit 51 0 and a read/write memory 550.
  • the non-transient memory 520 has a first section of memory 530 in which a computer program, such as an operating system, is stored in order to control the function of the arrangement 500.
  • the arrangement 500 comprises a bus controller, a serial communication port, I/O means, an A/D converter, a unit for the input and transfer of time and date, an event counter and an interrupt controller (not shown in the drawing).
  • the non-transient memory 520 has also a second section of memory 540.
  • a computer program P comprises routines for the adaptation of the speed of a vehicle when taking a curve according to the innovative method.
  • the program P comprises routines to control the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value.
  • the program P may be stored in an executable form or in a compressed form in a memory 560 and/or a read/write memory 550.
  • the data processing unit 510 When it is described that the data processing unit 510 carries out a certain function, it is to be understood that the data processing unit 510 carries out a certain part of the program that is stored in the memory 560, or a certain part of the program that is stored in the read/write memory 550.
  • the data processing arrangement 510 can communicate with a data port 599 through a data bus 515.
  • the non-transient memory 520 is intended for communication with the data processing unit 51 0 through a data bus 512.
  • the separate memory 560 is intended to communicate with the data processing unit 510 through a data bus 51 1 .
  • the read/write memory 550 is arranged to communicate with the data processing unit 51 0 through a data bus 514. Links associated with the control unit 100, for example, may be connected to the data port 599.
  • the data processing unit 510 When data is received at the data port 599 it is temporarily stored in the second section of memory 540. When the data that has been received has been temporarily stored, the data processing unit 510 is prepared for the execution of code in a manner that has been described above.
  • the signals that have been received at the data port 599 can be used by the arrangement 500 to control the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value.
  • Parts of the methods described here may be carried out by the arrangement 500 with the aid of the data processing unit 510, which runs the program stored in the memory 560 or in the read/write memory 550.
  • the arrangement 500 runs the program, the method described here is executed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention relates to a method for the adaptation of the speed of a vehicle when taking a curve. The method comprises the step to control (S1 ) the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value. The present invention relates also to a system for the adaptation of the speed of a vehicle when taking a curve. The present invention relates also to a motor vehicle. The present invention relates also to a computer program and a computer program product.

Description

METHOD AND SYSTEM FOR THE ADAPTATION OF THE SPEED OF A VEHICLE WHEN TAKING A CURVE
TECHNICAL AREA The invention relates to a method for the adaptation of the speed of a vehicle when taking a curve according to the introduction to claim 1 . The invention relates to a system for the adaptation of the speed of a vehicle when taking a curve. The invention relates also to a motor vehicle. The invention relates also to a computer program and a computer program product.
BACKGROUND
During the driving of a heavy vehicle on a curvy and winding roadway it is necessary that the driver is attentive to the geometry of the road and adapts the speed in order to drive the vehicle in a safe manner. It may be difficult, due to the curvature of the roadway, for the driver to predict curves ahead and to take measures well in advance, for the safe driving of the vehicle.
DE10258167 and EP2492160 reveal methods to control the speed of the vehicle before a curve based on the shape of the curve and the position of the vehicle. During the driving of the vehicle in a curve, the acceleration of the vehicle in the curve would be able to cause severe lateral accelerations with the consequence that the vehicle leaves the roadway or unintentionally moves over into a neighbouring lane. Consequently, should acceleration in the curve caused by the driver (through the driver pressing on the accelerator), or caused by the cruise-control system by the resumed previously set cruise- control speed in a curve (for example through an unintentional resumption of the cruise-control system in a roundabout), the accelerating vehicle in the curve may cause an accident.
PURPOSE OF THE INVENTION One purpose of the present invention is to achieve a method and a system for the adaptation of the speed of a vehicle in association with taking a curve that makes improved safety possible.
SUMMARY OF THE INVENTION These and other purposes, which are made clear by the description below, are achieved by means of a method, a system, a motor vehicle, a computer program and a computer program product of the type described in the introduction, and that furthermore demonstrate the distinctive features specified in the characterising part of the attached independent patent claims. Preferred embodiments of the method and the system are defined in the attached non-independent claims.
According to the invention, the purposes are achieved with a method for the adaptation of the speed of a vehicle when taking a curve, comprising the step to limit the speed of the vehicle and in this case to limit the raising of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value. It is in this case avoided that the vehicle accelerates too much during an S-bend between a first curve and a second curve. The safety when driving along a winding road is in this case further improved. It is in this case avoided also that the driver is permitted to accelerate too strongly or to resume a previously preset cruise-control speed in a curve. As a consequence of this, safety while taking a curve is in this case improved, whereby the risks of skidding or leaving the roadway in the curve are reduced. With such a solution, high safety when taking a curve can be achieved without map data or corresponding means to determine coming degrees of curvature along the route of the vehicle being required for adaptation of the speed when taking the curve.
According to one embodiment, the method comprises the step to permit raising the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value. It is in this case avoided that the vehicle accelerates too early after a first curve in order to avoid that the vehicle has sufficient time to accelerate too strongly at a subsequent second curve.
According to one embodiment of the method, the step to limit the raising of the maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position takes place only for a change of steering wheel position greater than a predetermined magnitude. Unnecessary limitation of the speed during small changes of steering wheel position is in this case avoided.
According to one embodiment, the method comprises the step to control the speed of the vehicle based on the steering wheel angle of the vehicle corresponding to a determined turning radius such that a predetermined lateral acceleration is not exceeded. It is in this case avoided that the driver is permitted to accelerate too strongly or to resume a previously preset cruise- control speed in a curve.
According to one embodiment of the method, the step of controlling the speed of the vehicle at the steering wheel position of the vehicle includes the step of determining a maximum permitted instantaneous speed based on the vehicle parameters: the said predetermined lateral acceleration, the said steering wheel angle, the effective wheelbase, the gear ratio of the steering, and, where appropriate, the understeer gradient of the vehicle. A more correct determination of the relevant turning radius of the vehicle is in this way made possible, and thus a better basis for the control of the speed of the vehicle when driving the vehicle around a curve.
The embodiments of the system demonstrate corresponding advantages as corresponding embodiments of the method described above.
DESCRIPTION OF DRAWINGS
The present invention will be better understood with reference to the following detailed description read together with the attached drawings, where the same reference numbers refer to the same parts throughout the several views, and where:
Figure 1 illustrates schematically a motor vehicle according to one embodiment of the present invention;
Figure 2 illustrates schematically a system for the adaptation of the speed of a vehicle during taking a curve according to one embodiment of the present invention;
Figure 3 illustrates schematically a block diagram of a method for the adaptation of the speed of a vehicle during taking a curve according to one embodiment of the present invention; and Figure 4 illustrates schematically a computer according to one embodiment of the present invention.
DESCRIPTION OF EMBODIMENTS
In this document, the term "link" refers to a communication link that may be a physical line, such as an opto-electronic communication line, or a non- physical line, such as a wireless connection, for example a radio link or microwave link.
In this document, the term "effective wheelbase" refers to the virtual distance between the axles of the vehicle that most closely corresponds to a simplified representation of a two-axled vehicle. The term "effective wheelbase" involves a simplification of reality. For a two-axled truck, the effective wheelbase is equal to the wheelbase, i.e. the distance between the axles. For a vehicle that includes in addition to this a support axle in association with and at a distance from a rear driving axle, the effective wheelbase will be displaced to a location between the support axle and the driving axle, although not necessarily exactly halfway between them: the magnitude of the effective wheelbase depends on several factors such as the distribution of weight, whether the support axle is steered, etc. The purpose of the effective wheelbase is to be able to consider a vehicle with several axles as a two- axled vehicle, in order to simplify the calculation of dynamics according to the cycle model.
Figure 1 illustrates schematically a motor vehicle 1 according to one embodiment of the present invention. The vehicle 1 given as an example is constituted by a heavy vehicle in the form of a lorry. Alternatively, the vehicle may be constituted by any appropriate vehicle at all, such as a bus or a car. The vehicle includes a system I according to the present invention.
Figure 2 illustrates schematically a block diagram of a system I for the adaptation of the speed of a vehicle during taking a curve according to one embodiment of the present invention. The system I comprises an electronic control unit 100.
The system I comprises means 1 10 to control the speed of the vehicle, and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value. The means 1 10 to limit the speed of the vehicle comprises consequently means to limit the raising of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position. The means 1 10 to limit the speed of the vehicle and in this case to limit the raising of the maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position comprises means 1 12 to determine the rate of change of angle of the steering wheel position. The means 1 12 to determine the rate of change of angle of the steering wheel position comprises means for derivation, including possible filtration of the steering wheel angle.
The means 1 12 to determine rate of change of angle of the steering wheel position comprises means 1 12a to determine the magnitude of the steering wheel position. The system I comprises in this case means 1 1 2a to determine the magnitude of the steering wheel position: the magnitude of the steering wheel position is determined by, for example, steering wheel angle sensors.
The means 1 10 to limit the raising of the maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position comprises means 1 14 to limit the increase only for steering wheel positions that lie above a certain magnitude.
The system I comprises means 120 to permit raising the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value. The means 120 to permit raising the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value comprises means to determine the time from the rate of change of angle having fallen below the predetermined value and during the predetermined time, and the time from the rate of change of angle having fallen below the predetermined value, and until the rate of change of angle again achieves or exceeds the predetermined value.
The system I comprises means 140 to control the speed of the vehicle based on the steering wheel angle of the vehicle corresponding to a determined turning radius, such that a predetermined lateral acceleration is not exceeded.
The means to control the speed of the vehicle includes means 140a to determine a maximum permitted instantaneous speed based on the vehicle parameters: the said predetermined lateral acceleration, the said steering wheel angle, the effective wheelbase, the gear ratio of the steering, and, where appropriate, the understeer gradient of the vehicle.
The means 140a to determine a maximum permitted instantaneous speed comprises means 141 to determine a maximum permitted lateral acceleration a/af. The means 141 to determine a maximum permitted lateral acceleration comprises the determination of a predetermined maximum permitted lateral acceleration, which is based on normal conditions with respect to properties of the vehicle such as the length of the vehicle, the width of the vehicle, the composition of the vehicle train, the centre of gravity of the vehicle, and the axle pressure of the vehicle, and/or properties of the surroundings such as the effective width of the traffic lane, frictional properties of the roadway, visibility conditions and camber properties of the roadway. The predetermined maximum permitted lateral acceleration is, according to one embodiment, of the magnitude of 2 m/s2. The maximum permitted lateral acceleration is in this case constituted by a predetermined maximum permitted lateral acceleration. According to one alternative or supplementary variant, the electronic control unit 1 00 includes stored data of the maximum permitted lateral acceleration.
The means 140a to determine a maximum permitted instantaneous speed means 142 to determine the steering wheel angle δ. The means 142 to determine the steering wheel angle is arranged for the continuous determination of steering wheel angle. The means 142 to determine the steering wheel angle comprises sensor means in the form of steering wheel angle sensors to determine the position of the steering wheel that corresponds to a certain steering wheel angle.
The means 140a to determine a maximum permitted instantaneous speed comprises means 143 to determine the effective wheelbase L. The means 143 to determine the effective wheelbase includes the determination of properties of the vehicle including the distance between wheel axles, the number of wheel axles, the presence of a bogie where relevant, and possibly also the presence of a support axle and the position of the support axle, i.e. whether the support wheels on the support axle are caused to interact with the roadway or are elevated such that the support wheels are not in contact with the roadway. The effective wheelbase is estimated based on, among other things, the axle separation, the bogie distance, the number of axles, the distribution of weight, whether the support axle is elevated, etc. According to one alternative or supplementary variant, the electronic control unit 1 00 includes stored data of the effective wheelbase.
The means 140a to determine a maximum permitted instantaneous speed comprises means 144 to determine the gear ratio of the steering iL The means 144 to determine the gear ratio of the steering includes, according to one variant, stored data for the gear ratio, which is normally known. The means to determine the gear ratio of the steering comprises sensor means to determine the gear ratio of the steering by measuring the input and the output rates of change of steering wheel angle. According to one alternative or supplementary variant, the electronic control unit 100 includes stored data of the gear ratio of the steering.
The means 140a to determine a maximum permitted instantaneous speed comprises means 145 to determine the understeer gradient Kus of the vehicle. The means 145 to determine the understeer gradient of the vehicle comprises sensor means to determine the understeer gradient of the vehicle, and calculation models in which the understeer gradient is determined based on, among other things, the steering wheel angle, effective wheelbase, speed of the vehicle, input and output rates of change of steering wheel angle, speed of gearing, and degree of curvature of the roadway. According to one alternative or supplementary variant, the electronic control unit 1 00 includes stored data of the understeer gradient of the vehicle.
The means 140a to determine a maximum permitted instantaneous speed based on the vehicle parameters: the predetermined lateral acceleration, the steering wheel angle, the effective wheelbase, the gear ratio of the steering, and, where appropriate, the understeer gradient of the vehicle, is arranged to determine the maximum permitted instantaneous speed through the equation: where aa? = the desired maximum absolute lateral acceleration, i.e. the maximum permitted lateral acceleration
L = effective wheelbase δ = steering wheel angle /' /_ = the gear ratio of the steering
Kus = the understeer gradient of the vehicle.
The system I comprises means 130 to determine continuously the speed of the vehicle. The means 130 to determine continuously the speed of the vehicle includes, according to one variant, speed measurement means. The electronic control unit 100 is connected such that it exchanges signals over a link 12 with the means 1 12 to determine the rate of change of angle of the steering wheel position. The electronic control unit 100 is arranged to receive over the link 12 a signal from the means 1 12 that represents rate of change of angle data for the rate of change of angle of the steering wheel position including data for the magnitude of the steering wheel position from the means 1 1 2a.
The electronic control unit 100 is connected such that it exchanges signals over a link 14 with the means 1 14 to limit the instantaneous increase of the maximum permitted instantaneous speed only when the magnitude of the steering wheel position lies above a predetermined magnitude. The electronic control unit 100 is arranged to receive over the link 14 a signal from the means 1 14 representing limitation data in order to limit the increase only when the steering wheel position lies above a predetermined magnitude. The electronic control unit 100 is connected through a link 20a to the means 120 to permit increase of the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value. The electronic control unit 100 is arranged to transmit over the link 20a a signal to the means 120 that represents rate of change of angle data for the rate of change of angle of the steering wheel position including data for the magnitude of the steering wheel position.
The electronic control unit 100 is connected such that it exchanges signals through a link 20b with the means 120 to permit increase of the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value. The electronic control unit 100 is arranged to receive over the link 20b a signal from the means 120 that represents time data for the time during which the rate of change of angle lies below, with a certain magnitude of the steering wheel position, a predetermined value. The electronic control unit 1 00 is connected through a link 10a such that it exchanges signals with the means 1 10 to control the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value. The electronic control unit 100 is arranged to transmit over the link 10a a signal to the means 1 10 that represents rate of change of angle data for the rate of change of angle of the steering wheel position including data for the magnitude of the steering wheel position and the time of such a rate of change of angle.
The electronic control unit 1 00 is connected through a link 10b such that it exchanges signals with the means 1 10 to control the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value. The electronic control unit 100 is arranged to receive over the link 10b a signal from the means 1 10 that represents limiting data for the limitation of the rate of change of angle based on rate of change of angle data.
The electronic control unit 100 is connected such that it exchanges signals over a link 30 with the means 130 to determine continuously the speed of the vehicle. The electronic control unit 100 is arranged to receive over the link 30 a signal from the means 130 to determine continuously the speed of the vehicle representing speed data for the current speed of the vehicle.
The electronic control unit 1 00 is connected through a link 40a such that it exchanges signals with the means 140 to control the speed of the vehicle based on the steering wheel angle of the vehicle corresponding to a determined turning radius, such that a predetermined lateral acceleration is not exceeded. The electronic control unit 100 is arranged to transmit through the link 40a a signal to the means 140 representing control data for the control of the speed of the vehicle.
The electronic control unit 1 00 is connected through a link 40b such that it exchanges signals with the means 140 to control the speed of the vehicle based on the steering wheel angle of the vehicle corresponding to a determined turning radius, such that a predetermined lateral acceleration is not exceeded. The electronic control unit 100 is arranged to receive over the link 40b a signal from the means 140 that represents steering wheel angle data corresponding to a determined turning radius of the vehicle. The electronic control unit 100 is connected through a link 40 such that it exchanges signals with the means 140a to determine a maximum permitted instantaneous speed based on the vehicle parameters: the said predetermined lateral acceleration, the said steering wheel angle, the effective wheelbase, the gear ratio of the steering, and, where appropriate, the understeer gradient of the vehicle. The electronic control unit 100 is arranged to receive over the link 40 a signal from the means 140 representing parameter data, including lateral acceleration data for the predetermined lateral acceleration, steering wheel angle data for the current steering wheel angle, data for the effective wheelbase, data for the gear ratio of the steering, and, where relevant, data for the understeer gradient.
The electronic control unit 1 00 is in this case arranged to process the said rate of change of angle data for the rate of change of angle of the steering wheel position including data for the magnitude of the steering wheel position, the said limitation data in order to limit the increase only for steering wheel positions over a predetermined magnitude, and the said time-based data for the time during which the rate of change of angle lies below, with a certain magnitude of the steering wheel position, a predetermined value, in order to determine whether the rate of change of angle has exceeded a predetermined speed and a predetermined magnitude of the steering wheel position, and, in the case in which this is the case, to transmit limitation data for the limitation of the speed as long as this continues, and a predetermined time after that the rate of change of angle has fallen below a predetermined value.
The electronic control unit 1 00 is in this case arranged to process the said steering wheel angle data corresponding to a determined turning radius of the vehicle and the said parameter data, including lateral acceleration data for the predetermined lateral acceleration, steering wheel angle data for the current steering wheel angle, data for the effective wheelbase, data for the gear ratio of the steering, and, where relevant, data for the understeer gradient, and the said speed data, in order to determine control data for the control of the speed of the vehicle such that a predetermined lateral acceleration is not exceeded.
Figure 3 illustrates schematically a block diagram of a method for the adaptation of the speed of a vehicle during taking a curve according to one embodiment of the present invention.
According to one embodiment, the method for the adaptation of the speed of a vehicle when taking a curve comprises a step S1 . In this step the speed of the vehicle is controlled and in this case the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position is limited in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value.
With reference to Figure 4, there is shown a drawing of a design of an arrangement 500. The control unit 100 that has been described with reference to Figure 2 can comprise in one execution the arrangement 500. The arrangement 500 comprises a non-transient memory 520, a data processing unit 51 0 and a read/write memory 550. The non-transient memory 520 has a first section of memory 530 in which a computer program, such as an operating system, is stored in order to control the function of the arrangement 500. Furthermore, the arrangement 500 comprises a bus controller, a serial communication port, I/O means, an A/D converter, a unit for the input and transfer of time and date, an event counter and an interrupt controller (not shown in the drawing). The non-transient memory 520 has also a second section of memory 540.
A computer program P is provided that comprises routines for the adaptation of the speed of a vehicle when taking a curve according to the innovative method. The program P comprises routines to control the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value. The program P may be stored in an executable form or in a compressed form in a memory 560 and/or a read/write memory 550. When it is described that the data processing unit 510 carries out a certain function, it is to be understood that the data processing unit 510 carries out a certain part of the program that is stored in the memory 560, or a certain part of the program that is stored in the read/write memory 550.
The data processing arrangement 510 can communicate with a data port 599 through a data bus 515. The non-transient memory 520 is intended for communication with the data processing unit 51 0 through a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 through a data bus 51 1 . The read/write memory 550 is arranged to communicate with the data processing unit 51 0 through a data bus 514. Links associated with the control unit 100, for example, may be connected to the data port 599.
When data is received at the data port 599 it is temporarily stored in the second section of memory 540. When the data that has been received has been temporarily stored, the data processing unit 510 is prepared for the execution of code in a manner that has been described above. The signals that have been received at the data port 599 can be used by the arrangement 500 to control the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value.
Parts of the methods described here may be carried out by the arrangement 500 with the aid of the data processing unit 510, which runs the program stored in the memory 560 or in the read/write memory 550. When the arrangement 500 runs the program, the method described here is executed.
The description above of the preferred embodiments of the present invention has been given for the purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the variants that have been described. Many modifications and variations will be obvious for one skilled in the arts. The embodiments have been selected and described in order to best describe the principles of the invention and its practical applications, and thus to make it possible for one skilled in the arts to understand the invention for various embodiments and with the various modifications that are appropriate for the intended use.

Claims

1. A method for the adaptation of the speed of a vehicle (1 ) when taking a curve, characterised by the step to control (S1 ) the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value.
2. The method according to claim 1 , comprising the step to permit raising of the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value.
3. The method according to claim 1 or 2, whereby the step to limit the raising of the maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position takes place only for steering wheel positions greater than a predetermined magnitude.
4. The method according to any one of claims 1 -3, comprising the step to control the speed of the vehicle based on the steering wheel angle of the vehicle corresponding to a determined turning radius such that a predetermined lateral acceleration is not exceeded.
5. The method according to claim 4, whereby the step of controlling the speed of the vehicle at the steering wheel angle includes the step of determining a maximum permitted instantaneous speed based on the vehicle parameters: the said predetermined lateral acceleration, the said steering wheel angle, the effective wheelbase, the gear ratio of the steering, and, where appropriate, the understeer gradient of the vehicle.
6. A system (I) for the adaptation of the speed of a vehicle (1 ) when taking a curve, characterised by means (1 10) to control the speed of the vehicle and in this case limit the increase of a maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position in such a manner that the increase to a determined extent is allowed only when the rate of change of angle has fallen below a predetermined value.
7. The system according to claim 6, comprising means (120) to permit raising of the maximum permitted instantaneous speed only a specified time after the rate of change of angle has fallen below a predetermined value.
8. The system according to claim 6 or 7, whereby the means (1 10) to limit the raising of the maximum permitted instantaneous speed based on the rate of change of angle of the steering wheel position takes place only for steering wheel positions greater than a predetermined magnitude.
9. The system according to any one of claims 6-8, comprising means (140) to control the speed of the vehicle based on the steering wheel angle of the vehicle corresponding to a determined turning radius such that a predetermined lateral acceleration is not exceeded.
10. The system according to claim 9, whereby the means (140) to control the speed of the vehicle based of the steering wheel angle of the vehicle includes means (140a) to determine a maximum permitted instantaneous speed based on the vehicle parameters: the said predetermined lateral acceleration, the said steering wheel angle, the effective wheelbase, the gear ratio of the steering, and, where appropriate, the understeer gradient of the vehicle.
11. A vehicle (1 ) comprising a system (I) according to any one of claims 6-10.
12. A computer program (P) for the adaptation of the speed of a vehicle when taking a curve, where the said computer program (P) comprises program code that, when it is run by an electronic control unit (100) or by another computer (500) connected to the electronic control unit (100), causes the electronic control unit (100) to carry out the steps according to claims 1 -5.
13. A computer program product comprising a digital storage medium that stores the computer program according to claim 12.
EP15796877.7A 2014-05-21 2015-05-20 Method and system for the adaptation of the speed of a vehicle when taking a curve Withdrawn EP3145772A4 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1450600A SE539254C2 (en) 2014-05-21 2014-05-21 Procedure and system for adjusting a vehicle's speed when cornering
PCT/SE2015/050573 WO2015178843A1 (en) 2014-05-21 2015-05-20 Method and system for the adaptation of the speed of a vehicle when taking a curve

Publications (2)

Publication Number Publication Date
EP3145772A1 true EP3145772A1 (en) 2017-03-29
EP3145772A4 EP3145772A4 (en) 2018-02-07

Family

ID=54554384

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15796877.7A Withdrawn EP3145772A4 (en) 2014-05-21 2015-05-20 Method and system for the adaptation of the speed of a vehicle when taking a curve

Country Status (5)

Country Link
EP (1) EP3145772A4 (en)
KR (1) KR20170005079A (en)
BR (1) BR112016024872A2 (en)
SE (1) SE539254C2 (en)
WO (1) WO2015178843A1 (en)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107921965B (en) 2015-08-14 2020-10-09 克朗设备公司 Model-Based Diagnosis Based on Traction Model
MX390749B (en) 2015-08-14 2025-03-21 Crown Equip Corp MODEL-BASED DIAGNOSTICS ACCORDING TO THE STEERING MODEL.
CN109963808B (en) 2017-01-13 2021-03-30 克朗设备公司 Traction speed recovery based on steering wheel dynamics
US10723382B2 (en) 2017-01-13 2020-07-28 Crown Equipment Corporation High speed straight ahead tiller desensitization
CN108944909B (en) * 2017-05-26 2020-10-27 长城汽车股份有限公司 Vehicle control method and device
DE102022117875A1 (en) * 2022-07-18 2024-01-18 Zf Cv Systems Global Gmbh Vehicle control system for a vehicle
DE102022117856A1 (en) * 2022-07-18 2024-01-18 Zf Cv Systems Global Gmbh Method for predicting a lateral dynamic stability behavior of a current vehicle configuration of a vehicle

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5996724A (en) * 1996-08-28 1999-12-07 Honda Giken Kabushiki Kaisha Steering control system
DE10128357A1 (en) * 2001-06-13 2003-03-06 Continental Teves Ag & Co Ohg Procedure for regulating driving stability
JP4352864B2 (en) * 2003-11-12 2009-10-28 日産自動車株式会社 Vehicle turning control device
US7369927B2 (en) * 2004-04-02 2008-05-06 Continental Teves, Inc. Active rollover protection utilizing steering angle rate map
JP5336052B2 (en) * 2007-05-28 2013-11-06 株式会社デンソー Cruise control device, program, and target vehicle speed setting method
JP4457136B2 (en) * 2007-09-27 2010-04-28 日立オートモティブシステムズ株式会社 Travel control system
JP5099221B2 (en) * 2008-05-19 2012-12-19 日産自動車株式会社 Vehicle turning behavior control apparatus / method
EP2674387B8 (en) * 2012-06-12 2015-07-15 UniCarriers Europe AB Industrial truck with improved cornering control

Also Published As

Publication number Publication date
BR112016024872A2 (en) 2017-08-15
WO2015178843A1 (en) 2015-11-26
SE1450600A1 (en) 2015-11-22
KR20170005079A (en) 2017-01-11
SE539254C2 (en) 2017-05-30
EP3145772A4 (en) 2018-02-07

Similar Documents

Publication Publication Date Title
EP3145765A1 (en) Method and system for adaptation of the speed of a vehicle when taking a curve
EP3145772A1 (en) Method and system for the adaptation of the speed of a vehicle when taking a curve
CN104176054B (en) A kind of vehicle active anti-collision automatic lane change control system and its working method
US9528842B2 (en) Method and device for ascertaining a source of danger on a travel route
Chu et al. Rollover speed prediction on curves for heavy vehicles using mobile smartphone
CN104773169B (en) Vehicle yaw stability integrating control method based on tire slip angle
US10640109B2 (en) Travel control device for vehicle
US9662974B2 (en) Torque control for vehicles with independent front and rear propulsion systems
CN114643991A (en) Chassis domain control method under high-speed working condition and related device
CN105774458A (en) Method For Controlling Suspension System
EP4722065A1 (en) Vehicle drift control method and apparatus, and device and vehicle
EP3145778B1 (en) Method and system for adapting the velocity of a vehicle during driving of the vehicle along a route of travel
KR102255437B1 (en) Method and system for the adaptation of the driving of a vehicle on a roadway in association with taking a curve
CN105593089A (en) Vehicle travel control device
KR101723617B1 (en) Device and method for the improvement of safety when driving a vehicle
CN113968228B (en) Method for providing support for driver of vehicle when driving through front curve
WO2015178844A1 (en) Method and system for safe driving when driving a vehicle in a curve
KR101355351B1 (en) Vehicle Touque Distribution Control Apparatus and Controlling Method
WO2015152793A1 (en) Method and system to assess the risk of change of traffic lane during the driving of a leading vehicle on a roadway with at least two neighbouring traffic lanes
SE1451117A1 (en) Method and system for automatically controlling the conveyance of a vehicle on a road adapted to the trajectory of the road
CN103359111A (en) Steering stable system and steering stable system method for vehicle and mining dump vehicle
JP2013152605A (en) Driving support device, driving support method, program and medium
SE1850437A1 (en) Method and a control device for remotely controlling driving of a vehicle
CN121201041A (en) Vehicle active safety control methods, systems, storage media and vehicles
CN118665451A (en) Automatic driving vehicle speed control method suitable for ice and snow curve road surface

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20161221

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
A4 Supplementary search report drawn up and despatched

Effective date: 20180108

RIC1 Information provided on ipc code assigned before grant

Ipc: B60W 30/14 20060101ALI20180102BHEP

Ipc: B60K 31/00 20060101ALI20180102BHEP

Ipc: B60W 40/072 20120101ALI20180102BHEP

Ipc: B60K 28/16 20060101ALI20180102BHEP

Ipc: B60W 30/02 20120101AFI20180102BHEP

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

RAP3 Party data changed (applicant data changed or rights of an application transferred)

Owner name: SCANIA CV AB

17Q First examination report despatched

Effective date: 20210423

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20210816