EP3145779A1 - Method and system for the adaptation of the driving of a vehicle on a roadway in association with taking a curve - Google Patents
Method and system for the adaptation of the driving of a vehicle on a roadway in association with taking a curveInfo
- Publication number
- EP3145779A1 EP3145779A1 EP15795938.8A EP15795938A EP3145779A1 EP 3145779 A1 EP3145779 A1 EP 3145779A1 EP 15795938 A EP15795938 A EP 15795938A EP 3145779 A1 EP3145779 A1 EP 3145779A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- speed
- curve
- route
- target 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- Withdrawn
Links
- 238000000034 method Methods 0.000 title claims abstract description 28
- 230000006978 adaptation Effects 0.000 title claims abstract description 25
- 230000001133 acceleration Effects 0.000 claims abstract description 39
- 238000004590 computer program Methods 0.000 claims abstract description 12
- 238000012545 processing Methods 0.000 description 9
- 238000005096 rolling process Methods 0.000 description 5
- 238000004891 communication Methods 0.000 description 4
- 230000006870 function Effects 0.000 description 4
- 230000001052 transient effect Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012876 topography Methods 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000005693 optoelectronics Effects 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
Classifications
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- 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
- B60W30/18154—Approaching an intersection
-
- 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
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
- B60T8/17555—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
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- 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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18145—Cornering
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- 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
- B60W40/02—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 ambient conditions
- B60W40/06—Road conditions
- B60W40/072—Curvature of the road
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- 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
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/30—Environment conditions or position therewithin
- B60T2210/32—Vehicle surroundings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/30—Environment conditions or position therewithin
- B60T2210/36—Global Positioning System [GPS]
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- 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
- B60W2520/10—Longitudinal speed
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- 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
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- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/30—Road curve radius
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- 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
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/60—Traffic rules, e.g. speed limits or right of way
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- 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
- B60W2720/103—Speed profile
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- 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
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- 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
- B60W30/18109—Braking
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- 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 driving of a vehicle on a roadway in association with taking a curve according to the introduction to claim 1 .
- the invention relates to a system for the adaptation of the driving of a vehicle on a roadway in association with taking a curve.
- the invention relates also to a motor vehicle.
- the invention relates also to a computer program and a computer program product.
- Cruise-control systems and similar driver aids are becoming evermore intelligent.
- Several systems that use map data for the driving of a vehicle in a fuel-efficient manner are now commercially available. These systems, however, are adapted to consider only the appearance of the topography, which in practice means that these functions are appropriate for use on motorways and equivalent roads.
- the currently available systems are exclusively built on a preset target speed.
- the cruise-control systems based on topology are allowed to deviate from this only by a certain percentage or number of kilometres per hour. If the vehicle in question enters a smaller road with curves and speed limitations, it is appropriate to switch off the cruise-control system since the driver must himself or herself even so brake when approaching a possible curve. It is furthermore difficult on smaller roads with many curves for a driver to drive optimally from the perspective of fuel efficiency. This is the case, since it is often difficult to see happens beyond the next curve.
- EP2527222 reveals driver assistance for the control of the speed taking into consideration curve data, which have been drawn up using navigational data or sensors of the surroundings, where the speed is adapted before taking a curve to a position in the curve.
- One purpose of the present invention is to achieve a method and a system for the adaptation of the driving of a vehicle on a roadway in association with taking a curve that makes safe and comfortable driving possible.
- a method for the adaptation of the driving of a vehicle on a roadway in association with taking a curve comprising the step to determine the presence of phenomena that limit speed in the form of curves along the route of the vehicle, further comprising the steps: to determine a speed profile based on the current speed of the vehicle and comprising a target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section of the route that arises in a curve; and, in the case in which the current speed of the vehicle exceeds the target speed, to adapt the speed of the vehicle such that the target speed is achieved at a stipulated distance along the route of the vehicle before the entrance to the curve.
- the method comprises the step: in the case in which the current speed of the vehicle lies below or corresponds to the target speed, to adapt the speed of the vehicle such that the target speed is achieved at the distance that corresponds to the target speed. Efficient driving of the vehicle is in this case made possible such that the correct target speed is achieved in the curve.
- the method comprises the step to determine the said stipulated distance before the entrance to the curve along the route of the vehicle based on a stipulated absolute prediction interval relative to the distance that corresponds to the target speed.
- a simple and efficient manner to stipulate the stipulated distance before the entrance to the curve is in this way made possible.
- the method comprises the step to determine the said stipulated distance before the entrance to the curve along the route of the vehicle based on a retardation against from a current speed of the vehicle to the said target speed.
- the method comprises the step to determine the said stipulated distance before the entrance to the curve along the route of the vehicle based on a section of the speed profile corresponding to the retardation before the said curve.
- a simple and efficient manner to stipulate the stipulated distance before the entrance to the curve is in this way made possible.
- an upper limit is set, in the case in which the section of the speed profile corresponding to retardation before the said curve lies a predetermined position before the distance that correspond to the target speed, on the corresponding distance and/or time before the entrance to the curve. It is in this way avoided that the distance before the entrance to the curve is set an unnecessarily long distance before the curve.
- 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 driving of a vehicle on a roadway in association with taking a curve according to one embodiment of the present invention
- Figure 3a illustrates schematic a curvature profile in the form of a roundabout
- Figure 3b illustrates schematically speed profiles for the curvature profile in Figure 3a
- Figure 4 illustrates schematically a block diagram of a method for the adaptation of the driving of a vehicle on a roadway in association with taking a curve according to one embodiment of the present invention
- Figure 5 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.
- acceleration refers to both positive and negative acceleration, i.e. acceleration in the form of increasing speed and acceleration in the form of decreasing speed, i.e. retardation.
- to determine continuously refers to a determination in stepless increments or in stepped increments, i.e. in which the determination takes place with a certain repeated occurrence that may be regular and may be based on time or distance.
- 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 driving of a vehicle on a roadway in association with 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 1 0 to determine continuously the presence of phenomena that limit speed in the form of curves along the route of the vehicle.
- the means 1 10 to determine continuously the presence of phenomena that limit speed in the form of curves along the route of the vehicle includes, according to one variant, a map information unit 1 12 comprising map data including properties of the roadway along the route of the vehicle, including phenomena that limit speed in the form of curves.
- the means 1 10 to determine continuously the presence of phenomena that limit speed in the form of curves along the route of the vehicle includes, according to one variant, means 1 14 to determine the position of the vehicle.
- the means 1 14 to determine the position of the vehicle comprises a geographical position-determination system to determine continuously the position of the vehicle along its route.
- An example of a geographical position- determination system is GPS.
- the map information unit 1 12 and the means 1 14 to determine the position of the vehicle are comprised, according to one variant, of means 1 1 0a to determine the route of the vehicle, where the means to determine the route of the vehicle is arranged to provide predetermined properties of the roadway along the route of the vehicle including phenomena that limit speed in the form of curves along the route of the vehicle.
- the said map data of the map- information unit 1 12 include also properties of the roadway along the route of the vehicle, including topography.
- the means 1 10 to determine continuously the presence of phenomena that limit speed along the route of the vehicle includes, according to one variant, camera means 1 16.
- the camera means 1 16 is arranged to detect properties of the roadway, including phenomena that limit speed in the form of curves.
- the camera means 1 16 is arranged to detect the form of the extent of the roadway, including the curvature of the roadway and/or road markings, in order in this way to determine the curvature of the roadway along which vehicle is travelling.
- the camera means may include one or several cameras for the detection.
- the means 1 10 to determine continuously the presence of phenomena that limit speed in the form of curves along the route of the vehicle includes means to carry out the said determination based on a predetermined distance and/or time horizon in front of the vehicle along the route of the vehicle
- the means 1 10 to determine continuously the presence of phenomena that limit speed along the route of the vehicle includes means to carry out the said determination based on a predetermined distance horizon in front of vehicle along the route of the vehicle, where the distance horizon constitutes a suitable window in the form of a distance from the current position of the vehicle and forwards along the route of the vehicle.
- the distance horizon lies, according to one embodiment, in the order of magnitude of a few hundred metres, for example approximately 500 metres.
- the distance horizon depends, according to one variant, on the speed of the vehicle.
- the distance horizon depends, according to one variant, on considerations of comfort, considerations of fuel efficiency and considerations of the efficiency of the driving, i.e. how time-efficient the driving of the vehicle is.
- the system I comprises means 120 to determine continuously the speed of the vehicle.
- the means 120 to determine continuously the speed of the vehicle includes, according to one variant, speed measurement means.
- the system I comprises means 140 to determine a speed profile based on the current speed of the vehicle and comprising a target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section of the route that arises in a curve along the route.
- the means 140 to determine a speed profile based on the current speed of the vehicle and comprising a target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section of the route that arises in a curve is arranged for continuous determination.
- the required retardation a is determined, according to one variant, through the equation:
- v ⁇ s the speed that corresponds to the target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section that arises in a curve of the route
- v 0 is the current speed, a the retardation required, and s the distance to the section arising in the curve.
- the means 140 to determine a speed profile based on the current speed of the vehicle and comprising a target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section of the route that arises in a curve of the route includes means 142 to determine continuously the driving resistance along the route of the vehicle.
- the means 142 to determine continuously the driving resistance along the route of the vehicle include means 142a to determine the gradient resistance.
- the means 142a to determine gradient resistance includes or is included in means to determine topology along the route of the vehicle, i.e. any gradient of the roadway that is present along the route of the vehicle.
- the means 142a to determine gradient resistance includes, according to one variant, a map information unit 1 12 comprising map data including properties of the roadway along the route of the vehicle including topology along the route of the vehicle, and means to determine the position of the vehicle, comprising, according to one variant, a geographical position-determination system such as GPS to determine continuously the position of the vehicle along its route.
- the map information unit and the means to determine the position of the vehicle are comprised, according to one variant, of the map information unit 1 12 and the means 1 14 to determine the position of the vehicle.
- the means 142 to determine continuously the driving resistance along the route of the vehicle include means 142b to determine the frictional properties of the propulsion of the vehicle.
- the means 142b to determine the frictional properties of the propulsion of the vehicle includes means to determine differences in speed in the wheels during driving/braking, known as "slip". Slip is determined by determining differences in the speeds of the wheels, through, for example, sensor means that measure the rate of revolution of the wheels.
- the means 142 to determine continuously the driving resistance along the route of the vehicle include means 142c to determine air resistance.
- the means 142c to determine air resistance includes modelling means to estimate the air resistance by means of air resistance coefficients and properties of the vehicle, including the frontal area and the speed of the vehicle squared.
- the means 142c to determine air resistance includes, according to one variant, sensor means to measure air oncoming onto the vehicle, taking the geometry of the vehicle, including air guidance devices to reduce air resistance, into consideration.
- the means 142 to determine continuously the driving resistance along the route of the vehicle include means 142d to determine rolling resistance.
- the means 142d to determine rolling resistance includes modelling means to estimate the rolling resistance by means of properties of the vehicle, including the number of axles of the vehicle, the vehicle weight, and, where relevant, the type of tyres.
- the means 142 to determine driving resistance F res includes calculation means (not shown in the drawings).
- the system I comprises means 150 to determine a maximum permitted lateral acceleration.
- the means 1 50 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 distribution of load on the vehicle, 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 100 includes stored data of the maximum permitted lateral acceleration.
- the determination of the maximum speed of the vehicle and thus also the speed profile based on the maximum permitted lateral acceleration uses information about the degree of curvature of the roadway along the route of the vehicle, whereby the following equation A) is used: where v max (s) is the maximum speed along the stretch s in front of the vehicle, a a iat,max(s) is the maximum permitted lateral acceleration along the stretch s in front of vehicle, and c(s) is the degree of curvature along the stretch s in front of the vehicle.
- the system I comprises means 160 to determine whether the current speed of the vehicle exceeds the target speed.
- the means to determine whether the current speed of the vehicle exceeds the target speed includes means to compare the current speed of the vehicle with the target speed.
- the system I comprises means 1 70 to adapt, in the case in which the current speed of the vehicle exceeds the target speed, the speed of the vehicle such that the target speed is achieved at a stipulated distance along the route of the vehicle before the entrance to the curve.
- the stipulated distance along the route of the vehicle before the entrance to the curve and the said distance in the curve form in this case a certain distance s prea , m . See Figures 3a and 3b, which are described below.
- the system I comprise means 180 to determine the said stipulated distance before the entrance to the curve along the route of the vehicle.
- the means 180 to determine the said stipulated distance before the entrance to the curve along the route of the vehicle comprises means 182 to determine the said stipulated distance before the entrance to the curve along the route of the vehicle based on a stipulated absolute prediction interval relative to the distance that corresponds to the target speed.
- the distance s prea , m corresponding to the distance between the section that arises in the curve and the section before the entrance to the curve is determined in this case to be a predetermined distance, for example 20 metres.
- the means 180 to determine the said stipulated distance before the entrance to the curve along the route of the vehicle comprises means 184 to determine the said stipulated distance before the entrance to the curve along the route of the vehicle based on a retardation from a current speed of the vehicle to the said target speed.
- the distance s prea , m corresponding to the distance between section that arises in the curve and the section before the entrance to the curve is determined, according to one variant, as a function of a speed, for example an approaching speed limitation, i.e. the target speed, and can consequently be derived from a time t pre aim, where the vehicle is thus to have achieved this speed at the corresponding time f prea , m before the speed starts to be valid.
- a speed for example an approaching speed limitation, i.e. the target speed
- the means 1 80 to determine the said stipulated distance before the entrance to the curve along the route of the vehicle comprises means 1 86 to determine the said stipulated distance before the entrance to the curve along the route of the vehicle based on a section of the speed profile corresponding to retardation before the said curve.
- the means 1 86 to determine the said stipulated distance before the entrance to the curve along the route of the vehicle based on a section of the speed profile corresponding to the retardation before the said curve comprises means 1 86a to set, in the case in which the section of the speed profile corresponding to the retardation before the said curve lies at a predetermined position before the said section that corresponds to the target speed, a ceiling on the corresponding distance and/or time before the entrance to the curve.
- the means 1 86a to determine, in the case in which the section of the speed profile corresponding to the retardation before the said curve lies at a predetermined position before the said section that corresponds to the target speed, a ceiling on the corresponding distance and/or time before the entrance to the curve comprises in this case means to determine whether the section of the speed profile corresponding to the retardation before the said curve lies at a predetermined position before the distance that corresponds to the target speed.
- the acceleration required in the form of retardation a to t will thus be, according to one variant:
- the retardation can take place earlier through adaptation of the speed of the vehicle such that the target speed is achieved at a stipulated distance along the route of the vehicle before the entrance to the curve, i.e. that the retardation is initiated earlier than retardation to achieve the target speed in the curve, and/or more powerfully, such that the vehicle is braked to the speed at the stipulated section in a shorter distance.
- the system I comprises means 190 to adapt, in the case in which the current speed of the vehicle lies below or corresponds to the target speed, the speed of the vehicle such that the target speed is achieved at the distance that corresponds to the target speed.
- the electronic control unit 100 is connected through a link 1 0 such that it exchanges signals with the means 1 10 to determine continuously the presence of phenomena that limit speed in the form of curves along the route of the vehicle.
- the electronic control unit 100 is arranged to receive over the link 10 a signal from the means 1 10 that represents data for phenomena that limit speed in the form of curves.
- the electronic control unit 1 00 is connected through a link 10a such that it exchanges signals with the means 1 10a comprising the map information unit 1 12 and the means 1 14 to determine the position of the vehicle.
- the electronic control unit 100 is arranged to receive over the link 10a a signal from the means 1 10a that represents map data for phenomena that limit speed in the form of curves along the route of the vehicle and positional data for the position of the curve relative to the vehicle.
- the electronic control unit 100 is connected through a link 1 6 such that it exchanges signals with the camera means 1 16.
- the electronic control unit 100 is arranged to receive over the link 16 a signal from the camera means 1 16 that represents data for phenomena that limit speed in the form of curves including curvature data for curves of the roadway along the route of the vehicle.
- the electronic control unit 100 is connected such that it exchanges signals over a link 20 with the means 120 to determine continuously the speed of the vehicle.
- the electronic control unit 100 is arranged to receive over the link 20 a signal from the means 120 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 determine a speed profile based on the current speed of the vehicle and comprising a target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section that arises in a curve along the route.
- the electronic control unit 100 is arranged to receive over the link 40a a signal from the means 140 that represents acceleration data for the acceleration required in order to achieve the target speed according to the phenomena that limit speed in the form of curvature data determined at the curve.
- the electronic control unit 100 is connected such that it exchanges signals over a link 42 with the means 142 to determine continuously the driving resistance along the route of the vehicle.
- the electronic control unit 100 is arranged to receive over the link 42 a signal from the means 142 that represents driving resistance data.
- the electronic control unit 100 is connected such that it exchanges signals over a link 42a with the means 142a to determine the gradient resistance.
- the electronic control unit 1 00 is arranged to receive over the link 42a a signal from the means 142a that represents gradient data for the gradient along the route of the vehicle.
- the electronic control unit 100 is connected such that it exchanges signals over a link 42b with the means 142b to determine frictional properties of the propulsion of the vehicle.
- the electronic control unit 100 is arranged to receive over the link 42b a signal from the means 142b that represents friction data for the frictional properties of the propulsion of the vehicle.
- the electronic control unit 100 is connected such that it exchanges signals over a link 42c with the means 142c to determine air resistance.
- the electronic control unit 100 is arranged to receive over the link 42c a signal from the means 142c that represents air resistance data for the vehicle along the roadway along the route of the vehicle.
- the electronic control unit 100 is connected such that it exchanges signals over a link 42d with the means 142d to determine rolling resistance.
- the electronic control unit 100 is arranged to receive over the link 42d a signal from the means 142d that represents rolling resistance data for the vehicle along the roadway along the route 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 determine a speed profile based on the current speed of the vehicle and comprising a target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section of the route that arises in a curve along the route.
- the electronic control unit 100 is arranged to transmit through the link 40b a signal to the means 140 representing speed data for the current speed of the vehicle, data for phenomena that limit speed in the form of curves, distance data for the curve, and driving resistance data.
- the electronic control unit 100 is connected such that it exchanges signals over a link 50 with the means 1 50 to determine a maximum permitted lateral acceleration.
- the electronic control unit 100 is arranged to receive over the link 50 a signal from the means 150 representing lateral acceleration data for the maximum permitted lateral acceleration.
- the electronic control unit 100 is connected such that it exchanges signals over a link 60a with the means 1 60 to determine whether the current speed of the vehicle exceeds the target speed.
- the electronic control unit 100 is arranged to transmit through the link 60a a signal to the means 160 representing speed data for current speed and target speed data for the target speed.
- the means 160 to determine whether the current speed of the vehicle exceeds the target speed is arranged to compare the said speed data and target speed data in order in this way to determine data for whether the current speed of the vehicle exceeds the target speed.
- the electronic control unit 100 is connected such that it exchanges signals over a link 60b with the means 1 60 to determine whether the current speed of the vehicle exceeds the target speed.
- the electronic control unit 100 is arranged to receive over the link 60b a signal from the means 160 that represents data for whether the current speed of the vehicle exceeds the target speed.
- the electronic control unit 1 00 is connected through a link 70a such that it exchanges signals with the means 1 70 to adapt the speed of the vehicle such that the target speed is achieved at a stipulated distance along the route of the vehicle before the entrance to the curve.
- the electronic control unit 100 is arranged to transmit through the link 70a a signal to the means 170 representing data that the current speed exceeds the target speed.
- the electronic control unit 1 00 is connected through a link 70b such that it exchanges signals with the means 1 70 to adapt the speed of the vehicle such that the target speed is achieved at a stipulated distance along the route of the vehicle before the entrance to the curve.
- the electronic control unit 100 is arranged to receive over the link 70b a signal that represents adaptation data for the adaptation of the speed of the vehicle such that the target speed is achieved at a stipulated distance along the route of the vehicle before the entrance to the curve.
- the electronic control unit 100 is connected through a link 80 such that it exchanges signals with the means 1 80 to determine the stipulated distance before the entrance to the curve along the route of the vehicle.
- the electronic control unit 1 00 is arranged to receive over the link 80 a signal from the means 180 that represents data for the stipulated distance before the entrance to the curve.
- the electronic control unit 100 is connected through a link 82 such that it exchanges signals with the means 182 to determine the said stipulated distance before the entrance to the curve along the route of the vehicle based on a stipulated absolute prediction interval relative to the distance that corresponds to the target speed.
- the electronic control unit 100 is arranged to receive over the link 82 a signal from the means 1 82 that represents data for the stipulated distance before the entrance to the curve.
- the electronic control unit 100 is connected through a link 84 such that it exchanges signals with the means 1 84 to determine the stipulated distance before the entrance to the curve along the route of the vehicle based on a retardation from a current speed of the vehicle to the said target speed.
- the electronic control unit 100 is arranged to receive over the link 84 a signal from the means 184 that represents data for the stipulated distance before the entrance to the curve.
- the electronic control unit is connected through a link 86 such that it exchanges signals with the means 186 to determine the said stipulated distance before the entrance to the curve along the route of the vehicle based on a section of the speed profile corresponding to the retardation before the said curve.
- the electronic control unit 100 is arranged to receive over the link 86 a signal from the means 1 86 that represents data for the stipulated distance before the entrance to the curve.
- the electronic control unit 1 00 is connected through a link 90a such that it exchanges signals with the means 1 90 to adapt the speed of the vehicle such that the target speed is achieved at the distance that corresponds to the target speed.
- the electronic control unit 100 is arranged to transmit through the link 90a a signal to the means 190 representing data that the current speed lies below or is equal to the target speed.
- the electronic control unit 1 00 is connected through a link 90b such that it exchanges signals with the means 1 90 to adapt the speed of the vehicle such that the target speed is achieved at the distance that corresponds to the target speed.
- the electronic control unit 1 00 is arranged to receive through the link 90b a signal from the means 190 representing adaptation data for the adaptation of the speed of the vehicle such that the target speed is achieved at the distance that corresponds to the target speed.
- Figure 3a illustrates schematically a curvature profile in the form of a roundabout with a certain radius of curvature. The vehicle is driven on a roadway and is intended, when taking the curve in the roundabout, to carry out a left turn according to the direction of the arrow A.
- Figure 3b illustrates schematically speed profiles for the curvature profile in Figure 3a determined by means of system I according to the present invention.
- a speed profile is in this case determined based on the current speed of the vehicle and comprising a target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section P1 that arises in a curve, here the roundabout, of the route.
- the speed of the vehicle is adapted such that the target speed v is achieved at a stipulated distance P2 along the route of the vehicle before the entrance to the curve, here the roundabout.
- the speed of the vehicle is adapted such that the target speed is achieved at the distance that corresponds to the target speed.
- the full line in Figure 3b thus shows the speed profile that has been determined based on the maximum permitted lateral acceleration.
- the dashed line in Figure 3b shows in this case the desired speed profile for the driving of the vehicle where the target speed v is achieved at the stipulated section P2 before the entrance to the curve, where the section P2 is located a distance s prea/m before the section P1 in the curve
- the dash-dot line in Figure 3b shows an undesired speed profile.
- Figure 4 illustrates schematically a block diagram of a method for the adaptation of the driving of a vehicle on a roadway in association with taking a curve according to one embodiment of the present invention.
- the method for the adaptation of the driving of a vehicle on a roadway in association with taking a curve comprises a first step S1 .
- the presence of phenomena that limit speed in the form of curves along the route of the vehicle is determined in this step.
- the method for the adaptation of the driving of a vehicle on a roadway in association with taking a curve comprises a second step S2.
- a speed profile based on the current speed of the vehicle and comprising a target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section of the route that arises in a curve along route is determined in this step.
- the method for the adaptation of the driving of a vehicle on a roadway in association with taking a curve comprises a third step S3.
- the speed of the vehicle is in this step adapted, in the case in which the current speed of the vehicle exceeds the target speed, such that the target speed is achieved at a stipulated distance along the route of the vehicle before the entrance to the curve.
- 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 that comprises routines for the adaptation of the driving of a vehicle on a roadway in association with taking a curve according to the innovative method.
- the program P comprises routines to determine the presence of phenomena that limit speed in the form of curves along the route of the vehicle.
- the program P comprises routines to determine a speed profile based on the current speed of the vehicle and comprising a target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section of the route that arises in a curve.
- the program P comprises routines to adapt, in the case in which the current speed of the vehicle exceeds the target speed, the speed of the vehicle such that the target speed is achieved at a stipulated distance along the route of the vehicle before the entrance to the curve.
- 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 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 signals received on the data port 599 can be used by the arrangement 500 to determine the presence of phenomena that limit speed in the form of curves along the route of the vehicle.
- the signals received at the data port 599 can be used by the arrangement 500 to determine a speed profile based on the current speed of the vehicle and comprising a target speed based on a maximum permitted lateral acceleration of the vehicle associated with a section of the route that arises in a curve.
- the signals received at the data port 599 can be used by the arrangement 500 to adapt, in the case in which the current speed of the vehicle exceeds the target speed, the speed of the vehicle such that the target speed is achieved at a stipulated distance along the route of the vehicle before the entrance to the curve.
- 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.
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- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Navigation (AREA)
- Traffic Control Systems (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE1450602A SE539778C2 (en) | 2014-05-21 | 2014-05-21 | Procedure and system for adapting a vehicle's performance on a roadway in conjunction with cornering |
PCT/SE2015/050572 WO2015178842A1 (en) | 2014-05-21 | 2015-05-20 | Method and system for the adaptation of the driving of a vehicle on a roadway in association with taking a curve |
Publications (2)
Publication Number | Publication Date |
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EP3145779A1 true EP3145779A1 (en) | 2017-03-29 |
EP3145779A4 EP3145779A4 (en) | 2018-02-21 |
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ID=54554383
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP15795938.8A Withdrawn EP3145779A4 (en) | 2014-05-21 | 2015-05-20 | Method and system for the adaptation of the driving of a vehicle on a roadway in association with taking a curve |
Country Status (5)
Country | Link |
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EP (1) | EP3145779A4 (en) |
KR (1) | KR20170005077A (en) |
BR (1) | BR112016024882A2 (en) |
SE (1) | SE539778C2 (en) |
WO (1) | WO2015178842A1 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
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US9738284B2 (en) * | 2015-12-08 | 2017-08-22 | Ford Global Technologies, Llc | Vehicle acceleration determination |
WO2018122586A1 (en) * | 2016-12-30 | 2018-07-05 | 同济大学 | Method of controlling automated driving speed based on comfort level |
CN108297876B (en) | 2017-08-22 | 2019-09-17 | 腾讯科技(深圳)有限公司 | Travel speed control method, device, computer equipment and storage medium |
CN117549897B (en) * | 2023-12-28 | 2024-05-10 | 上海保隆汽车科技股份有限公司 | Vehicle over-bending control method, system, storage medium and electronic equipment |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH10269499A (en) * | 1997-03-26 | 1998-10-09 | Mitsubishi Motors Corp | Vehicle speed controller |
JP3485239B2 (en) * | 1997-09-10 | 2004-01-13 | 富士重工業株式会社 | Vehicle motion control device |
DE19848236A1 (en) * | 1998-10-20 | 2000-04-27 | Bosch Gmbh Robert | Method for controlling speed of motor vehicle prior to vehicle traveling around bend involves controlling speed in dependence of target speed determined by iterative process |
SE0104245D0 (en) * | 2001-12-17 | 2001-12-17 | Scania Cv Abp | A method for a vehicle |
US6990401B2 (en) * | 2002-10-04 | 2006-01-24 | Daimlerchrysler Ag | Predictive speed control for a motor vehicle |
US7548805B2 (en) * | 2006-03-27 | 2009-06-16 | Fujitsu Ten Limited | Vehicle control apparatus, vehicle control method and vehicle slip suppressing apparatus |
DE102007038059A1 (en) * | 2007-08-10 | 2009-02-12 | Daimler Ag | A method for operating a vehicle and vehicle distance control system with a proximity control system for performing the method |
JP5257923B2 (en) * | 2008-01-31 | 2013-08-07 | 株式会社アドヴィックス | Vehicle motion control device |
JP2010076697A (en) * | 2008-09-29 | 2010-04-08 | Advics Co Ltd | Speed control device for vehicle |
CN102639378B (en) * | 2009-12-18 | 2016-01-13 | 丰田自动车株式会社 | Travel controlling system |
KR101394146B1 (en) * | 2012-11-30 | 2014-05-14 | 한양대학교 산학협력단 | Method for speed control in curved road |
-
2014
- 2014-05-21 SE SE1450602A patent/SE539778C2/en unknown
-
2015
- 2015-05-20 BR BR112016024882A patent/BR112016024882A2/en not_active Application Discontinuation
- 2015-05-20 KR KR1020167034509A patent/KR20170005077A/en not_active Application Discontinuation
- 2015-05-20 WO PCT/SE2015/050572 patent/WO2015178842A1/en active Application Filing
- 2015-05-20 EP EP15795938.8A patent/EP3145779A4/en not_active Withdrawn
Also Published As
Publication number | Publication date |
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KR20170005077A (en) | 2017-01-11 |
WO2015178842A1 (en) | 2015-11-26 |
BR112016024882A2 (en) | 2017-08-15 |
SE1450602A1 (en) | 2015-11-22 |
EP3145779A4 (en) | 2018-02-21 |
SE539778C2 (en) | 2017-11-28 |
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