EP3145782A1 - Method and system for safe driving when driving a vehicle in a curve - Google Patents

Method and system for safe driving when driving a vehicle in a curve

Info

Publication number
EP3145782A1
EP3145782A1 EP15796712.6A EP15796712A EP3145782A1 EP 3145782 A1 EP3145782 A1 EP 3145782A1 EP 15796712 A EP15796712 A EP 15796712A EP 3145782 A1 EP3145782 A1 EP 3145782A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
driver
curve
speed
retardation
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Withdrawn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
EP15796712.6A
Other languages
German (de)
French (fr)
Other versions
EP3145782A4 (en
Inventor
Jonny Andersson
Linus Bredberg
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 EP3145782A1 publication Critical patent/EP3145782A1/en
Publication of EP3145782A4 publication Critical patent/EP3145782A4/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • B60K31/0083—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 centrifugal force acting on vehicle due to the path it is following
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • 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
    • B60W40/02—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
    • 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
    • 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
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/36—Input/output arrangements for on-board computers
    • G01C21/3697—Output of additional, non-guidance related information, e.g. low fuel level
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/90—Driver alarms

Definitions

  • the invention relates to a method for the safe driving of a vehicle when taking a curve according to the introduction to claim 1 .
  • the invention relates to a system for the safe driving 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.
  • Cruise-control systems and similar driver aids are becoming evermore intelligent.
  • Several systems that use map data for the driving of a vehicle are now commercially available. It can be difficult sometimes for a driver to determine how fast it is possible to drive the vehicle in a curve.
  • One example in which the speed to be used when taking a curve can be difficult to assess is when the degree of curvature of the curve is initially not so noticeable, and subsequently increases further into curve where the curve, as a consequence, becomes more tight.
  • Such a scenario in the best of cases gives rise to an uncomfortable lateral acceleration. In the worst of cases it leads to the vehicle sliding over into the opposing lane or driving off of the road.
  • the driving of the vehicle when taking a curve leads to risks.
  • DE10201 1017588 reveals a method for the control of the speed of a vehicle when taking a curve. According to the method, the driver receives a warning that the vehicle is approaching the curve at too high a speed when the required retardation is higher than the current retardation.
  • One purpose of the present invention is to achieve a method and a system for the safe driving of a vehicle when taking a curve that leads to safe and effective driving of the vehicle independently of whether control of the driving of the vehicle is taking place manually or automatically.
  • the purposes are achieved with a method for the safe driving of a vehicle when taking a curve, comprising the steps to determine continuously the current speed of the vehicle, and to warn the driver in the case in which the current retardation before taking a curve is insufficient, further comprising the step: to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby a warning is given depending on whether the driving of the vehicle is being controlled automatically or manually.
  • the method comprises the step to determine continuously the required retardation before taking the curve. The safety is in this case improved in that the driver can be warned earlier if required.
  • the method comprises the step to warn the driver, in the case in which the speed of the vehicle is being controlled automatically, whether the retardation of the automatic system is insufficient.
  • the safety is in this case improved during automatic control of the driving.
  • the method comprises the step to warn the driver, in the case in which the speed of the vehicle is being controlled manually, that the automatic system is not active.
  • the safety is in this case improved during manual control of the driving.
  • the method comprises the step to warn the driver, in the case in which the speed of the vehicle is being controlled manually, that a severe retardation is necessary.
  • the safety is in this case improved during manual control of the driving.
  • the driver is warned, in the case in which the speed of the vehicle is being controlled manually, earlier than in the case in which the speed of the vehicle is being controlled automatically.
  • the control is in this case adapted in an appropriate manner with respect to whether the control of the driving is taking place manually or automatically, such that unnecessary warnings can be avoided with retained safety.
  • Figure 1 illustrates schematically a motor vehicle according to one embodiment of the present invention
  • Figure 2 illustrates schematically a system for the safe driving 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 safe driving of a vehicle when 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.
  • 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 safe driving of a vehicle when 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 determine the presence of curvature along the route of the vehicle.
  • the means to determine the presence of curvature is, according to one variant, arranged for continuous determination.
  • the means 1 10 to determine continuously the presence of curvature 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 curvature.
  • the means 1 10 to determine continuously the presence of curvature 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.
  • 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.
  • map information unit 1 12 and the means 1 14 to determine the position of the vehicle it is consequently made possible to identify continuously the position of the vehicle and properties of the roadway, including the degree of curvature along the route of the vehicle.
  • map-information unit 1 1 2 it is made possible to determine in advance the degree of curvature along the route of the vehicle.
  • the means 1 10 to determine continuously the presence of curvature 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 the degree of curvature, along the route of the vehicle.
  • 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 system I comprises means 120 to determine continuously the current speed of the vehicle.
  • the means 120 to determine continuously the current speed of the vehicle includes, according to one variant, speed measurement means.
  • the system I comprises means 130 to stipulate a target speed associated with a degree of curvature.
  • the system I comprises means 140 to determine continuously the required retardation before taking the curve.
  • the means 140 to determine continuously the required retardation before taking the curve is in this case arranged, after the degree of curvature has been determined, to determine continuously the required retardation in order to achieve the stipulated target speed when curvature arises.
  • the required retardation a is determined, according to one variant, through the equation:
  • v brake is the speed that corresponds to the stipulated target speed when curvature arises, v 0 the current speed, a bra ke the required retardation, and s the distance to the position of the curve.
  • the means 140 to determine the required retardation to achieve the stipulated target speed in the presence of curvature includes means 142 to determine continuously the driving resistance along the route of the vehicle, where the driving resistance includes one or several of: the gradient resistance, frictional properties of the roadway, air resistance and rolling resistance.
  • the acceleration contribution a msa vg that the driving resistance F res generates along the relevant extent horizon s is determined, according to one variant, through the equation below, where m represent the mass of the vehicle:
  • the braking retardation required a bra ke is in this case determined according to:
  • 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.
  • v max is the maximum speed along the stretch s in front of the vehicle
  • a a i at,max (s) is the maximum permitted lateral acceleration along the stretch s in front of vehicle
  • c(s) is the degree of curvature along the stretch s in front of the vehicle.
  • v max constitutes the target speed for safety-critical speed-limiting events in the form of curvature along the route of the vehicle. Where no curvature is present, the speed limit of the road, and thus a speed-limiting event that is not safety-critical in the form of changed speed along the route of the vehicle, constitutes the maximum permitted speed v max and thus the target speed.
  • the system I comprises means 100 to determine a maximum permitted retardation a maxbra k e during automatic control of the driving of the vehicle.
  • the means 1 00 to determine a maximum permitted retardation during automatic control of the driving of the vehicle comprises the determination of a predetermined maximum permitted retardation during automatic control of the driving of the vehicle that, according to one variant, is set to a certain predetermined limit in order to avoid unforeseen events in the form of, for example, curvature that may be difficult for a system to act on during, for example, change of road.
  • the maximum permitted retardation a maxbra k e is set to approximately -2 m/s 2
  • the maximum permitted lateral retardation a maxbra k e 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 means 100 to determine a maximum permitted retardation a maxbr ake during automatic control of the driving of the vehicle is comprised of the electronic control unit 1 00, which, according to one variant, includes stored data for the maximum permitted retardation.
  • the system I comprises means 160 to determine whether the current retardation before taking the curve is insufficient.
  • the determination of whether the current retardation before taking the curve is insufficient is arranged to take place continuously.
  • the means 1 60 to determine whether the current retardation before taking the curve is insufficient comprises means to compare the retardation required before the curve with the maximum permitted retardation maximum permitted retardation during automatic control of the driving of the vehicle, in order in this way to determine whether the current retardation before taking the curve is insufficient. By determining in this way whether the current retardation before taking a curve is insufficient, information is received to warn the driver in the case in which the retardation is determined to be insufficient.
  • the system I comprises means 170 to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle.
  • the means 170 to determine continuously whether the driving of the vehicle is being controlled automatically or manually comprises sensor means to determine whether the cruise-control system of the vehicle has been activated.
  • the means 170 to determine continuously whether the driving of the vehicle is being controlled automatically or manually comprises sensor means to determine whether the accelerator pedal and/or the brake pedal of the vehicle has been operated by the driver.
  • the system I comprises means 180 to warn the driver in the case in which the current retardation before taking a curve is insufficient.
  • the means 180 to warn the driver may be constituted by any suitable warning means at all, such as visual warning means, audible warning means and/or tactile warning means.
  • the visual warning means includes, according to one variant, a display unit and/or a blinking unit or equivalent.
  • the audible warning means includes presentation in the form of a voice message and/or presentation in the form of a sound alarm.
  • the tactile warning means includes an influence on the steering wheel of the vehicle in the form of vibration/motion and/or influence on the seat of the vehicle in the form of vibration and/or influence on a pedal such as the accelerator pedal or brake pedal.
  • the means 180 to warn the driver, in the case in which the current retardation before taking a curve is insufficient, is arranged to activate the warning depending on whether the driving of the vehicle is being controlled automatically or manually.
  • the means 180 to warn the driver, in the case in which the current retardation before taking a curve is insufficient, is arranged to activate the warning earlier in the case in which the speed of the vehicle is being controlled manually than in the case in which the speed of the vehicle is being controlled automatically.
  • the means 180 to warn the driver, in the case in which the current retardation before taking a curve is insufficient, comprises means 182 to warn the driver, in the case in which the speed of the vehicle is being controlled automatically, that the retardation of the automatic system is insufficient.
  • the system I in this case comprises means 182 to warn the driver, in the case in which the speed of the vehicle is being controlled automatically, that the retardation of the automatic system is insufficient. Warning in this case consequently takes place if:
  • the means 180 to warn the driver comprises means 184 to warn the driver, in the case in which the speed of the vehicle is being controlled manually, that the automatic system is not activated. If the automatic system is not activated, it would be possible for warning to take place, according to one variant, if:
  • Sd ⁇ srasr* is set to a smaller retardation value than in order to inform the driver well in advance that he or she is required to brake in order to avoid a situation.
  • the means 180 to warn is arranged to activate a warning for the driver earlier than in the case in which the speed of the vehicle is being controlled automatically. According to one variant, this value and the function itself can be adjusted.
  • the means 180 to warn the driver in the case in which the current retardation before taking a curve is insufficient, comprises means 186 to warn the driver, in the case in which the speed of the vehicle is being controlled manually, for the case in which severe retardation is required.
  • the electronic control unit 100 is connected through a link 1 0 such that it exchanges signals with the means 1 10 to determine the presence of curvature 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 the curvature.
  • 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 the degree of curvature along the route of 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 the degree of curvature data 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 current speed of the vehicle.
  • the electronic control unit 1 00 is arranged to receive over the link 20 a signal from the means 120 to determine continuously the current speed of the vehicle representing speed data for the current speed of the vehicle.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 30a with the means 130 to stipulate a target speed associated with a degree of curvature.
  • the electronic control unit 100 is arranged to transmit through the link 30a a signal to the means 1 30 representing speed data for speed corresponding to a degree of curvature.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 30b with the means 130 to stipulate a target speed associated with a degree of curvature.
  • the electronic control unit 100 is arranged to receive over the link 30b a signal from the means 130 that represents speed data for the stipulated target speed of the vehicle associated with the degree of curvature.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 40a with the means 140 to determine continuously the retardation required before the taking of a curve.
  • the electronic control unit 1 00 is arranged to receive over the link 40a a signal from the means 140 that represents retardation data for the retardation required in order to achieve the target speed according to the curvature determined at the degree of curvature.
  • 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 40b with the means 140 to determine continuously the retardation required before the taking of a curve.
  • the electronic control unit 1 00 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 the degree of curvature, distance data for the curvature, 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 arranged that process the said data for the degree of curvature, the speed data and the driving resistance data from the means 142, and to transmit the said data to the means 140 to determine the retardation required before taking the curve.
  • the means 140 to determine the retardation required before taking the curve is arranged to process the said speed data for the current speed of the vehicle, data for the degree of curvature, distance data for the curvature, and driving resistance data from the electronic control unit 1 00 in order in this way to determine the retardation required.
  • the means 130 to stipulate a target speed associated with a degree of curvature is arranged to process the said retardation data for the required longitudinal retardation and lateral acceleration data to determine target speed, and to transmit speed data for the stipulated target speed associated with the degree of curvature to the electronic control unit.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 60a with the means 160 to determine whether the current retardation before taking a curve is insufficient.
  • the electronic control unit 100 is arranged to transmit through the link 60a a signal to the means 160 representing retardation data for the maximum permitted retardation and retardation data for the retardation required before taking the curve.
  • the means 160 to determine whether the current retardation before taking the curve is insufficient is arranged to compare retardation data for the retardation required before the taking the curve with retardation data for the maximum permitted retardation during automatic control of the driving of the vehicle, in order in this way to determine data for whether the current retardation before taking the curve is insufficient.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 60b with the means 160 to determine whether the current retardation before taking a curve is insufficient.
  • 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 retardation before taking a curve is insufficient.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 70 with the means 170 to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle.
  • the electronic control unit 100 is arranged to receive over the link 70 a signal from the means 1 70 that represents data about whether the driving of the vehicle is being controlled automatically or manually.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 80 with the means 180 to warn the driver in the case in which the current retardation before taking a curve is insufficient.
  • the electronic control unit 100 is arranged to transmit over the link 80 a signal to the means 1 80 that represents warning data that the current retardation before taking a curve is insufficient, in order in this way to warn the driver.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 82 with the means 182, in the case in which the speed of the vehicle is being controlled automatically, to warn the driver if the retardation of the automatic system is insufficient.
  • the electronic control unit 1 00 is arranged to transmit over the link 82 a signal to the means 182 that represents warning data that the retardation of the automatic system before taking a curve is insufficient, in order in this way to warn the driver.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 84 with the means 184, in the case in which the speed of the vehicle is being controlled manually, to warn the driver that the automatic system is not activated.
  • the electronic control unit 100 is arranged to transmit over the link 84 a signal to the means 184 that represents warning data that the automatic system is not activated, in order in this way to warn the driver.
  • the electronic control unit 100 is connected such that it exchanges signals over a link 86 with the means 186, in the case in which the speed of the vehicle is being controlled manually, to warn the driver in the case in which a severe retardation is required.
  • the electronic control unit 100 is arranged to transmit over the link 86 a signal to the means 186 that represents warning data in order to warn the driver that severe retardation is required.
  • Figure 3 illustrates schematically a block diagram of a method for the safe driving of a vehicle when taking a curve according to one embodiment of the present invention.
  • the method for the safe driving of a vehicle when taking a curve comprises a first step S1 .
  • the current speed of the vehicle is determined continuously in this step.
  • the method for the safe driving of a vehicle when taking a curve comprises a second step S2.
  • the driver is warned in the case in which the current retardation before taking a curve is insufficient.
  • the method for the safe driving of a vehicle when taking a curve comprises a third step S3.
  • a third step S3 to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby warning takes place depending on whether the driving of the vehicle is being controlled automatically or manually.
  • 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 safe driving of a vehicle when taking a curve according to the innovative method.
  • the program P comprises routines to determine continuously the current speed of the vehicle.
  • the program P comprises routines to warn the driver in the case in which the current retardation before taking a curve is insufficient.
  • the program P comprises routines to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby warning takes place depending on whether the driving of the vehicle is being controlled automatic or manually.
  • 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 signals received on the data port 599 can be used by the arrangement 500 to determine continuously the current speed of the vehicle.
  • the signals received on the data port 599 can be used by the arrangement 500 to warn the driver in the case in which the current retardation before taking a curve is insufficient.
  • the signals received on the data port 599 can be used by the arrangement 500 to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby warning takes place depending on whether the driving of the vehicle is being controlled automatically or manually.
  • 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.

Abstract

The present invention relates to a method for the safe driving of a vehicle when taking a curve, comprising the steps to determine continuously (S1 ) the current speed of the vehicle, and to warn (S2) the driver in the case in which the current retardation before taking a curve is insufficient. The method comprises further the step to determine continuously (S3) whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby warning takes place depending on whether the driving of the vehicle is being controlled automatically or manually. The present invention relates also to a system for the safe driving 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 SAFE DRIVING OF A VEHICLE WHEN
TAKING A CURVE
TECHNICAL AREA The invention relates to a method for the safe driving of a vehicle when taking a curve according to the introduction to claim 1 . The invention relates to a system for the safe driving 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
Cruise-control systems and similar driver aids are becoming evermore intelligent. Several systems that use map data for the driving of a vehicle are now commercially available. It can be difficult sometimes for a driver to determine how fast it is possible to drive the vehicle in a curve. One example in which the speed to be used when taking a curve can be difficult to assess is when the degree of curvature of the curve is initially not so noticeable, and subsequently increases further into curve where the curve, as a consequence, becomes more tight. Such a scenario in the best of cases gives rise to an uncomfortable lateral acceleration. In the worst of cases it leads to the vehicle sliding over into the opposing lane or driving off of the road. Thus, the driving of the vehicle when taking a curve leads to risks.
DE10201 1017588 reveals a method for the control of the speed of a vehicle when taking a curve. According to the method, the driver receives a warning that the vehicle is approaching the curve at too high a speed when the required retardation is higher than the current retardation. PURPOSE OF THE INVENTION
One purpose of the present invention is to achieve a method and a system for the safe driving of a vehicle when taking a curve that leads to safe and effective driving of the vehicle independently of whether control of the driving of the vehicle is taking place manually or automatically.
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 safe driving of a vehicle when taking a curve, comprising the steps to determine continuously the current speed of the vehicle, and to warn the driver in the case in which the current retardation before taking a curve is insufficient, further comprising the step: to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby a warning is given depending on whether the driving of the vehicle is being controlled automatically or manually. Through warning in this way the driver depending on whether the driving of the vehicle is being controlled automatically or manually, adaptation of the warning for the avoidance of unnecessary warning and to ensure that warning that has been adapted to be appropriate for manual control takes place during manual control of the driving is made possible, and that appropriate warning that is adapted for automatic control takes place during automatic control of the driving. This consequently leads to an optimal safe driving of the vehicle, taking into consideration whether the control of the driving takes place manually or automatically. According to one embodiment, the method comprises the step to determine continuously the required retardation before taking the curve. The safety is in this case improved in that the driver can be warned earlier if required.
According to one embodiment, the method comprises the step to warn the driver, in the case in which the speed of the vehicle is being controlled automatically, whether the retardation of the automatic system is insufficient. The safety is in this case improved during automatic control of the driving.
According to one embodiment, the method comprises the step to warn the driver, in the case in which the speed of the vehicle is being controlled manually, that the automatic system is not active. The safety is in this case improved during manual control of the driving.
According to one embodiment, the method comprises the step to warn the driver, in the case in which the speed of the vehicle is being controlled manually, that a severe retardation is necessary. The safety is in this case improved during manual control of the driving. According to one embodiment of the method, the driver is warned, in the case in which the speed of the vehicle is being controlled manually, earlier than in the case in which the speed of the vehicle is being controlled automatically. The control is in this case adapted in an appropriate manner with respect to whether the control of the driving is taking place manually or automatically, such that unnecessary warnings can be avoided with retained safety.
The embodiments of the system demonstrate corresponding advantages 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 safe driving 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 safe driving of a vehicle when 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 "to determine continuously", for example in the use "to determine continuously the required retardation", 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. 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 safe driving of a vehicle when 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 determine the presence of curvature along the route of the vehicle. The means to determine the presence of curvature is, according to one variant, arranged for continuous determination.
The means 1 10 to determine continuously the presence of curvature 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 curvature.
The means 1 10 to determine continuously the presence of curvature 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. 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.
Through the map information unit 1 12 and the means 1 14 to determine the position of the vehicle, it is consequently made possible to identify continuously the position of the vehicle and properties of the roadway, including the degree of curvature along the route of the vehicle.
Through the map-information unit 1 1 2 it is made possible to determine in advance the degree of curvature along the route of the vehicle.
The means 1 10 to determine continuously the presence of curvature 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 the degree of curvature, along the route of the vehicle. 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 system I comprises means 120 to determine continuously the current speed of the vehicle. The means 120 to determine continuously the current speed of the vehicle includes, according to one variant, speed measurement means.
The system I comprises means 130 to stipulate a target speed associated with a degree of curvature.
The system I comprises means 140 to determine continuously the required retardation before taking the curve. The means 140 to determine continuously the required retardation before taking the curve is in this case arranged, after the degree of curvature has been determined, to determine continuously the required retardation in order to achieve the stipulated target speed when curvature arises.
The required retardation a is determined, according to one variant, through the equation:
Here, vbrake is the speed that corresponds to the stipulated target speed when curvature arises, v0 the current speed, abrake the required retardation, and s the distance to the position of the curve.
The means 140 to determine the required retardation to achieve the stipulated target speed in the presence of curvature includes means 142 to determine continuously the driving resistance along the route of the vehicle, where the driving resistance includes one or several of: the gradient resistance, frictional properties of the roadway, air resistance and rolling resistance. The acceleration contribution amsavg that the driving resistance Fres generates along the relevant extent horizon s is determined, according to one variant, through the equation below, where m represent the mass of the vehicle:
The braking retardation required abrake is in this case determined according to:
Through the final maximum term, the expression max(0, aresavg), any braking force that arises from the driving resistance is used in an effective manner and braking does not take place unnecessarily. 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/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 100 includes stored data of the maximum permitted lateral acceleration.
The determination of the maximum speed of the vehicle vmax 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, according to one variant, is used: where vmax(s) is the maximum speed along the stretch s in front of the vehicle, aaiat,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. In this case, vmax constitutes the target speed for safety-critical speed-limiting events in the form of curvature along the route of the vehicle. Where no curvature is present, the speed limit of the road, and thus a speed-limiting event that is not safety-critical in the form of changed speed along the route of the vehicle, constitutes the maximum permitted speed vmax and thus the target speed.
The system I comprises means 100 to determine a maximum permitted retardation amaxbrake during automatic control of the driving of the vehicle. The means 1 00 to determine a maximum permitted retardation during automatic control of the driving of the vehicle comprises the determination of a predetermined maximum permitted retardation during automatic control of the driving of the vehicle that, according to one variant, is set to a certain predetermined limit in order to avoid unforeseen events in the form of, for example, curvature that may be difficult for a system to act on during, for example, change of road. According to one variant, the maximum permitted retardation amaxbrake is set to approximately -2 m/s2 According to one variant, the maximum permitted lateral retardation amaxbrake 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 means 100 to determine a maximum permitted retardation amaxbrake during automatic control of the driving of the vehicle is comprised of the electronic control unit 1 00, which, according to one variant, includes stored data for the maximum permitted retardation.
The system I comprises means 160 to determine whether the current retardation before taking the curve is insufficient. The determination of whether the current retardation before taking the curve is insufficient is arranged to take place continuously. The means 1 60 to determine whether the current retardation before taking the curve is insufficient comprises means to compare the retardation required before the curve with the maximum permitted retardation maximum permitted retardation during automatic control of the driving of the vehicle, in order in this way to determine whether the current retardation before taking the curve is insufficient. By determining in this way whether the current retardation before taking a curve is insufficient, information is received to warn the driver in the case in which the retardation is determined to be insufficient.
The system I comprises means 170 to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle. The means 170 to determine continuously whether the driving of the vehicle is being controlled automatically or manually comprises sensor means to determine whether the cruise-control system of the vehicle has been activated. The means 170 to determine continuously whether the driving of the vehicle is being controlled automatically or manually comprises sensor means to determine whether the accelerator pedal and/or the brake pedal of the vehicle has been operated by the driver. The system I comprises means 180 to warn the driver in the case in which the current retardation before taking a curve is insufficient.
The means 180 to warn the driver, in the case in which the current retardation before taking a curve is insufficient, may be constituted by any suitable warning means at all, such as visual warning means, audible warning means and/or tactile warning means.
The visual warning means includes, according to one variant, a display unit and/or a blinking unit or equivalent. The audible warning means includes presentation in the form of a voice message and/or presentation in the form of a sound alarm. The tactile warning means includes an influence on the steering wheel of the vehicle in the form of vibration/motion and/or influence on the seat of the vehicle in the form of vibration and/or influence on a pedal such as the accelerator pedal or brake pedal.
The means 180 to warn the driver, in the case in which the current retardation before taking a curve is insufficient, is arranged to activate the warning depending on whether the driving of the vehicle is being controlled automatically or manually.
The means 180 to warn the driver, in the case in which the current retardation before taking a curve is insufficient, is arranged to activate the warning earlier in the case in which the speed of the vehicle is being controlled manually than in the case in which the speed of the vehicle is being controlled automatically.
The means 180 to warn the driver, in the case in which the current retardation before taking a curve is insufficient, comprises means 182 to warn the driver, in the case in which the speed of the vehicle is being controlled automatically, that the retardation of the automatic system is insufficient. The system I in this case comprises means 182 to warn the driver, in the case in which the speed of the vehicle is being controlled automatically, that the retardation of the automatic system is insufficient. Warning in this case consequently takes place if:
i.e. if the required retardation is higher than the retardation with which the automatic system is allowed to brake.
The means 180 to warn the driver, in the case in which the current retardation before taking a curve is insufficient, comprises means 184 to warn the driver, in the case in which the speed of the vehicle is being controlled manually, that the automatic system is not activated. If the automatic system is not activated, it would be possible for warning to take place, according to one variant, if:
where Sd ^^srasr* , according to one variant, is set to a smaller retardation value than in order to inform the driver well in advance that he or she is required to brake in order to avoid a situation. In the case in which the speed of the vehicle is being controlled manually, the means 180 to warn is arranged to activate a warning for the driver earlier than in the case in which the speed of the vehicle is being controlled automatically. According to one variant, this value and the function itself can be adjusted. The means 180 to warn the driver, in the case in which the current retardation before taking a curve is insufficient, comprises means 186 to warn the driver, in the case in which the speed of the vehicle is being controlled manually, for the case in which severe retardation is required.
The electronic control unit 100 is connected through a link 1 0 such that it exchanges signals with the means 1 10 to determine the presence of curvature 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 the curvature.
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 the degree of curvature along the route of 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 the degree of curvature data 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 current speed of the vehicle. The electronic control unit 1 00 is arranged to receive over the link 20 a signal from the means 120 to determine continuously the current speed of the vehicle representing speed data for the current speed of the vehicle.
The electronic control unit 100 is connected such that it exchanges signals over a link 30a with the means 130 to stipulate a target speed associated with a degree of curvature. The electronic control unit 100 is arranged to transmit through the link 30a a signal to the means 1 30 representing speed data for speed corresponding to a degree of curvature.
The electronic control unit 100 is connected such that it exchanges signals over a link 30b with the means 130 to stipulate a target speed associated with a degree of curvature. The electronic control unit 100 is arranged to receive over the link 30b a signal from the means 130 that represents speed data for the stipulated target speed of the vehicle associated with the degree of curvature.
The electronic control unit 100 is connected such that it exchanges signals over a link 40a with the means 140 to determine continuously the retardation required before the taking of a curve. The electronic control unit 1 00 is arranged to receive over the link 40a a signal from the means 140 that represents retardation data for the retardation required in order to achieve the target speed according to the curvature determined at the degree of curvature.
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 40b with the means 140 to determine continuously the retardation required before the taking of a curve. The electronic control unit 1 00 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 the degree of curvature, distance data for the curvature, 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 arranged that process the said data for the degree of curvature, the speed data and the driving resistance data from the means 142, and to transmit the said data to the means 140 to determine the retardation required before taking the curve. The means 140 to determine the retardation required before taking the curve is arranged to process the said speed data for the current speed of the vehicle, data for the degree of curvature, distance data for the curvature, and driving resistance data from the electronic control unit 1 00 in order in this way to determine the retardation required.
The means 130 to stipulate a target speed associated with a degree of curvature is arranged to process the said retardation data for the required longitudinal retardation and lateral acceleration data to determine target speed, and to transmit speed data for the stipulated target speed associated with the degree of curvature to the electronic control unit.
The electronic control unit 100 is connected such that it exchanges signals over a link 60a with the means 160 to determine whether the current retardation before taking a curve is insufficient. The electronic control unit 100 is arranged to transmit through the link 60a a signal to the means 160 representing retardation data for the maximum permitted retardation and retardation data for the retardation required before taking the curve. The means 160 to determine whether the current retardation before taking the curve is insufficient is arranged to compare retardation data for the retardation required before the taking the curve with retardation data for the maximum permitted retardation during automatic control of the driving of the vehicle, in order in this way to determine data for whether the current retardation before taking the curve is insufficient.
The electronic control unit 100 is connected such that it exchanges signals over a link 60b with the means 160 to determine whether the current retardation before taking a curve is insufficient. 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 retardation before taking a curve is insufficient.
The electronic control unit 100 is connected such that it exchanges signals over a link 70 with the means 170 to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle. The electronic control unit 100 is arranged to receive over the link 70 a signal from the means 1 70 that represents data about whether the driving of the vehicle is being controlled automatically or manually. The electronic control unit 100 is connected such that it exchanges signals over a link 80 with the means 180 to warn the driver in the case in which the current retardation before taking a curve is insufficient. The electronic control unit 100 is arranged to transmit over the link 80 a signal to the means 1 80 that represents warning data that the current retardation before taking a curve is insufficient, in order in this way to warn the driver.
The electronic control unit 100 is connected such that it exchanges signals over a link 82 with the means 182, in the case in which the speed of the vehicle is being controlled automatically, to warn the driver if the retardation of the automatic system is insufficient. The electronic control unit 1 00 is arranged to transmit over the link 82 a signal to the means 182 that represents warning data that the retardation of the automatic system before taking a curve is insufficient, in order in this way to warn the driver.
The electronic control unit 100 is connected such that it exchanges signals over a link 84 with the means 184, in the case in which the speed of the vehicle is being controlled manually, to warn the driver that the automatic system is not activated. The electronic control unit 100 is arranged to transmit over the link 84 a signal to the means 184 that represents warning data that the automatic system is not activated, in order in this way to warn the driver.
The electronic control unit 100 is connected such that it exchanges signals over a link 86 with the means 186, in the case in which the speed of the vehicle is being controlled manually, to warn the driver in the case in which a severe retardation is required. The electronic control unit 100 is arranged to transmit over the link 86 a signal to the means 186 that represents warning data in order to warn the driver that severe retardation is required.
Figure 3 illustrates schematically a block diagram of a method for the safe driving of a vehicle when taking a curve according to one embodiment of the present invention. According to one embodiment, the method for the safe driving of a vehicle when taking a curve comprises a first step S1 . The current speed of the vehicle is determined continuously in this step.
According to one embodiment, the method for the safe driving of a vehicle when taking a curve comprises a second step S2. In this step, the driver is warned in the case in which the current retardation before taking a curve is insufficient.
According to one embodiment, the method for the safe driving of a vehicle when taking a curve comprises a third step S3. In this step, to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby warning takes place depending on whether the driving of the vehicle is being controlled automatically or manually. 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 safe driving of a vehicle when taking a curve according to the innovative method. The program P comprises routines to determine continuously the current speed of the vehicle. The program P comprises routines to warn the driver in the case in which the current retardation before taking a curve is insufficient. The program P comprises routines to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby warning takes place depending on whether the driving of the vehicle is being controlled automatic or manually. 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 received on the data port 599 can be used by the arrangement 500 to determine continuously the current speed of the vehicle. The signals received on the data port 599 can be used by the arrangement 500 to warn the driver in the case in which the current retardation before taking a curve is insufficient. The signals received on the data port 599 can be used by the arrangement 500 to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby warning takes place depending on whether the driving of the vehicle is being controlled automatically or manually.
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 safe driving of a vehicle (1 ) when taking a curve, comprising the steps to determine continuously (S1 ) the current speed of the vehicle, and to warn (S2) the driver in the case in which the current retardation before taking a curve is insufficient, characterised by the step to determine continuously (S3) whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby a warning is raised depending on whether the driving of the vehicle is being controlled automatically or manually.
2. The method according to claim 1 , comprising the step to determine continuously the required retardation before taking the curve.
3. The method according to claim 1 or 2, comprising the step to warn the driver, in the case in which the speed of the vehicle is being controlled automatically, whether the retardation of the automatic system is insufficient.
4. The method according to any one of claims 1 -3, comprising the step to warn the driver, in the case in which the speed of the vehicle is being controlled manually, that the automatic system has not been activated.
5. The method according to any one of claims 1 -4, comprising the step to warn the driver, in the case in which the speed of the vehicle is being controlled manually, that a severe retardation is necessary.
6. The method according to any one of claims 1 -5, whereby the driver is warned, in the case in which the speed of the vehicle is being controlled manually, earlier than in the case in which the speed of the vehicle is being controlled automatically.
7. A system (I) for the safe driving of a vehicle (1 ) when taking a curve, comprising means (120) to determine continuously the current speed of the vehicle, and means (180) to warn the driver in the case in which the current retardation before taking a curve is insufficient, characterised by means (1 60) to determine continuously whether the driving of the vehicle is being controlled automatically or manually by the driver of the vehicle, whereby the means (180) to give a warning is arranged to activate a warning depending on whether the driving of the vehicle is being controlled automatically or manually.
8. The system according to claim 7, comprising means (140) to determine continuously the required retardation before taking the curve.
9. The system according to claim 7 or 8, comprising (182) to warn the driver, in the case in which the speed of the vehicle is being controlled automatically, whether the retardation of the automatic system is insufficient.
10. The system according to any one of claims 7-9, comprising means (1 84) to warn the driver, in the case in which the speed of the vehicle is being controlled manually, that the automatic system has not been activated.
11. The system according to any one of claims 7-10, comprising means (1 86) to warn the driver, in the case in which the speed of the vehicle is being controlled manually, that a severe retardation is necessary.
12. The system according to any one of claims 7-1 1 , whereby the means (1 70) to warn is arranged, in the case in which the speed of the vehicle is being controlled manually, to activate a warning for the driver earlier than in the case in which the speed of the vehicle is being controlled automatically.
13. A vehicle (1 ) comprising a system (I) according to any one of claims 7-12.
14. A computer program (P) for the safe driving 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 (1 00) or by another computer (500) connected to the electronic control unit (1 00), causes the electronic control unit (1 00) to carry out the steps according to claims 1 -6.
15. A computer program product comprising a digital storage medium that stores the computer program according to claim 14.
EP15796712.6A 2014-05-21 2015-05-20 Method and system for safe driving when driving a vehicle in a curve Withdrawn EP3145782A4 (en)

Applications Claiming Priority (2)

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SE1450603A SE539444C2 (en) 2014-05-21 2014-05-21 Procedure and system for safe driving of a vehicle during cornering
PCT/SE2015/050574 WO2015178844A1 (en) 2014-05-21 2015-05-20 Method and system for safe driving when driving a vehicle in a curve

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EP3145782A1 true EP3145782A1 (en) 2017-03-29
EP3145782A4 EP3145782A4 (en) 2018-01-24

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KR (1) KR20170005076A (en)
BR (1) BR112016024873A2 (en)
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WO (1) WO2015178844A1 (en)

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DE102012215100A1 (en) * 2012-08-24 2014-02-27 Continental Teves Ag & Co. Ohg Method and system for promoting a uniform driving style
CN109849924B (en) * 2019-01-23 2020-12-29 重庆长安汽车股份有限公司 Curve speed early warning method, system and computer readable storage medium

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EP0819912B1 (en) * 1996-07-15 2004-11-17 Toyota Jidosha Kabushiki Kaisha Vehicle driving condition prediction device and warning device using the prediction device
JP3366225B2 (en) * 1997-07-09 2003-01-14 本田技研工業株式会社 Navigation device and vehicle control device
JP3485239B2 (en) * 1997-09-10 2004-01-13 富士重工業株式会社 Vehicle motion control device
JP3391745B2 (en) * 1999-09-22 2003-03-31 富士重工業株式会社 Curve approach control device
JP3094106B1 (en) * 1999-10-27 2000-10-03 建設省土木研究所長 Lane departure prevention system
US7266438B2 (en) * 2005-08-26 2007-09-04 Gm Global Technology Operations, Inc. Method of assisting driver to negotiate a roadway

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WO2015178844A1 (en) 2015-11-26
SE1450603A1 (en) 2015-11-22
BR112016024873A2 (en) 2017-08-15
EP3145782A4 (en) 2018-01-24
KR20170005076A (en) 2017-01-11
SE539444C2 (en) 2017-09-26

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