JP2017024722A - Improvement in vehicle speed control - Google Patents

Abstract

PROBLEM TO BE SOLVED: To permit application of a cruise control in an application mode in which, a non-highway state is actually significantly varied, and progress at proper maximum speed can be optimally permitted.SOLUTION: The invention relates to a speed control system for a vehicle comprising: means for automatically operating a vehicle according to a target speed value; means for receiving information related to movement of at least a part of a vehicle body or movement of at least a part of a body of an occupant to the vehicle; and means for automatically adjusting a value of the target speed value based on the information.SELECTED DRAWING: Figure 4

Description

INCORPORATION BY REFERENCE The contents of co-pending UK patent applications GB1214651.0 and GB1202879.1 are incorporated herein by reference. The contents of US Pat. No. 7,349,776 and co-pending international patent application PCT / EP2013 / 053385 are hereby incorporated by reference. The contents of UK patent applications GB1111288.5, GB1211910.3, and GB1202427.9 are also incorporated herein by reference.

The present invention relates to a system for controlling the speed of a vehicle. Without excluding others, the present invention relates to a system for controlling the speed of land vehicles, particularly capable of driving in a wide range of disparate and extreme terrain and situations.

In known vehicle speed control systems, typically referred to as cruise control systems, the vehicle speed is set by the user and maintained on the road without any additional user intervention, and the user's driving experience is improved by reducing the amount of work. The Cruise control is typically settable by the vehicle driver by pressing a button when the vehicle is at the desired speed. The plus and minus buttons provide a speed change difference while cruise control is set. Cruise control generally cannot be enabled at a given speed, eg, less than 30 kph, and is avoided for use on non-highway driving in urban environments.

When the user selects the vehicle speed to be maintained, the vehicle is maintained at that speed as long as the brake is applied by the user or the clutch pedal is not depressed in the case of a vehicle with a manual transmission. The cruise control system obtains its speed signal from a drive shaft speed sensor or wheel speed sensor. When the brake or clutch is depressed, the cruise control system is disabled and the user can override the cruise control system to change the vehicle speed without resistance from the system. If the user depresses the accelerator pedal, the vehicle speed increases, but when the user lifts his / her foot off the accelerator pedal, the vehicle returns to the preset cruise speed by coasting.

Usually such a system can only operate at a certain speed, typically above about 15-20 kph, and the vehicle is traveling in certain traffic situations, especially on highways or motorways. Ideal for. However, in crowded traffic situations, the vehicle speed tends to fluctuate over a wide range and the cruise control system is not effective, especially because the minimum speed requirement makes the system inoperable. The minimum speed requirement is often imposed on the cruise control system to reduce the possibility of low speed collisions, for example when parking. Thus, such a system is not effective in certain driving situations (eg, low speed) and is automatically disabled in situations where the user does not think it would be desired to do so.

More sophisticated cruise control systems can be integrated into the engine management system and include adaptive functionality that uses a radar reference system to account for distance to the vehicle ahead. For example, the vehicle is provided with a forward radar detection system that detects the speed and distance of the forward vehicle and automatically maintains the safe following speed and distance without requiring user input. If the preceding vehicle decelerates or another object is detected by the radar detection system, the system sends a signal to the engine or brake system to decelerate the vehicle accordingly and maintain a safe following distance.

Also, known cruise control systems are canceled when a wheel slip event is detected and require intervention by a static friction control system (TCS) or a stable control system (SCS). Therefore, when driving in off-road situations where such events are more common, it is not well suited for maintaining vehicle progression.

Some vehicles are adapted for use on non-highways, and it is desirable to provide low speed cruise control for such vehicles, allowing maintenance of travel on rough terrain. In non-highway situations, cruise control allows a driver, especially a novice driver, to concentrate on activities such as steering.

It is desirable to allow cruise control to be applied in an adaptive manner that can optimally allow the progression of the proper maximum speed, where the non-highway conditions will actually vary considerably.

Contrary to this background, the present invention has been conceived. Embodiments of the present invention may provide a device, method or vehicle that solves the above-mentioned problems. Other objects and advantages of the invention will become apparent from the following description, claims and drawings.

It is also known to provide a control system for a motor vehicle to control one or more vehicle subsystems. US Pat. No. 7,349,776 discloses a vehicle control system comprising a plurality of subsystem controllers comprising an engine management system, a transmission controller, a steering controller, a brake controller, and a suspension controller. Each subsystem controller is operable in a plurality of subsystem function modes. A subsystem controller is connected to the vehicle mode controller, which controls the subsystem controller and envisions the required functional modes and provides a number of driving modes for the vehicle. Each operating mode corresponds to a specific operating state or set of operating states, and in each mode, each subsystem is set to a functional mode that is optimal for these situations. Such a situation is linked to the type of terrain on which the vehicle is driven, such as grassland / gravel / snow, swamps and ruins, rock climbing, sand and highway mode, known as “special program off (SPO)”. The vehicle mode controller is referred to as a terrain response (TR) (RTM) system or controller. The operation mode is also referred to as a terrain mode, a terrain response mode, or a control mode.

In one aspect of the present invention where protection is sought, a speed control system for a vehicle is provided, and means for automatically operating the vehicle in response to a target speed value, at least a portion of the vehicle body or the occupant of the vehicle Means for receiving information relating to movement of at least a part of the body and means for automatically adjusting the value of the target speed value based on the information.

The part of the occupant's body may be the head or other suitable part.

Optionally, the means for automatically operating the vehicle in response to the target speed value comprises an electrical controller configured to automatically operate the vehicle in response to the target speed value.

Optionally, means for receiving information relating to movement of at least part of the vehicle body or at least part of the occupant's body relative to the vehicle indicates movement of at least part of the vehicle or at least part of the occupant's body relative to the vehicle. An electrical controller configured to receive an electrical signal.

The means for automatically adjusting the value of the target speed value based on the information comprises an electrical controller configured to output a signal for automatically adjusting the value of the target speed value.

It is understood that the controller comprises a plurality of computing devices, electrical control units or the like. That is, embodiments of the present invention within the scope of the appended claims include a control system in which the requested functionality is distributed among multiple controllers in accordance with the present invention.

Advantageously, the controller is configured to determine a target speed value based at least in part on a signal indicative of the measured comfort level, wherein the signal indicative of the measured comfort level is at least part of the vehicle body or an occupant Determined based at least in part on the movement of at least a portion of the body.

In some embodiments, the signal indicative of comfort level is referred to as a comfort parameter or an excitation parameter. Comfort or excitation parameters provide a direct or indirect measurement of the occupant's body movement with reference to the body movement.

The controller is further configured to determine an amount by which the target speed is adjusted from the current value based at least in part on the signal indicative of the measured comfort level.

Advantageously, the controller is configured to determine the target velocity value based at least in part on the vehicle body pitch angular acceleration, the vehicle body roll angular acceleration, and the vehicle body heave acceleration.

The controller is configured to determine a signal value indicative of a comfort level based at least in part on the vehicle body pitch angular acceleration, the vehicle body roll angular acceleration, and the vehicle body heave acceleration.

The controller is selected from steering angle, vehicle speed, steering angle as a function of vehicle speed, value of driving surface side slope; driving surface slope; and the amount of suspension articulation or suspension warp A target speed value is further determined based on at least one parameter related to vehicle motion on the terrain being played.

The controller is configured to determine a comfort derived maximum speed value based on the measured comfort level signal and at least one additional maximum speed value, the system comprising: It is operable to set the target speed value to the lower of the maximum speed value derived from comfort and at least one additional maximum speed value.

Advantageously, the at least one additional maximum speed value comprises a user-defined speed value corresponding to the maximum speed that the user desires to travel.

Optionally, the at least one additional maximum speed value includes a speed value that is a maximum speed that matches a current value of at least one additional parameter related to vehicle movement on the terrain.

The at least one parameter includes, for example, steering angle, vehicle speed, steering angle as a function of vehicle speed, driving slope value; driving surface slope; and vehicle suspension sound or amount of suspension warpage.

One or more maximum speed values may be empirically determined values for a given value of one or more parameters.

Optionally, the controller is configured to iteratively adjust the target speed value so as to reduce a difference between the signal indicative of the measured comfort level and a predetermined or prescribed value range.

Advantageously, the controller indicates a signal indicating the measured comfort level in order to adjust the target speed value such that the difference between the signal indicating the measured comfort level and a predefined or specified range of comfort levels is reduced. A desired vehicle acceleration or speed change value is configured to be calculated based on the value.

The system calculates a target value for vehicle acceleration imposed on the vehicle to drive the vehicle at a speed at which the comfort parameter has a predetermined value or is within a specified value range.

The vehicle acceleration value is positive when the signal indicating the measured comfort level is within the first range, and the signal indicating the measured comfort level is within the second range having a value different from the first range. When set to negative, it is set to negative.

In the embodiment of the present invention, the speed at which the vehicle controller operates the vehicle is adjusted based on the movement of the vehicle or the occupant's body, and thus the signal value indicating the measured comfort level is the specified value or the specified value. It has the advantage of trying to keep it within range.

As mentioned above, the Applicant has identified that body movement is a very useful occupant comfort indicator. This is because the movement of the occupant's body directly correlates with the movement of the vehicle body.

An electrical controller is further configured to receive the user input electrical signal and to manipulate the amount by which the electrical controller adjusts the target speed value based on the user input electrical signal.

A user input electrical signal that manipulates the amount by which the target speed value is adjusted is input by a control knob, touch screen, button, or other suitable means.

Optionally, based on the user input electrical signal, the controller is configured to manipulate a signal value indicative of the measured comfort level, thereby controlling the amount by which the target speed value is adjusted.

Thus, the system allows the system to increase or decrease the comfort level experienced by the vehicle occupant. This feature is therefore described as a comfort setting in some embodiments.

Instead of changing the signal value indicating the comfort level directly, the system may change the reference comfort value. The system is configured to compare the measured comfort signal with a reference comfort value to determine how much to adjust the target speed value.

Thus, based on the user input electrical signal, the controller is configured to manipulate the value of the reference signal, the controller is further configured to compare the reference signal with a signal indicative of the measured comfort, Thereby, the amount by which the target speed value is adjusted is controlled.

A controller is configured to control the amount by which the target speed value is adjusted based on the difference between the value of the manipulated reference signal and the signal indicative of the measured comfort.

A controller is configured to adjust the target speed value based on data regarding seat occupancy.

The system lowers the target speed value if there is an occupant in addition to the driver, for example by referring to the passenger detection value in the seat, referring to the seat belt buckle condition, or by any other suitable means Operate to adjust to a value.

In one embodiment, the system is further provided with a memory. The speed control system is operable to log data regarding how much the user adjusts the means for automatically adjusting the target speed value and to read the data when certain conditions are met. For example, the system associates data with a particular user and reads the data when the user recognizes that it is a vehicle occupant, eg, a driver. The system is operable to distinguish between users based on a unique identifier for the key fob by means of a face recognition system or other suitable means.

In operation, the system is configured to log in memory how the user adjusts the speed control comfort setting. For example, how the user adjusts the comfort settings for a given magnitude and frequency of body movement or vibration caused by the terrain the vehicle is driving.

If the user overrides the system and increases or decreases the vehicle speed by adjusting the means for automatically adjusting the target speed value, the fact that the system is overridden is stored in memory. The lookup table is updated or a specific lookup table associated with the driver is generated. The look-up table includes, for example, data regarding the vehicle speed required by the user as a function of vehicle vibration characteristic data. In some embodiments, the speed control system updates the stored data only if the user repeatedly overrides the system.

In scenarios where a user uses an off-road speed control system, typically when driving alone, the user tends to allow reduced vehicle calmness to drive the vehicle at a faster speed on a given plane. It is understood that there is (and therefore a higher level of vehicle or occupant body movement). Because the user controls the vehicle, the movement of the vehicle is likely to be accepted by the user and is consistent with the prediction and is therefore accepted. Furthermore, the driver stabilizes the driver himself against the steering of the wheel, thus allowing greater body movement than what the passenger is comfortable with. Passengers who do not control the vehicle feel uncomfortable enough to tolerate movement or vibration of the same vehicle. To compensate for this, in some embodiments, the system detects if the vehicle is carrying one or more passengers, and so on, unless the setting is manually overridden by the user. Until then, the system will default to a comfortable and calm-oriented speed adjustment mode.

In the event that the user overrides the speed control system, this means that the speed feels very fast, and the system may be different because of the characteristics of the terrain that the vehicle is driving or that affects the movement of the car body. Because of these factors, the user decides whether to choose to override the system. An example of such a factor is a driver action such as a sudden rotation of the steering wheel over terrain that would otherwise not cause excessive user discomfort. In some embodiments, the system considers the vehicle roll angle. For example, if the vehicle is driven across a slope, the user is more sensitive to the fact that the vehicle is tilted about its major axis and reduces the set speed even if the terrain is relatively flat Asking the system to

Thus, the speed control system logs data indicating the steering angle, the steerable road wheel angle or the rate of change of one or both, optionally the vehicle roll angle, lateral acceleration, and the like, and the set speed Whether the fact that the user chooses to override the speed control system to reduce terrain is due to terrain roughness alone or a combination of one or more other parameters that affect terrain roughness and body movement It is understood that it is configured to be able to determine. The system is configured to consider whether passengers are being carried when the user intervenes to reduce the set speed. When not carrying passengers, if the vehicle encounters a similar scenario when carrying passengers in the future, the set speed will be reduced to a level lower than that reduced when the user was a single occupant. Can be determined. Furthermore, the system expects the passenger to be less resistant to movement of the vehicle than the driver, and when a reduced value of one or more parameters affecting the vehicle roll is detected in the future, the set speed Is operable to reduce Furthermore, such an action is also sensible. This is because the center of gravity of the vehicle rises in the presence of one or more passengers, resulting in an increased tendency for the vehicle body to move when traveling on certain terrain. In this way, the requirement to maintain good off-road driving while the vehicle is under the control of a speed control system (e.g., low speed (LSP) control system and / or cruise control system) and the The movement of the vehicle body is managed to at least partially balance the need to manage certain factors that affect comfort or otherwise affect comfort.

In one embodiment, the LSP control system is operable to receive data indicative of vehicle seat occupancy. That is, it is data indicating whether a given seat of the vehicle other than the driver's seat is occupied. For example, the LSP control system receives data corresponding to the state of a switch embedded in the seat belt buckle associated with each seat. If the switch status indicates that the buckle is fastened, the LSP control system assumes that the seat associated with the buckle is occupied. If the switch status indicates that the buckle is unfastened, the LSP control system considers the seat associated with the buckle to be unoccupied. Seat occupancy is determined by an infrared or visible light camera arranged to observe the interior of an occupant compartment such as a sensor or vehicle cabin for each seat. Other means for determining sheet occupancy are also useful. The LSP control system or its associated memory may be partitioned to store data relating to a plurality of known drivers and their associated preferences. The system is configured to identify the driver by one identification selected from seat adjustment position, user-specific key hob identity, or other known means. In one configuration, a camera is provided to determine occupant movement relative to the vehicle, and such information is included in the definition of vehicle related information. The comfort level is determined by one or more of the magnitude or frequency of occupant movement relative to the vehicle.

In some embodiments, the target speed or maximum speed (set speed limit) automatically imposed by the system is based on duration and vehicle behavior in response to a determination that the vehicle acceleration exceeds a preset threshold. Automatically adjusted by the system. This is used to increase vehicle calmness and serves as a means for determining vehicle movement independent of the output of one or more wheel speed sensors. This is useful in situations where the two wheel speed readings are not compatible with each other.

This feature is employed across a number of vehicle types with different suspension spring / damper settings and is used for vehicles whose characteristics change over time. The adoption of vehicle acceleration measurements frees the speed control system from being tied to a specific vehicle or suspension type.

The system further includes an imaging device that monitors movement of at least a portion of the occupant's body. The imaging device can be a camera device.

In a further aspect of the invention where protection is sought, there is provided a vehicle comprising a system according to the preceding aspect.

In yet a further aspect of the invention where protection is sought, there is provided a method of operating a vehicle speed control system, the method automatically operating the vehicle in response to a target speed value; Receiving information relating to movement of at least a part of the occupant's body relative to the vehicle or the vehicle; and automatically adjusting the value of the target speed value based on the information.

The method further includes determining a target speed value based at least in part on the signal indicative of the measured comfort level, wherein the signal indicative of the measured comfort level is at least part of the vehicle body or at least of the occupant's body. Determined based at least in part on some movement.

The method includes determining an amount by which the target speed is adjusted from the current value based at least in part on a signal indicative of the measured comfort level.

Advantageously, the method includes determining a target velocity value based at least in part on the vehicle body pitch angular acceleration, the vehicle body roll angular acceleration, and the vehicle body heave acceleration.

More advantageously, the method includes determining a signal value indicative of a comfort level based at least in part on the vehicle body pitch angular acceleration, the vehicle body roll angular acceleration, and the vehicle body heave acceleration.

The method further includes at least one parameter related to vehicle motion on the terrain selected from steering angle, vehicle speed, steering angle as a function of vehicle speed, driving slope value; driving surface slope; and vehicle suspension sound or amount of suspension warpage. And determining a target speed value based on.

The method determines a maximum speed value derived from comfort based on a signal indicative of the measured comfort level and at least one additional maximum speed value, and the maximum speed value derived from comfort and at least one additional maximum value. This includes setting the target speed value to the lower speed value.

The at least one additional maximum speed value includes a user-defined speed value corresponding to a maximum speed that the user desires to travel.

The at least one additional maximum speed value includes a speed value that is a maximum speed that matches a current value of at least one additional parameter associated with vehicle movement on the terrain.

The method further includes iteratively adjusting the target speed value to reduce a difference between the signal indicative of the measured comfort level and a predetermined or prescribed value range.

The method further provides a signal value indicative of the measured comfort level to adjust the target speed value such that a difference between the signal indicative of the measured comfort level and a predetermined or predetermined value range of the comfort level is reduced. The method further includes calculating a desired vehicle acceleration or speed change value based thereon.

The method further includes manipulating an amount to adjust the target speed value based on user input.

Optionally, manipulating the amount to adjust the target speed value includes manipulating a signal value indicative of the measured comfort level and controlling the amount to adjust the target speed value.

The method includes manipulating the value of the reference signal, comparing the reference signal with a signal indicative of measured comfort, and controlling the amount by which the target speed value is adjusted.

The method includes controlling the amount by which the target speed value is adjusted based on the difference between the manipulated reference signal value and the measured comfort signal.

The method further includes adjusting the target speed value based on data regarding seat occupancy.

The method includes monitoring movement of at least a portion of a vehicle occupant's body with an imaging device.

In a further aspect of the invention where protection is sought, a carrier medium is provided that carries a computer readable code for controlling a vehicle to perform a method according to the preceding aspect.

In one aspect of the invention where protection is sought, a vehicle speed control method implemented by a controller is provided, the method comprising: automatically operating the vehicle according to a target speed value tgt_speed; an occupant excitation parameter Psng_Excit value Calculating the vehicle target acceleration value tgt_accel based on the Psng_Excit value. The tgt_accel value is positive when Psng_Excit is a value within the first range, and Psng_Excit is a second value different from the first range of values. Negative when in range, Psng_Excit value is responsive to body movement; and includes automatically operating the vehicle based further on the tgt_accel value.

Embodiments of the present invention have the advantage that the speed at which the vehicle controller operates the vehicle is adjusted based on the movement of the vehicle body, thereby attempting to maintain the Psng_Excit value within a specified value or specified value range.

The target acceleration is generated in the form of a speed increment (decrement if the difference is negative), also called speed delta. The speed increment or delta is the amount that it is desired to change the vehicle speed in a given period, such as a system refresh cycle or speed control update cycle, and thus corresponds to acceleration. The cycle may be the period between the issuance of each updated value of the requested target vehicle speed or the requested wheel torque employed by the system to achieve the requested target speed value.

The Applicant has identified that body movement is a very useful occupant comfort indicator. This is because the movement of the occupant's body is correlated with the movement of the vehicle body. The value of occupant excitation parameter is therefore considered to represent the measure of comfort level experienced by the user.

It is understood that references to abbreviations such as Psng_Excit and tgt_accel are for purposes of brevity and ease of understanding, not as limitations.

It is understood that the controller can include multiple computing devices, electrical control units, or the like. That is, embodiments of the present invention within the scope of the appended claims include a control system in which the functionality of a request consistent with the present invention is distributed among multiple controllers.

Embodiments of the present invention have the advantage that the speed at which the vehicle controller operates the vehicle is adjusted based on the movement of the vehicle body, thus attempting to maintain the Psng_Excit value within a specified value or range of specified values.

The Applicant has identified that body movement is a useful indicator of passenger comfort. This is because the movement of the passenger's body is directly correlated with the movement of the vehicle body.

It is understood that the controller can include multiple computing devices, electrical control units, or the like. That is, embodiments of the present invention within the scope of the appended claims include a control system in which the functionality of a request consistent with the present invention is distributed among multiple controllers.

The method includes accelerating the vehicle at a speed corresponding to a tgt_accel value under the constraint that the vehicle speed does not exceed tgt_speed.

Therefore, the controller determines the tgt_accel value based on the Psng_Excit value imposed on the vehicle speed, and does not limit the vehicle speed to the tgt_speed value. This feature has the advantage that the controller conveniently limits the vehicle speed and attempts to maintain the Psng_excit value between the first and second ranges. The Psng_excit value between the first and second ranges is set to be a preset value to correspond to an acceptable degree of passenger comfort. A value is determined to provide an acceptable tradeoff between occupant comfort level and vehicle progression. That is, when the Psng_excit value increases (or decreases), it is assumed that the Psng_excit value changes with the vehicle speed in a manner corresponding to a decrease in passenger comfort so that the amount of discomfort experienced by the vehicle occupant increases. The

The first and second ranges may limit the range of Psng_Excit values such that the tgt_accel value is substantially zero.

If the vehicle speed or speed range that causes the tgt_accel value to be substantially zero is less than the tgt_speed value at some point, the controller will attempt to reduce the vehicle speed value, so that tgt_accel is substantially zero. It will be understood.

In this case, if the Psng_Excit value subsequently changes to a speed value that makes tgt_accel substantially zero or a value that makes the speed value range larger than tgt_speed, the vehicle speed increases to the tgt_speed value and tgt_accel Even if the value corresponds to a positive acceleration of the vehicle, it is limited by this speed.

The method increases the speed of the vehicle towards a value corresponding to a substantially zero tgt_accel value because the magnitude of the difference between the current value of Psng_Excit and the Psng_Excit value between the first and second ranges increases. In the aspect of increasing the rate of change of the method, the method includes changing the tgt_accel value in each of the first and second ranges of the Psng_Excit value.

Therefore, when the difference between the current speed and the speed at which the tgt_accel value becomes substantially zero increases, the magnitude of tgt_accel increases in such a manner that the vehicle speed is gradually increased toward the speed value at which tgt_accel becomes substantially zero. Will increase.

The method includes operating the vehicle in response to a target speed value for cruise control on the highway.

Alternatively or additionally, the method includes operating the vehicle in response to a target speed value for non-highway cruise control.

The method includes operating the vehicle in response to a target speed value for non-highway cruise control, sufficient to cause the vehicle slip control system to intervene to reduce wheel speed and reduce wheel slip value. Continuing to operate the vehicle in response to the target speed value in the presence of slip.

That is, the non-highway cruise control system does not stop operating the vehicle according to the target speed, even if the slip control system simply intervenes to reduce wheel slip. It is understood that a conventional cruise control system stops speed control when a slip control system intervenes. Because wheel slip events are typically more common in non-highway driving situations, non-highway cruise control systems that do not cancel speed control in events where the slip control system intervenes to reduce wheel slip are burdened by the driver. It is beneficial to reduce That is, the driver wants to reduce slip, and the driver concentrates on steering the vehicle while the non-highway speed control system continues to operate the vehicle according to the tgt_speed and tgt_accel values in use. Continue to do.

The system is operable to allow adjustment of the first and second ranges of values, allowing adjustment of the comfort level experienced by the user at a given time.

In one aspect of the present invention where protection is sought, a speed control system for a vehicle implemented by a controller is provided, the system: automatically operating the vehicle in response to a target speed value tgt_speed; occupant excitation parameters Obtain a Psng_Excit value; calculate a vehicle target acceleration tgt_accel value based on the Psng_Excit value, the tgt_accel value is positive when Psng_Excit is in the first range of values, and Psng_Excit is a second value different from the first range. Negative when in range, Psng_Excit value is a function of body movement; and further operable to automatically operate the vehicle based further on the tgt_accel value.

The system may be operable to accelerate the vehicle body at a rate corresponding to the tgt_accel value, and optionally at a rate substantially equal to the tgt_accel value.

In a further aspect of the invention where protection is sought, there is provided a vehicle comprising a system according to the preceding aspect.

The vehicle may have a terrain sensor for automatically detecting one of a plurality of non-highway situations.

Within the scope of this application, it is expected that various aspects, embodiments, examples, alternatives, and particularly these features will be understood independently or in any combination thereof. For example, features disclosed in the context of one embodiment are applicable to all embodiments except where such features conflict.

The present invention will now be described by way of example only with reference to the accompanying drawings.
FIG. 1 is a schematic view of a vehicle according to an embodiment of the present invention in a plan view. FIG. 2 shows the vehicle of FIG. 1 in a side view. FIG. 3 is a high-level schematic diagram of an embodiment of the vehicle speed control system of the present invention, including a cruise control system and a low speed travel control system. FIG. 4 is a schematic diagram of further features of the vehicle speed control system of FIG. FIG. 5 illustrates a steering wheel, a brake, and an accelerator pedal of a vehicle according to an embodiment of the present invention. FIG. 6 is a schematic diagram of control logic configured to generate an occupant excitation parameter Psng_Excit value based on vehicle pitch acceleration, vehicle roll acceleration, and vehicle heave acceleration. FIG. 7 is an illustration of data stored in a lookup table for vehicle target acceleration tgt_accel as a function of Psng_Excit. FIG. 8 is a schematic diagram illustrating an arrangement of signals for generating a speed LSP_set-speed value for a low speed control system according to an embodiment of the present invention. FIG. 9 is a schematic diagram illustrating an arrangement of signals for generating a speed cruise_set-speed value for a cruise control system according to an embodiment of the present invention. FIG. 10: shows the top view of the (a) console with which the vehicle which concerns on embodiment of this invention was equipped, and the cabin of the vehicle which concerns on (b) embodiment of this invention.

References to blocks, such as functional blocks herein, are understood to include references to software code for performing specified functions or actions that can be outputs provided in response to one or more inputs. Is done. The code may be in the form of a software routine or function that is read by the main computer program, or may be part of a code flow that is not another routine or function. References to functional blocks are made for ease of description of the operational aspects of the embodiments of the present invention.

FIG. 1 shows a vehicle 100 according to an embodiment of the present invention. The vehicle 100 has a power train 129 that includes an engine 121 connected to a driveline 130 having an automatic transmission 124. It is understood that embodiments of the present invention are also suitable for use in vehicles having manual transmissions, continuously variable transmissions, or any other suitable transmission.

In the embodiment of FIG. 1, the transmission 124 is set to one of a plurality of transmission operation modes of a park mode, a reverse mode, a neutral mode, a drive mode, or a sport mode by a transmission mode selector dial 124S. The selector dial 124S provides an output signal to the powertrain controller 11 in response to the powertrain controller 11 operating the transmission 124 in accordance with the selected transmission mode.

The drive line 130 is configured to drive a set of front vehicle wheels 111, 112 by a front differential 137 and a set of front drive shafts 118. The drive line 130 includes a spare drive line section 131 configured to drive a pair of rear wheels 114 and 115 by a spare drive shaft or propeller shaft 132, a rear differential 135, and a pair of rear drive shafts 139. Have.

Embodiments of the present invention provide a vehicle in which the transmission is configured to drive only a set of front wheels or only a set of rear wheels (ie, front wheel drive vehicle or rear wheel drive vehicle) or selectable two wheel drive. / Suitable for use with four-wheel drive vehicles. In the embodiment of FIG. 1, the transmission 124 can be releasably connected to the spare drive line unit 131 via a power transfer unit (PTU) 131P, and can operate in the two-wheel drive mode or the four-wheel drive mode. Permissible. It is understood that the embodiments of the present invention are also suitable when driving a vehicle having four or more wheels, or only two wheels, for example, a three-wheel vehicle, a four-wheel vehicle, or a four-wheel or more vehicle.

A control system for the vehicle engine 121 includes a central controller 10 called a vehicle control unit (VCU) 10, a powertrain controller 11, a brake controller 13, and a steering controller 170C. The brake controller 13 forms part of the braking system 22 (FIG. 3). VCU 10 receives and outputs multiple signals from and to various sensors and subsystems (not shown) provided on the vehicle. The VCU 10 includes a low speed progression (LSP) control system 12 and a stable control system (SCS) 14 illustrated in FIG. The SCS 14 improves the safety of the vehicle 100 by detecting and managing the loss of static friction. When static friction or a decrease in steering control is detected, the SCS 14 automatically instructs the brake controller 13 to apply one or more brakes of the vehicle and directs the vehicle 100 in the direction that the user desires to travel. It is operable to assist driving. In the illustrated embodiment, the SCS 14 is implemented by the VCU 10. In some alternative embodiments, the SCS 14 is implemented by the brake controller 13. In a further alternative, the SCS 14 is implemented by another controller.

Although not shown in detail in FIG. 3, the VCU 10 further includes a dynamic stability control (DSC) functional block, a static friction control (TC) functional block, an antilock braking system (ABS) functional block, and a gradient descent control ( HDC) functional block. These functional blocks are implemented in software code executed by the VCU 10 computing device, for example, when a wheel slip event occurs, the DSC activity, the TC activity, the ABS activity, and the brake intervention on the individual wheel and the VCU 10 An output indicating an engine torque request to the engine 121 is provided. Each of the above events indicates that a wheel slip event has occurred. Other vehicle subsystems such as a roll stability control system or the like are also useful.

As described above, the vehicle 100 also includes a cruise control system 16 that is operable to automatically maintain the vehicle speed at a selected speed when the vehicle is traveling at a speed greater than 25 kph. The cruise control system 16 is provided with a cruise control HMI (Human Machine Interface) 18, which allows the user to input a target vehicle speed to the cruise control system 16 in a known manner. In one embodiment of the present invention, cruise control system input control is implemented on the steering wheel 171 (FIG. 5). The cruise control system 16 is switched on by pressing a cruise control system selection button 176. When the cruise control system 16 is switched on, pressing the “set speed” control 173 sets the current value of the cruise control set speed parameter cruise_set-speed to the current vehicle speed. When the “+” button 174 is pressed, the cruise_set-speed value is increased, and when the “−” button 175 is pressed, the cruise_set-speed value is decreased. A resume button 173R is provided that is operable to control the cruise control system 16 to resume speed control at the current value of cruise_set-speed following the driver override. The known highway cruise control system including the system 16 is designed to cancel the cruise control function when the user depresses the brake, or in the case of a vehicle having a manual transmission and a clutch pedal, and the accelerator is activated by the user to maintain the vehicle speed. It is understood that the vehicle 100 is configured to return to a manual operation mode that requires pedal input. In addition, detection of a wheel slip event, which can be initiated by the loss of static friction, also has the effect of canceling the cruise control function. If the driver subsequently depresses the resume button 173R, speed control by the system 16 is resumed.

The cruise control system 16 monitors the vehicle speed and any deviation from the target vehicle speed is automatically adjusted to maintain the vehicle speed at a substantially constant value, typically greater than 25 kph. In other words, the cruise control system is ineffective at speeds below 25 kph. The cruise control HMI 18 is also configured to provide alerts to the user regarding the status of the cruise control system 16 via the visual display of the HMI 18. In this embodiment, the cruise control system 16 is configured to allow the cruise_set-speed value to be set to an arbitrary value of 25-150 kph.

The LSP control system 12 also provides a speed reference control system for the user, which allows the user to select a very low target speed at which the vehicle can travel without any pedal input required by the user. Become. The low speed control (or progress control) function is not provided by the cruise control system 16 on the highway that operates only at speeds exceeding 25 kph.

The LSP control system 12 is activated by an LSP control system selection button 172 provided on the steering wheel 171. The system 12 operates to apply selective powertrain, static friction control and braking actions to one or more wheels of the vehicle 100, either collectively or individually, to maintain the vehicle 100 at a desired speed. Is possible.

The desired value of the set speed parameter user_set-speed is LSP controlled via a low speed progress control HMI (LSP HMI) 20 (FIGS. 1 and 3) sharing an input button 173-175 with the cruise control system 16 and the HDC control system 12. The LSP control system 12 is configured to allow the user to input to the system 12. The vehicle speed is within the allowable operating range of the LSP control system (in this embodiment, it is in the range of 2 to 30 kph, but other ranges are also useful) and other vehicle speeds under the control of the LSP control system 12 If there is no such restriction, the LSP control system 12 controls the vehicle speed in accordance with the LSP control system set speed value LSP_set-speed substantially equal to user_set-speed. Unlike the cruise control system 16, the LSP control system 12 is configured to operate independently of the occurrence of a static friction event. That is, the LSP control system 12 does not cancel the speed control by detecting the wheel slip. Rather, the LSP control system 12 actively controls vehicle behavior when a slip is detected.

An LSP control HMI 20 is provided in the vehicle cabin and is easily accessible by the user. The user of the vehicle 100 uses a “set speed” button 173 and “+” / “−” buttons 174, 175 in a manner similar to the cruise control system 16 to call the vehicle's desired speed of travel (referred to as the “target speed”) ) Can be input to the LSP control system 12 via the LSPHMI 20. The LSPHMI 20 also includes a visual display where information and guidance regarding the status of the LSP control system 12 can be provided to the user.

The LSP control system 12 receives input from the vehicle braking system 22 that indicates the degree to which the user is applying braking by the brake pedal 163. The LSP control system 12 also receives input from the accelerator pedal 161 indicating the extent to which the user has depressed the accelerator pedal 161. Input is also provided from the transmission or gearbox 124 to the LSP control system 12. The inputs include, for example, signals indicating the speed of the output shaft of the gearbox 124, torque converter slip and gear ratio requirements. Other inputs to the LSP control system 12 include an input from the cruise control HMI 18 that indicates the status (on / off) of the cruise control system 16 and an input from the LSP control HMI 20.

The HDC functional block of the VCU 10 forms part of the HDC system 12HD. When the HDC system 12HD is active, the system 12HD will limit the vehicle speed value corresponding to that of the HDC set speed parameter HDC_set-speed set by the user, so that the braking system (the ABS function block forms part of) 22 is controlled. HDC_set-speed may also be referred to as the HDC target speed. If the user does not override the HDC system by depressing the accelerator pedal when the HDC system is active, the HDC system 12HD controls the braking system 22 (FIG. 3) and prevents the vehicle speed from exceeding HDC_set-speed. . In this application, the HDC system 12HD is not operable to apply a positive drive torque. Rather, the HDC system 12HD is only operable to apply a negative brake torque.

The HDC system HMI20HD is provided by the user controlling the HDC system 12HD, including setting the HDC_set-speed value. An HDC system selection button 177 is provided on the steering wheel 171 so that the user activates the HDC system 12HD to control the vehicle speed.

As described above, the HDC system 12HD allows the user to set the HDC set speed parameter HDC_set-speed value and adjust the HDC_set-speed value using the same control unit as the cruise control system 16 and the LSP control system 12. Operate to allow. Therefore, in the present embodiment, when the HDC system 12HD controls the vehicle speed, the same control buttons 173, 173R, 174, and 175 are used in the same manner as the set speeds of the cruise control system 16 and the LSP control system. The HDC system set speed is increased, decreased or becomes the current speed of the vehicle. The HDC system 12HD is operable to allow the HDC_set-speed value to be set to an arbitrary value in the range of 2 to 30 kph.

If the HDC system 12HD is selected when the vehicle 100 travels at a speed of 50 kph or less and no other speed control system is operating, the HDC system 12HD sets the HDC_set-speed value to the value selected from the lookup table. Set. The output value from the look-up table is determined based on the identification of the currently selected transmission gear, the currently selected PTU gear ratio (Hi / LO), and the identification of the currently selected operating mode. If the driver does not override HDC system 12HD by depressing accelerator pedal 161, HDC system 12HD then applies powertrain 129 and / or braking system 22 to drive vehicle 100 to the HDC system set speed. Decelerate. HDC system 12HD is configured to decelerate vehicle 100 to a set speed value at a deceleration speed that does not exceed the maximum allowable speed. In this embodiment, the speed is 1.25 ms-2, but other values are also useful. When the user subsequently presses the “set speed” button 173, if the current speed is 30 kph or less, the HDC system 12HD sets the HDC_set-speed value to the current vehicle speed. If the HDC system 12HD is selected when the vehicle 100 travels at a speed exceeding 50 kph, the HDC system 12HD ignores the request and provides the user with notification that the request has been ignored.

VCU 10 to implement a known terrain response (TR) (RTM) system of the type described above in which VCU 10 controls the setting of one or more vehicle systems or subsystems, such as powertrain controller 11, based on the selected mode of operation. Is understood to be constructed. The operation mode can be selected by the user by the operation mode selector 141S (FIG. 1). The driving mode is also called a terrain mode, a terrain response mode, or a control mode. In the embodiment of FIG. 1, four modes of operation are provided: the “on highway” mode of operation is suitable for driving on a relatively hard, flat driving surface, where there is a relatively high friction surface. A coefficient exists between the driving surface and the vehicle wheel; “sand” driving mode is suitable for driving on sandy ground; “grass, gravel or snow” (GGS) driving mode is on grassy, sandy or snowy The “Rock Crawl” (RC) mode of operation, suitable for driving, is suitable for driving slowly over rock surfaces; and the “Marsh and Rudder” (MR) mode of operation is suitable for driving in swamps, rudder terrain. Other operating modes may be provided in addition or as an alternative.

In some embodiments, the LSP control system 12 can be in any one of an active state, a standby state, and an “off” state. In the active state, the LSP control system 12 actively manages the vehicle speed by controlling the powertrain torque and the braking system torque. In the standby state, the LSP control system 12 does not control the vehicle speed until the user presses the resume button 173R or the “set speed” button 173. In the off state, the LSP control system 12 does not respond to input control until the LSP control system selection button 172 is pressed.

In the present embodiment, the LSP control system 12 is the same as that in the active mode, but the LSP control system 12 commands the application of positive drive torque to one or more wheels of the vehicle 100 by the power train 129. It is also operable to take an intermediate state that is blocked. Thus, only the braking torque is applied by the braking system 22 and / or the powertrain 129. Other configurations are also useful.

In the active LSP control system 12, the user may increase or decrease the vehicle set speed with “+” and “−” buttons 174, 175. In addition, the user can increase or decrease the vehicle set speed by lightly pressing the accelerator or brake pedal 161, 163, respectively. In some embodiments, in the active LSP control system 12, the “+” and “−” buttons 174, 175 are disabled and the adjustment of the LSP_set-speed value is only performed by the accelerator and brake pedals 161, 163. It can be carried out. This latter feature prevents unintended changes in the set speed due to, for example, the depression of one of the “+” or “−” buttons 174, 175. Accident depression may occur, for example, when passing through difficult terrain where relatively large or frequent steering angle changes are required. Other configurations are also useful.

In this embodiment, other values are useful, but the LSP control system 12 is operable to drive the vehicle according to a set speed value of 2 to 30 kph, while the cruise control system is 25 It is understood that the vehicle is operable to travel in accordance with a set speed value in the range of ~ 150 kph. If LSP control system 12 is selected when the vehicle speed is greater than 30 kph but less than or substantially equal to 50 kph, LSP control system 12 assumes an intermediate mode. In the intermediate mode, if the driver releases the accelerator pedal 161 while traveling at a speed exceeding 30 kph, the LSP control system 12 deploys the braking system 22 and sets the speed corresponding to the parameter LSP_set-speed value. The vehicle 100 is decelerated to the value. When the vehicle speed drops to 30 kph or less, the LSP control system 12 assumes an active state and controls the vehicle according to the LSP_set-speed value. Therefore, a positive drive torque via the power train 129, as well as the power train 129 ( (Via engine braking) and via the braking system 22 is operable to apply the braking torque. If the LSP_set-speed value is not set, the LSP control system 12 assumes a standby mode.

It is understood that operation of the cruise control system 16 is prohibited if the LSP control system 12 is in the active mode. The two systems 12, 16 thus operate independently of each other and only one can operate at a time depending on the speed at which the vehicle travels.

In some embodiments, the cruise control HMI 18 and the LSP control HMI 20 are configured in the same hardware, for example, the speed selection is input via the same hardware, and between the LSP input and the cruise control input. One or more other switches are provided to switch between.

FIG. 4 illustrates the means by which the vehicle speed is controlled in the LSP control system 12. As described above, the speed (user_set-speed) selected by the user is input to the LSP control system 12 via the LSP control HMI 20. The LSP control system 12 determines whether this speed is appropriate for the dominant terrain (as will be described in further detail below) and determines the requested vehicle speed value LSP_set-speed at which the vehicle operates. This speed is input to the function block 38 of FIG. A vehicle speed sensor 34 associated with the powertrain 129 (shown in FIG. 1) provides a signal 36 indicating the vehicle speed to the LSP control system 12. The LSP control system 12 includes a comparator 28 that compares an LSP_set-speed 38 (also referred to as a “target speed” 38) with a measured speed 36 and provides an output signal 30 that indicates the comparison. An output signal 30 is provided to the evaluation unit 40 of the VCU 10, which determines the output signal 30 based on whether the vehicle speed needs to be increased or decreased to maintain the speed LSP_set-speed. Interpret as either a request to apply additional torque to -115 or a request to reduce torque applied to vehicle wheels 111-115. The increase in torque is generally achieved by increasing the amount of powertrain torque that is transmitted to a given position in the powertrain, such as the engine output shaft, wheels, or any other suitable location. A reduction in torque at a given wheel to a value less than positive or greater than negative is achieved by reducing the powertrain torque transmitted to the wheel and / or increasing the braking force on the wheel. In some embodiments in which the power train 129 has one or more electric machines operable as a generator, it is understood that the electric train applies a negative torque to the one or more wheels by the power train 129. . Negative torque may also be applied by engine braking in some situations based at least in part on the speed at which vehicle 100 moves. If one or more electric machines are provided that are operable as a propulsion motor, a positive drive torque can be applied by the one or more electric machines.

An output 42 from the evaluation unit 40 is provided to the powertrain controller 11 and the brake controller 13, which subsequently controls the net torque applied to the vehicle wheels 111-115. The final torque is increased or decreased based on whether the evaluation unit 40 requires positive or negative torque. In order to produce the necessary positive or negative torque application to the wheel, the evaluation unit 40 may apply a positive or negative torque to the vehicle wheel by means of the power train 129 and / or a braking force by the braking system 22. Is applied to the vehicle wheel, either or both of which are used to implement the torque changes necessary to obtain and maintain the required vehicle speed. In the illustrated embodiment, the torque is applied individually to the vehicle wheel and the vehicle speed is maintained at the required speed, but in another embodiment, the torque is applied to the wheel and required collectively. Speed is maintained. In some embodiments, the powertrain controller 11 is applied to one or more wheels by controlling driveline components such as a rear drive unit, front drive unit, differential, or any other suitable component. Operable to control the amount of torque applied. For example, one or more components of driveline 130 may include one or more clutches operable to allow the amount of torque applied to one or more wheels to be changed. Other configurations are also useful.

If the powertrain 129 has one or more electric machines, for example one or more propulsion motors and / or generators, the powertrain controller 11 adjusts the torque applied to one or more wheels by the one or more electric machines. May be operable to.

The LSP control system 12 also receives a signal 48 indicating a wheel slip event that is occurring. This is the same signal 48 that is provided to the cruise control system 16 on the highway of the vehicle, and in the latter case it triggers an override or inhibit mode of operation in the cruise control system 16 on the highway, The automatic control of the vehicle speed by the cruise control system 16 on the highway is stopped or canceled. However, the LSP control system 12 is not configured to cancel or stop operation based on receiving a wheel slip signal 48 indicative of wheel slip. Rather, the system 12 is configured to monitor and subsequently control wheel slip to reduce the driver's workload. In the course of the slip event, the LSP control system 12 continues to compare the LSP_set-speed value with the measured vehicle speed, and continues to automatically control the torque applied to the vehicle wheel and selected. Maintain vehicle speed to value. Accordingly, it is understood that the LSP control system 12 is configured differently from the cruise control system 16, so that the wheel slip event has the effect of overriding the cruise control function and the vehicle's manual operation is resumed. The speed control by the cruise control system 12 must be resumed by depressing the resume button 173R or the set speed button 173.

In a further embodiment of the present invention (not shown), the wheel slip signal 48 is further refined using sensor data indicative of the speed of the vehicle on the ground, rather than just being determined from a wheel speed comparison. Such determination of speed on the ground is via global positioning (GPS) data, or vehicle-mounted radar or radar reference system configured to determine the relative movement of the running ground and the vehicle 100. Can be done. In some embodiments, a camera system can be employed to determine the speed on the ground.

At any stage of the LSP control process, the user can override the function by depressing the accelerator pedal 161 and / or the brake pedal 163 to adjust the vehicle speed with a positive or negative intention. However, if a wheel slip event is detected via signal 48, LSP control system 12 remains active and vehicle speed control by LSP control system 12 is not interrupted. As illustrated in FIG. 4, this is accomplished by providing a wheel slip event signal 48 to the LSP control system 12, which is then managed by the LSP control system 12. In the embodiment illustrated in FIG. 1, the SCS 14 generates a wheel slip event signal 48 and supplies it to the LSP control system 12 and the cruise control system 16.

A wheel slip event is triggered when a loss of static friction occurs on any one vehicle wheel. Wheels and tires tend to lose static friction when driving on snow, ice, swamp or sand and / or steep or cross slopes. The vehicle 100 also tends to lose static friction in an environment where the terrain is more uneven or slippery than driving a normal on-road highway. Embodiments of the present invention thus find particular benefit when the vehicle 100 is driving in an off-road environment or in situations where wheel slip is common. Manual operation in such situations is difficult, and is often a stressful experience for the driver, resulting in an uncomfortable ride.

The vehicle 100 is also provided with additional sensors (not shown) that represent a variety of different parameters related to the movement and condition of the vehicle. These provide data from sensors such as LSP or HDC control systems 12, 12HD or parts of the occupant high speed system or gyroscopes and / or accelerometers that may indicate movement of the vehicle body, and LSP and / or HDC control systems 12, 12HD It can be an inertial system specific to any other subsystem that provides useful input. Signals from the sensors are used to provide or calculate a plurality of driving condition indicators (also called terrain indicators) that are characteristic of the natural terrain condition in which the vehicle is traveling.

Sensors (not shown) on the vehicle 100 include, but are not limited to, sensors that provide a continuous sensor output to the VCU 10, including the wheel speed sensor, ambient temperature sensor, atmospheric pressure sensor, described above and illustrated in FIG. Tire pressure sensor, wheel sound sensor, vehicle yaw, roll, gyroscope sensor that detects pitch angle and speed, vehicle speed sensor, axial acceleration sensor, engine torque sensor (or engine torque estimator), steering angle sensor, steering Wheel speed sensor, gradient sensor (or gradient estimator), lateral acceleration sensor that may be part of SCS 14, brake pedal position sensor, brake pressure sensor, accelerator pedal position sensor, axial, lateral, and vertical motion sensor And vehicle crossover assistant It includes water detection sensor forming part of the system (not shown). In other embodiments, only those selected from the sensors described above are used.

The VCU 10 also receives a signal from the steering controller 170C. The steering controller 170C is in the form of a power assisted steering unit (ePAS unit). Steering controller 170C provides a signal to VCU 10 indicating the steering force applied to steerable road wheels 111, 112 of vehicle 100. This force corresponds to that applied by the user to the steering wheel 171 along with the steering force generated by the ePAS unit 170C.

The VCU 10 evaluates various sensor inputs and determines the likelihood that each of a number of different drive modes of the vehicle subsystem is appropriate, and each control mode is specific to the specific terrain type (eg, swamp and , Sand, grassland / gravel / snow).

If the user selects the operation of the vehicle in the automatic driving mode selection state, the VCU 10 is then configured to select the most appropriate control mode and automatically control the subsystem according to the selected mode. The An aspect of the present invention is disclosed in co-pending patent application no. GB 1111288.5, GB1211910.3 and GB1202427.9, the contents of each of which are incorporated herein by reference.

As described above, the type of terrain that the vehicle travels (determined with reference to the selected control mode) is used by the LSP control system 12 to determine an appropriate increase or decrease in vehicle speed. For example, if the user selects a user_set-speed value that is not appropriate for the type of terrain the vehicle is traveling on, the system 12 will automatically adjust the vehicle speed to a lower speed by reducing the speed of the vehicle wheel. It is possible to operate. In some cases, for example, user-selected speeds may not be achievable or appropriate on certain terrain types, especially on non-flat or rough surfaces. If the system 12 selects a set speed (LSP_set-speed value) that is different from the user selected set speed (user_set-speed), a visual indication of the speed constraint is provided to the user via the LSP HMI 20 It is shown that the speed is adopted.

The LSP control system 12 determines an LSP_set-speed value based on the terrain on which the vehicle is traveling. Accordingly, the LSP control system 12 is operable to limit the maximum speed at which the vehicle 10 is controlled to operate based on terrain. Embodiments of the present invention allow improved vehicle calm when operating in non-highway conditions with reduced driver intervention. That is, the LSP control system 12 determines the maximum allowable value of LSP_set-speed and limits the speed of the vehicle 100 accordingly, so that when the dominant terrain admits, the driver can set the user_set-speed value. It is not required to increase the user_set-speed value when intervening to reduce dominating terrain allows. In this embodiment, the LSP control system 12 is only operable to calculate the LSP_set-speed value if the LSP speed control function is active, as opposed to the highway cruise control system. However, the approach described herein, which automatically adjusts vehicle speed based on the dominant surface or terrain variation on which the vehicle travels, is optimized for highway driving to maintain occupant comfort and calmness. It is evaluated that it can be incorporated into a vehicle speed control system.

In this embodiment, the LSP control system 12 is configured to generate an LSP_set-speed value based on a number of parameters associated with the vehicle. The LSP control system 12 operates the vehicle according to the minimum value of the six values of the vehicle target speed, that is, the LSP control system 12 sets the LSP_set-speed value to the minimum speed of the six target speeds. The target speed value is set based on (a) user_set-speed; (b) maximum vehicle speed Psng_Excit_v and Psng_Excit calculated based on the occupant excitation parameter Psng_Excit value based on vehicle pitch acceleration, roll acceleration, and heave acceleration. (C) maximum speed steering_angle_v set based on the steering angle and vehicle speed; (d) maximum speed sideslope_v set based on the slope value; (e) maximum speed grad__v set based on the surface gradient; And (f) the maximum speed warp_v or warp speed set based on the vehicle suspension sound, also called suspension warp. Optionally, the input includes a maximum speed value that is set based on whether the vehicle is moving. In some embodiments, this maximum speed value is set based at least in part on the depth of liquid (such as water) in the process that the vehicle crosses. Other parameters and speeds are also useful.

The LSP control system 12 is configured to receive inputs corresponding to a number of vehicle parameters. The parameters are: (a) a reference value for the current surface friction coefficient of the vehicle, a value calculated based on one or more parameter values such as the amount of torque applied to the wheel where excessive wheel slip is induced; b) Predicted value of the surface friction coefficient corresponding to the currently selected vehicle driving mode, which is the default value for each driving mode; (c) Steering corresponding to steerable road wheel angle or steering wheel position Current value of angle; (d) current yaw acceleration of vehicle (determined with reference to accelerometer output); (e) current (determined with reference to accelerometer output) current Measured lateral acceleration value; (f) current surface roughness measurement (determined with reference to suspension sound); (g) (global satellite positioning system) GPS) is determined with reference to the output) current vehicle position; including information acquired by and (h) a camera system. The preceding list is intended to be merely illustrative and not intended to be limiting, and other inputs are useful in addition or alternative.

The information obtained by the camera system may include, for example, an alert when it is determined that the vehicle 10 is about to depart from an off-road lane or track. In some embodiments, one or more systems of the vehicle 100, and optionally the LSP control system 12, is configured to detect the vehicle's forward terrain that may affect the Psng_Excit value. In other words, the LSP control system 12 may expect that the occupant's excitement will be adversely or advantageously affected by the forward terrain of the vehicle based on an image analysis of one or more terrain of the vehicle's path. Accordingly, the LSP control system 12 can be configured to anticipate a change in the Psng_Excit value if the vehicle continues its current traveling speed, change the Psng_Excit value, otherwise affect the vehicle speed. This is in contrast to the assessment of terrain reaction by reference to the vehicle parameters described above.

It will be appreciated that in some embodiments, a controller or system other than the LSP control system 12 is configured to determine the Psng_Excit value.

FIG. 6 illustrates how the LSP control system 12 determines the Psng_Excit value. The LSP control system 12 receives the values of each of the three parameters to calculate the Psng_Excit value: (1) VehPitch_Aa_Meas which is a measured value of the vehicle body pitch angular acceleration; (2) VehRoll_Aa_Meas which is a measured value of the vehicle body roll angular acceleration; (3) VehHeave_A_Meas which is a measured value of the vehicle body heave acceleration. By vehicle body heave acceleration is meant the vehicle body acceleration in the z direction with respect to the x, y and z axes, with the z direction corresponding vertically upwards with respect to the reference vehicle frame (this direction if the vehicle is substantially in a horizontal plane). Then corresponds substantially vertically upwards with respect to the Earth). A value is input to each signal input 201, 202, 203 of the LSP control system 12. In some embodiments, the value is read by the LSP control system 12 from a controller area network (CAN) bus (not shown) or other means by which the vehicle electrical control unit communicates with each other.

The term carbody is well understood and typically means the body of the vehicle, typically with passenger compartments or cabins, typically held by a suspension system and provided with a suspension system .

The signal is transmitted to a gain function block 210 implemented in computer program code by the LSP control system 12, which applies a separate gain amount to each of the signals. The amount by which each signal is amplified is set based on the passenger's sensitivity to each signal value. Thus, in some embodiments, the gain is set to produce an observation that a lower value of the pitch acceleration VehPitch_Aa_Meas is perceived as reduced comfort to the vehicle occupant than an equal value of the heave acceleration VehHeave_A_Meas. Accordingly, in some embodiments, the gain value applied to signal VehPitch_Aa_Meas is higher than that applied to signal Veh Heave_A_Meas.

The signal value processed by the gain block 210 is then transmitted to the standardization function block 220 to normalize the value and generate a maximum allowable speed value according to each signal value. The maximum allowable signal value is transmitted to the maximizer function block 230 and outputs the larger of the signals input thereto. The function blocks 220 are “absolute” function blocks, that is, they just output a positive value corresponding to the magnitude of the signal. This ensures that all values are comparable and not negative.

A larger signal is thus transmitted through the smoothing configuration 240, which applies a feedback loop to the signal followed by a Butterworth filter. The signal output by the smoothing configuration 240 is the Psng_Excit value. The smoothing configuration essentially performs a moving average calculation function without being required to store past data regarding the parameter values output by the maximizer function block 230. Thus, the output of the smoothing configuration 240 functions to build an averaged terrain profile that the vehicle has passed over a given time and to flatten the somewhat irregular shape of the acceleration profile that the car body follows. .

In the present embodiment, the Psng_Excit value is increased when the vehicle body excitement is increased. Since occupant excitement is directly related to body excitement, an increase in Psng_Excit value corresponds to a decrease in occupant comfort.

It is understood that each functional block 210, 220, 230, 240 is implemented by the LSP control system 12 in computer program code. In some alternative embodiments, the functional blocks are implemented in hardware rather than computer program code, such as by electronic amplifier circuits, filter circuits, and the like.

When constructing a system according to this embodiment, the level of discomfort experienced by vehicle occupants over the range of Psng_Excit values is determined in order to identify the range of Psng_Excit values corresponding to the optimal tradeoff between passenger comfort and vehicle speed. Detected. Next, a vehicle target acceleration tgt_accel value is determined for each value of Psng_Excit. The tgt_accel value is an acceleration value imposed on the vehicle 100 in an attempt to maintain a Psng_Excit value within an optimal range identified as an optimal trade-off between occupant comfort and vehicle speed.

The optimum range is illustrated in FIG. 4 as a range from a low value P_E_l to a high value P_E_high. The Psng_Excit value shown in FIG. 7 is a standardized value, where the zero Psng_Excit value is substantially between the high and low values P_E_l and P_E_h. Other configurations are also useful.

In some alternative embodiments, data is stored in the form of differential or delta parameters. The LSP control system 12 determines the difference between the Psng_Excit value determined in FIG. 6 and the predetermined “acceptable” value of Psng_Excit, and obtains the corresponding tgt_accel value from the database.

In some embodiments, the Psng_Excit value is configured to change from zero (most comfortable) to a positive value, such as 80, in response to a high level of occupant excitement outside of an acceptable range. Thus, in some embodiments, an acceptable Psng_Excit value is about 30 or other suitable value typically determined empirically.

In the present embodiment, for a Psng_Excit value less than P_E_l, the vehicle acceleration value tgt_accel is set as a function of Psng_Excit, and when the Psng_Excit value falls below P_E_l, the tgt_accel value becomes increasingly positive. Conversely, for Psng_Excit values above P_E_h, as the Psng_Excit value increases beyond P_E_h, the Psng_Excit value becomes increasingly negative. Therefore, for Psng_Excit values less than or equal to P_E_l, acceleration of the vehicle to a faster speed is preferred, and for Psng_Excit values greater than P_E_l, deceleration of the vehicle to a slower speed is preferred.

The LSP control system 12 is also configured to determine the maximum allowable lateral acceleration max_lat_acc of the vehicle 10 during the stroke with reference to the surface friction coefficient value between the wheel and the driving surface. The LSP control system 12 adopts this max_lat_acc value to generate a steering_angle_v value, and prevents understeer when the vehicle 10 corners. In the present embodiment, the LSP control system 12 is also operable to calculate the curvature radius of the course of the vehicle 100 on the terrain based on the steering angle. The LSP control system 12 compares this curvature radius with a value determined with reference to the course of the vehicle determined with reference to the GPS location data. If the LSP control system 12 detects the presence of understeer, the LSP control system 12 is operable to decrease the steering_angle_v value accordingly. In order to increase the reliability of determining the amount of understeer present, if any, yaw speed and measured lateral acceleration are also employed in this embodiment. In some embodiments, yaw velocity and measured lateral acceleration are not employed in determining the amount of understeer present. Other configurations are also useful.

The manner in which the LSP control system 12 determines the current target speed value LSP_set-speed will be described with reference to FIG. In the present embodiment, each functional block described is implemented in software code, but it will be understood that in some alternative embodiments, one or more functional blocks may be implemented in the form of individual electronic circuits. .

As shown in FIG. 8, the values user_set-speed, Psng_Excit, _v, steering_angle_v, sideslope_v, gradient_v, and warp_v of the six speed parameters are input to the minimizer function block 309. From there, the minimizer function block 309 outputs the lowest of the six speeds. This speed is transmitted to the speed limit function block 311, which compares the speed value output from the minimizer function block 309 with the current value of the vehicle speed. The speed limit function block 311 has a positive acceleration exceeding the predetermined value (1.5 ms to 2 in the present embodiment) or a maximum value further exceeding the predetermined value (1.25 ms to 2 in the present embodiment). ) Configured to ensure that it does not handle negative acceleration exceeding.

The speed output by the speed limiting function block 311 is the LSP_v_target value. Next, the LSP control system 12 controls the vehicle speed according to the LSP_set-speed value.

The Psng_Excit_v value is determined as follows.

The tgt_accel value determined according to the current Psng_Excit value is obtained by the function block 301 by referring to the lookup table described above with respect to the data represented in FIG. This value is transmitted to the speed limit function block 303 and the current value of LSP_set-speed changes on the next step of the LSP control system 12 to achieve an acceleration (which can be positive or negative) corresponding to tgt_accel. Determine the amount of correspondence of whether or not to be done. This value is given by speed_delta with variable labels in FIG. The speed limit function block 303 is configured to prevent the LSP_v_target value from rising at a speed exceeding the maximum allowable speed. In some embodiments, the maximum allowable speed is about 1.5 ms-2 for positive acceleration and 1.25 ms-2 for negative acceleration, ie, deceleration of the vehicle 10. The vehicle speed increment speed_incr value is transmitted to the summing function block 305.

It is understood that the time step length is any suitable value at which the LSP control system 12 operates, such as 10 ms, 100 ms, or any other suitable value.

The summing function block 305 also receives as input the LSP_set-speed value at the time step immediately before the time step at which the updated value of LSP_set-speed is determined. This value is provided by means of the time step function block 313.

The summing function block 305 also receives as input the current vehicle speed v_actual value, which can be the signal 36 of FIG. The summing function block 305 calculates the difference (error value) between the current vehicle speed v_actual and LSP_set-speed, which is the speed at which the LSP control system 12 attempts to advance the vehicle 100. If the difference exceeds the predetermined amount, the summing function block 305 outputs the LSP_set-speed value as the Psng_Excit_v value. This seems to allow the LSP control system 12 to change the vehicle speed to a value close to the LSP_set-speed value before attempting to change the LSP_set-speed in response to the Psng_Excit value. When the speed v_actual reaches a value close to LSP_set-speed, it is understood that the Psng_Excit value falls within the optimal range between P_E_l and P_E_h, and therefore no further change in LSP_set-speed is required in response to Psng_Excit .

If the error value does not exceed the prescribed amount, the summing function block 305 adds the speed_delta value to the LSP_set-speed value and sets the Psng_Excit_v value to this value.

If the vehicle 10 travels over the terrain and the user_set-speed value is lower than the respective speed, steering_angle_v, sideslope_v, gradient_v, warp_v and Psng_Excit_v, the LSP control function was set substantially equal to the user_set-speed value It is understood that the operation of the vehicle 10 is continued according to the LSP_set-speed value. If excessive wheel slip and, optionally, one or more other conditions are absent, the vehicle 10 continues to travel at a speed substantially equal to user_set-speed. The driver can increase or decrease the user_set-speed value in the manner described above. However, when the user_set-speed value becomes equal to the low of other parameters input to the minimizer function block 309, the LSP control system 12 does not allow the vehicle speed to further increase. For example, if the low value of the remaining parameter falls below user_set-speed due to terrain change, the LSP control system 12 sets the LSP_set-speed value to the low of the remaining parameter to The vehicle speed is controlled so as to decrease to a low parameter.

In some embodiments, the parameter max_set_speed is set equal to the lower of each of the six parameters input to the minimizer function block 309. The max_set_speed value is output as the LSP_set-speed value. The max_set_speed value thus sets an upper limit on the vehicle speed at any given time during the time that vehicle speed control is enabled by the LSP control system 12.

If the max_set_speed value continues to rise, the LSP control system 12 will allow the vehicle speed to increase or (if user_set-speed is greater than max_set_speed) towards user_set-speed if the speed does not exceed max_set_speed To do.

In this embodiment, if the LSP control system 12 operates the vehicle 100 in response to a speed lower than user_set-speed, and subsequently allows a higher speed, in some embodiments an appropriate visual or Audio indicators are given to the driver of the vehicle. In some embodiments, the LSP control system 12 is operable to automatically increase the vehicle speed to a higher speed when a higher speed is allowed.

In one embodiment, the LSP control system 12 is operable to detect that the vehicle 100 reaches the top of the slope and begins to take a horizontal attitude. This scenario is called “cresting”. When the LSP control system 12 determines that the vehicle 100 has reached the top, the LSP_set-speed value is temporarily reduced (optionally, in some embodiments, the max_set_speed value is reduced). This feature is at a speed that allows the driver to acquire time to become accustomed to the front terrain of the vehicle 100 that is poorly visible due to the front portion and / or slope of the vehicle 100, such as a hood or hood (if necessary). It has the advantage of reducing the vehicle speed. This enhances the enjoyment and calmness of the driver of the vehicle 100. It will be appreciated that in some embodiments, an additional large (or maximum) velocity value cresting_v is input to the minimizer function block 309. The cresting_v value is set to a value that is appropriate for the dominant situation when arrival at the top is detected. For example, when the vehicle pitch attitude moves from a pitch-up attitude exceeding a specified value (for example, a value exceeding 15 degrees) over an angle exceeding 5 degrees toward the horizontal attitude within a specified distance (for example), the summit is reached. Is detected. Alternatively, the system monitors the rate of change of the slope towards the horizontal posture. Maintaining an average of 3 degrees drop per second over a defined period of time, such as a 2-4 second period, may be sufficient to trigger the detection of peak arrival.

In some embodiments, the LSP control system 12 may trigger detection of reaching the summit when, for example, the slope falls below a specified value of less than 10 degrees of slope. A combination of two or more tests is performed to confirm the detection of the arrival at the summit, reducing the possibility of false detection of the arrival at the summit causing the user annoyance due to the unnecessary decrease in vehicle speed. In some embodiments, if the rate of change of the slope is very low, it is understood that the LSP control system 12 does not detect the top arrival even if the vehicle is reaching the top. The reduction in speed may be unnecessary in these environments. This is because the driver has sufficient time to evaluate the frontal terrain of the vehicle when traveling.

If arrival at the top is detected and an appropriate decrease in vehicle speed results, the decrease in speed is applied for a predetermined time or mileage. When this period expires or the distance is traveled, the LSP control system 12 returns to monitoring the peak arrival state again.

The LSP control system 12 automatically increases the cresting_v value (and max_set_speed in some embodiments) when it detects that the vehicle attitude is sufficiently horizontal and is only for a specified distance or time.

In one embodiment, the LSP control system 12 is operable to detect when the rate of change of vehicle attitude falls below a specified value representing a peak reached condition. The LSP control system 12 may begin to increase the cresting_v value when the specified time expires or the specified distance has been traveled. Alternatively, the LSP control system 12 can be configured to ignore the cresting_v value when no top arrival is detected. The delay feature before cresting_v is increased (or ignored) can be particularly beneficial, for example, when the vehicle travels on undulating terrain and the vehicle goes down the slope following peak arrival. The LSP control system 12 maintains the reduced value of cresting_v until the vehicle 100 is established down the slope, increasing vehicle calmness and driver confidence.

In some embodiments, the LSP control system 12 is configured to detect when the vehicle has reached the bottom of the slope by detecting an increase in vehicle pitch following downhill. The LSP control system 12 is configured to temporarily reduce the cresting_v value when detecting that the vehicle has reached the bottom of the slope in order to allow the driver time to pass through the change in slope. This feature has the benefit of reducing the risk of damage to the vehicle due to contact between the bottom of the vehicle and the terrain when the vehicle 100 reaches the bottom of the slope. Other configurations are also useful.

Embodiments of the present invention are useful for increasing vehicle calm by automatically reducing the maximum allowable set-speed when the vehicle is operating in speed control system operation. The work burden on the driver is reduced, and therefore driver fatigue is reduced. The calmness of the vehicle is also enhanced.

In some embodiments, the Psng_Excit value is calculated when the highway cruise control system 16 is active and the vehicle operates, regardless of whether the vehicle is equipped with an LSP control system. A schematic illustration showing the operation of a system corresponding to that of FIG. 8 is shown in FIG. 9, where like reference numerals increased by 100 indicate like features.

The highway cruise control system 16 is a known highway cruise control system. However, the maximum target speed value cruise_set-speed at which the cruise control system operates the vehicle is LSP_set-speed, except that the input to the minimizer function block 409 is user_set-speed when the cruise control system is active and Psng_Excit_v. The speed is calculated in the same way as described above. The cruise_set-speed value is therefore set to the lower of user_set-speed and Psng_Excit_v. The Psng_Excit_v value is determined by appropriate calibration with respect to the VehPitch_Aa_Meas, VehRoll_Aa_Meas and VehHeave_A_Meas values as described above.

In some embodiments, one or more other parameters are input to the minimizer function blocks 309, 409. For example, in some embodiments, the additional input to the minimizer function blocks 309, 409 is a parameter trailing_v_tgt value so that the vehicle 100 travels in the same direction as the vehicle 100 but at substantially the same or lower speed. When following a preceding vehicle, it corresponds to an upper limit value of an allowable target speed for maintaining an appropriate distance after the preceding vehicle. In some embodiments, it is conveniently allowed to implement active cruise control functionality in a convenient manner. Additionally or alternatively, the vehicle is further provided with means for viewing or reading the road ahead, and these means are configured to generate a signal indicative of the dominant road speed limit. If a road speed limit signal is available, this signal is also input to the minimizer function blocks 309, 409. In some embodiments, it is conveniently allowed to implement intelligent speed limit speed control functionality in a convenient manner.

A speed control system according to an embodiment of the present invention, such as that shown in FIG. 9, has the advantage that occupant comfort is maintained while the vehicle is driven on a highway. A known cruise control system 16 is employed in a vehicle in an embodiment of the present invention, which is provided with a cruise_set-speed value calculated as described with respect to FIG. Thus, existing cruise control system calibration is employed in some embodiments, reducing the cost of implementing some embodiments of the present invention. In some embodiments, this takes into account occupant excitation parameters to set a cruise_set-speed (and / or LSP_set-speed) value that is provided as an optional extra to the vehicle in a convenient manner. Conveniently tolerate features. That is, in some embodiments, features are provided without the need to substantially change the configuration of the LSP control function or cruise control function downstream of providing an LSP_set-speed or cruise_set-speed value. Other configurations are also useful.

In some embodiments, audio and / or visual indicators are provided to the driver when the Psng_Excit_v value drops below user_set-speed. The driver is required to provide confirmation input to the LSP control system 12 (or cruise control system 16) when the Psng_Excit_v value subsequently increases towards user_set-speed, and following this receipt, the LSP The control system 12 (or cruise control system 16) is subject to the limit set by the user_set-speed value and operates the vehicle 100 in response to the increased value of LSP_set-speed or cruise_set-speed.

FIG. 10A shows the console 184 of the vehicle 100 of FIG. The console has a user operable dial 187 that allows the user to provide control signals to the processor 185 associated with the LSP control system 12. The processor is operable to store and read data in the memory 186 associated with the LSP control system 12.

In the embodiment of FIG. 1, dial 187 allows adjustment (increase or decrease) of the parameter Psng_Excit value, which is input to function block 301 of FIG. In the present embodiment, the dial 187 is configured to generate an offset that is added to or subtracted from the Psng_Excit value input to the functional block 301. This has the effect of changing the level of occupant excitation, which is considered the optimal trade-off between occupant comfort and vehicle speed. Accordingly, the target acceleration tgt_accel value determined by the functional block 303 tends to accelerate the vehicle at a faster speed or decelerate at a lower speed based on whether the Psng_Excit value is reduced or increased.

In some alternative embodiments, dial 187 allows adjustment of the value of the reference signal, against which LSP control system 12 compares the current Psng_Excit value to determine the tgt_accel value. The system 12 obtains a difference value corresponding to the difference between the reference signal and the current Psng_Excit value, and obtains a tgt_accel value based on the difference value. Adjusting the value of the reference signal adjusts the difference value, and thus adjusts the tgt_accel value for a given Psng_Excit value.

The system 12 is configured to store data relating to user adjustment of the Psng_Excit value (or reference value in some embodiments as described above) and to associate the data with a particular user. The system 12 stores data corresponding to user adjustments in its memory and reads the data when there is a user. In some embodiments, the system 12 identifies between users, stores adjustment data set by each user, and retrieves the data in response to user identification. Users are identified by their seat adjustment configuration, key hob identity, face recognition, or based on any other suitable means.

The LSP control system 12 is also operable to receive data regarding vehicle seat occupancy. That is, data indicating whether a given seat of the vehicle other than the driver's seat is occupied. FIG. 10B is a plan view of the cabin of the vehicle according to the embodiment of the present invention showing the seats 101S to 105S. The LSP system 12 receives data corresponding to the state of the switch incorporated in the seat belt buckle 106 associated with each seat 101S-105S. If the switch status indicates that the buckle 106 is fastened, the LSP system 12 considers that the seat associated with the buckle is occupied. If the switch status indicates that the buckle 106 is not fastened, the LSP system 12 assumes that the seat associated with the buckle 106 is not occupied. Seat occupancy is determined in addition or alternatively by an infrared or visible light camera provided to observe the interior of each seat sensor or occupant compartment. Other means for determining sheet occupancy are also useful.

The system is configured to store data regarding seat occupancy when a user overrides the system 12 to increase or decrease vehicle speed for a given Psng_Excit value output by the circuit of FIG. The stored data includes information regarding the number of passengers, for example, data regarding whether there is one passenger or a plurality of passengers. On a future day, if the vehicle determines that the seat occupancy data stored by system 12 matches the current seat occupancy, system 12 is operable to read the data. Thus, if the user adjusts the system 12 to allow a faster speed when there is only one occupant and to allow a slower speed when there is more than one occupant, the system 12 In the future, the Psng_Excit value (or the value of the reference signal) is automatically adjusted in the same manner in the future.

Other configurations are also useful.

The embodiments described above are given by way of example only and are not intended to limit the invention, it being understood that the scope is defined in the appended claims.

Embodiments of the invention will be understood with reference to the following numbered paragraphs.

1. A speed control system for a vehicle, comprising an electrical controller, wherein the electrical controller:
Automatically operate the vehicle according to the target speed value,
Information related to the movement of at least a part of the vehicle body or at least a part of the occupant's body relative to the vehicle is received and the value of the target speed value is automatically adjusted based on the information.

2. The system of paragraph 1, wherein the electrical controller is configured to receive an electrical signal indicative of movement of at least a portion of the vehicle or at least a portion of the occupant's body relative to the vehicle, thereby at least a portion of the vehicle body. Alternatively, it is configured to receive information related to movement of at least a portion of the occupant's body relative to the vehicle.

3. The system of paragraph 1, wherein the electrical controller is configured to automatically operate the vehicle in response to the target speed value by outputting a signal to automatically adjust the value of the target speed value. .

4). The system of paragraph 2, wherein the controller is configured to determine a target speed value based at least in part on the signal indicative of the measured comfort level, wherein the signal indicative of the measured comfort level is Or at least partly based on movement of at least part of the occupant's body.

5. The system of paragraph 4, wherein the controller is further configured to determine an amount by which the target speed is adjusted from the current value based at least in part on a signal indicative of the measured comfort level.

6). The system of paragraph 4, wherein the controller is configured to determine a target speed value based at least in part on the vehicle body pitch angular acceleration, the vehicle body roll angular acceleration, and the vehicle body heave acceleration.

7). The system of paragraph 4, wherein the controller is configured to determine a value of a signal indicative of a comfort level based at least in part on the vehicle body pitch angular acceleration, the vehicle body roll angular acceleration, and the vehicle body heave acceleration.

8). The system of paragraph 4, wherein the controller is selected from a steering angle, a vehicle speed, a steering angle as a function of vehicle speed, a driving slope value; a driving surface slope; and a vehicle suspension sound or amount of suspension warping. The target speed value is further determined based on at least one parameter related to vehicle movement.

9. The system of paragraph 4, wherein the controller is configured to determine a maximum speed value derived from comfort based on a signal indicative of the measured comfort level and at least one additional maximum speed value; The system is operable to cause the target speed value to be set to the lower of the maximum speed value derived from comfort and at least one additional maximum speed value.

10. 10. The system of paragraph 9, wherein at least one additional maximum speed value includes a user defined speed value corresponding to a maximum speed that the user desires to travel.

11. 10. The system of paragraph 9, wherein the at least one additional maximum speed value includes a speed value that is a maximum speed that matches a current value of at least one additional parameter related to vehicle movement on the terrain.

12 The system of paragraph 4, wherein the controller is configured to iteratively adjust the target speed value to reduce a difference between the signal indicative of the measured comfort level and a default or specified value range. .

13. 13. The system of paragraph 12, wherein the controller is configured to adjust the value of the target speed so that the difference between the signal indicative of the measured comfort level and the default or specified value range is reduced. A desired vehicle acceleration or speed change value is configured to be calculated based on the signal value indicative of the level.

14 The system of paragraph 4, wherein the electrical controller is configured to receive a user input electrical signal, and based on the user input electrical signal, the electrical controller further manipulates an amount to adjust the target speed value. Composed.

15. 15. The system of paragraph 14, wherein based on a user input electrical signal, the controller is configured to manipulate a signal value indicative of the measured comfort level, thereby controlling the amount by which the target speed value is adjusted. The

16. 15. The system of paragraph 14, wherein the controller is configured to manipulate the value of the reference signal based on the user input electrical signal, the controller further comprising a reference signal and a signal indicative of the measured comfort. And thereby configured to control the amount by which the target speed value is adjusted.

17. The system of paragraph 16, wherein the controller is configured to control an amount to adjust the target speed value based on a difference between the manipulated value of the reference signal and a signal indicative of the measured comfort.

18. The system of paragraph 1, wherein the controller is configured to adjust the target speed value based on data relating to seat occupancy.

19. The system of paragraph 1, further comprising an imaging device that monitors movement of at least a portion of the occupant's body.

20. A vehicle comprising the system according to paragraph 1.

21. A method of operating a vehicle speed control system, the method comprising:
Automatically operating the vehicle according to the target speed value;
Receiving information relating to movement of at least part of the vehicle body or of at least part of the occupant's body relative to the vehicle; and automatically adjusting the value of the target speed value based on the information.

22. The method of paragraph 21 is further configured to determine a target speed value based at least in part on the signal indicative of the measured comfort level, wherein the signal indicative of the measured comfort level is at least part of the vehicle body. Alternatively, it is determined based at least in part on the movement of at least part of the occupant's body.

23. 23. The method of paragraph 22 comprising determining an amount by which the target speed is adjusted from the current value based at least in part on a signal indicative of the measured comfort level.

24. 23. The method of paragraph 22 including determining a target speed value based at least in part on vehicle body pitch angular acceleration, vehicle body roll angular acceleration, and vehicle body heave acceleration.

25. 24. The method of paragraph 21 including determining a value of a signal indicative of a comfort level based at least in part on the vehicle body pitch angular acceleration, vehicle body roll angular acceleration, and vehicle body heave acceleration.

26. 23. The method of paragraph 21, wherein steering angle, vehicle speed, steering angle as a function of vehicle speed, driving slope value; driving surface slope; and vehicle suspension sound or suspension warp are related to vehicle movement on terrain. Determining a target speed value further based on the at least one parameter.

27. The method of paragraph 21, wherein the maximum speed value derived from comfort is determined based on the signal indicative of the measured comfort level and at least one additional maximum speed value, and derived from comfort. It further includes setting the target speed value to the lower of the maximum speed value and the at least one additional maximum speed value.

28. 28. The method of paragraph 27, wherein the at least one additional maximum speed value includes a user-defined speed value corresponding to a maximum speed that the user desires to travel.

29. 28. The method of paragraph 27, wherein the at least one additional maximum speed value includes a speed value that is a maximum speed that conforms to a current value of at least one additional parameter related to vehicle movement on the terrain.

30. 24. The method of paragraph 21 further comprising iteratively adjusting the target speed value such that a difference between the signal indicative of the measured comfort level and a predetermined or prescribed value range is reduced.

31. The method of paragraph 30, wherein the measured comfort level is indicated to adjust the target speed value such that a difference between the measured comfort level signal and a predetermined or prescribed value range is reduced. The method further includes calculating a desired vehicle acceleration or speed change value based on the signal value.

32. The method of paragraph 21 further comprising manipulating an amount to adjust the target speed value based on user input.

33. 33. The method of paragraph 32, wherein manipulating an amount to adjust the target speed value includes manipulating a signal value indicative of the measured comfort level and controlling the amount to adjust the target speed value. .

34. The method of paragraph 32, comprising manipulating the value of the reference signal, comparing the reference signal with a signal indicative of the measured comfort, and thereby controlling the amount by which the target speed value is adjusted. .

35. 35. The method of paragraph 34, comprising controlling the amount by which the target speed value is adjusted based on the difference between the manipulated value of the reference signal and the measured comfort signal.

36. 24. The method of paragraph 23, further comprising adjusting the target speed value based on data relating to seat occupancy.

37. 24. The method of paragraph 21, comprising monitoring at least a portion of a vehicle occupant's body movement with an imaging device.

38. A carrier medium carrying a computer readable code for controlling a vehicle to perform the method of paragraph 21.

Consistent with the description and claims of this specification, the terms “comprising” and “including” and the use of these terms, eg, “comprising” or “comprising” include “but are not limited to” And is not intended (or excluded) to exclude other parts, additives, components, integrals, or steps.

Consistent with the description and claims of this specification, the single means plural unless the content demands the opposite. In particular, where indefinite articles are used, it is understood that the specification will consider multiple as well as single, unless the content requires the reverse.

A property, whole, feature, compound, chemical moiety or group described with a particular aspect, embodiment or example of the invention, unless otherwise inconsistent, may be implemented with any other aspect, implementation, or It is understood that the present invention can also be applied to the embodiments or examples.

Claims (40)

A speed control system for a vehicle,
Means for automatically operating the vehicle in accordance with the target speed value;
Means for receiving information relating to movement of at least part of the vehicle body or at least part of the occupant's body relative to the vehicle;
A system comprising means for automatically adjusting the value of the target speed value based on said information. The system of claim 1, wherein the means for automatically operating the vehicle in response to the target speed value comprises an electrical controller configured to automatically operate the vehicle in response to the target speed value. The means for receiving information relating to movement of at least a part of the vehicle body or at least a part of the occupant's body relative to the vehicle comprises an electrical signal indicative of the movement of at least a part of the vehicle or at least a part of the occupant's body relative to the vehicle. The system of claim 2, comprising an electrical controller configured to receive. The means for automatically adjusting the value of the target speed value based on the information comprises an electrical controller configured to output a signal to automatically adjust the value of the target speed value. 3. The system according to 3. The controller is configured to determine a target speed value based at least in part on a signal indicative of the measured comfort level, wherein the signal indicative of the measured comfort level is at least part of the vehicle body or at least of the occupant's body. 6. The system according to any one of claims 2-5, wherein the system is determined based at least in part on some movement. The system of claim 5, wherein the controller is further configured to determine an amount by which the target speed is adjusted from the current value based at least in part on a signal indicative of the measured comfort level. The system of claim 5 or 6, wherein the controller is configured to determine a target velocity value based at least in part on the vehicle body pitch angular acceleration, the vehicle body roll angular acceleration, and the vehicle body heave acceleration. 8. The controller according to any one of claims 5 to 7, wherein the controller is configured to determine a value of a signal indicative of a comfort level based at least in part on the vehicle body pitch angular acceleration, the vehicle body roll angular acceleration, and the vehicle body heave acceleration. The described system. The controller is at least one parameter related to the movement of the vehicle on the terrain selected from steering angle, vehicle speed, steering angle as a function of vehicle speed, driving slope value, driving surface slope, and the amount of vehicle suspension sound or warping. 9. The system according to any one of claims 5 to 8, configured to determine a target speed value further based on The controller is configured to determine a maximum speed value derived from comfort based on a signal indicative of the measured comfort level and at least one additional maximum speed value, and the system is configured to determine the maximum speed derived from comfort. 10. A system according to any one of claims 5 to 9, operable to cause the target speed value to be set to the lower of the value and at least one additional maximum speed value. The system of claim 10, wherein the at least one additional maximum speed value includes a user-defined speed value corresponding to a maximum speed that the user desires to travel. 12. A system according to claim 10 or 11, wherein the at least one additional maximum speed value comprises a speed value that is a maximum speed that matches a current value of at least one additional parameter related to vehicle movement on the terrain. 13. The controller according to any one of claims 5 to 12, wherein the controller is configured to iteratively adjust the target speed value so as to reduce a difference between the signal indicative of the measured comfort level and a predetermined or prescribed value range. The system described in the section. Based on the signal value indicating the measured comfort level, the controller may adjust the target speed value so that the difference between the signal indicating the measured comfort level and a predetermined or specified value range is reduced. The system of claim 13, wherein the system is configured to calculate a vehicle acceleration or speed change value. 15. A controller according to any of claims 1 to 14, wherein the controller is configured to receive a user input electrical signal, and based on the user input electrical signal, the controller is further configured to manipulate an amount to adjust the target speed value. The system according to one item. A controller is configured to receive a user input electrical signal, and based on the user input electrical signal, the controller is further configured to manipulate an amount to adjust the target speed value, and based on the user input electrical signal, 6. The controller of claim 1, claim 5 and other dependent claims, wherein the controller is configured to manipulate a signal value indicative of the measured comfort level and control an amount to adjust the target speed value. System. Based on the user input electrical signal, the controller is configured to manipulate the value of the reference signal, and the controller is further configured to compare the reference signal with a signal indicative of the measured comfort, thereby achieving the target The system of claim 16, wherein the system controls the amount by which the speed value is adjusted. The system of claim 17, wherein the controller is configured to control an amount to adjust the target speed value based on a difference between the manipulated value of the reference signal and the signal indicative of measured comfort. 19. A system according to any preceding claim, wherein the controller is configured to adjust the target speed value based on data regarding seat occupancy. 20. A system according to any one of the preceding claims, further comprising an imaging device that monitors movement of at least a portion of the occupant's body in use. A vehicle comprising the system according to any one of claims 1 to 20. A method for operating a vehicle speed control system, comprising:
Automatically operating the vehicle according to the target speed value;
Receiving information relating to movement of at least part of the vehicle body or at least part of the occupant's body relative to the vehicle; and automatically adjusting a value of the target speed value based on said information. Further comprising determining a target speed value based at least in part on the signal indicative of the measured comfort level, wherein the signal indicative of the measured comfort level is at least part of the vehicle body or at least part of the occupant's body. 23. The method of claim 22, wherein the method is determined based at least in part on the movement. 24. The method of claim 23, comprising determining an amount by which the target speed is adjusted from a current value based at least in part on a signal indicative of the measured comfort level. 25. A method according to claim 23 or 24, comprising determining a target velocity value based at least in part on vehicle body pitch angular acceleration, vehicle body roll angular acceleration, and vehicle body heave acceleration. 26. A method according to any one of claims 22 to 25, comprising determining a value of a signal indicative of a comfort level based at least in part on vehicle body pitch angular acceleration, vehicle body roll angular acceleration, and vehicle body heave acceleration. Further based on at least one parameter related to the movement of the vehicle on the terrain selected from steering angle, vehicle speed, steering angle as a function of vehicle speed, driving slope value; driving surface slope; and vehicle suspension noise or amount of suspension warpage 27. A method according to any one of claims 22 to 26, comprising determining a target speed value. Determining a maximum speed value derived from comfort based on a signal indicative of the measured comfort level and at least one additional maximum speed value; and a maximum speed value derived from comfort and at least one additional maximum value 28. A method according to any one of claims 22 to 27, further comprising setting a target speed value to a lower speed value. 30. The method of claim 28, wherein the at least one additional maximum speed value includes a user-defined speed value corresponding to a maximum speed that the user desires to travel. 30. The method of claim 28 or claim 29, wherein the at least one additional maximum speed value comprises a speed value that is a maximum speed that matches a current value of at least one additional parameter associated with vehicle movement on the terrain. . 31. The method according to any one of claims 22 to 30, further comprising iteratively adjusting the value of the target speed such that a difference between the signal indicative of the measured comfort level and a predetermined or prescribed value range is reduced. The method described. Acceleration of the desired vehicle based on the measured comfort level signal value to adjust the target speed value so that the difference between the measured comfort level signal and the default or specified value range is reduced. 32. The method of claim 31, further comprising calculating a speed change value. 33. A method according to any one of claims 22 to 32, further comprising manipulating an amount to adjust the target speed value based on user input. Further comprising manipulating an amount to adjust the target speed value based on user input, manipulating the amount to adjust the target speed value manipulates the value of the signal indicative of the measured comfort level, thereby 24. A method according to claim 23 or a claim dependent thereon, wherein the amount by which the target speed value is adjusted is controlled. 35. The method of claim 34, comprising manipulating the value of the reference signal and comparing the reference signal with a signal indicative of the measured comfort, thereby controlling the amount by which the target speed value is adjusted. 36. The method of claim 35, comprising controlling an amount to adjust the target speed value based on a difference between the manipulated value of the reference signal and the signal indicative of measured comfort. 37. A method according to any one of claims 22 to 36, further comprising adjusting a target speed value based on data relating to seat occupancy. 38. A method according to any one of claims 22 to 37, comprising monitoring movement of at least a part of a vehicle occupant's body with an imaging device. A carrier medium carrying a computer readable code for controlling a vehicle to carry out the method of any one of claims 22 to 38. A system, vehicle or method substantially as described above with reference to the accompanying drawings.