SE539309C2 - Method and system for adapting a vehicle's acceleration when driving the vehicle along a route - Google Patents

Abstract

SUMMARY The present invention relates to a method of adjusting the acceleration of a vehicle when driving the vehicle along a route, (S1) along the route of the vehicle; determining (S2) acceleration to reach a prescribed target speed at such a determination comprising the steps of: continuously determine the occurrence of speed-limiting phenomena and in the case of a determined speed-limiting phenomenon, the required speed-limiting phenomenon. The method is characterized in that, when a determined speed limiting phenomenon is preceded by a descending path portion positively accelerating affecting vehicle driving resistance where the speed of the vehicle initially falls below said target speed, the step of determining (S2a) the necessary acceleration including including the step includes The present invention also relates to a system for adapting the acceleration of a vehicle when driving the vehicle along a roadway. The present invention also relates to a motor vehicle. The present invention also relates to a computer program and a computer program product. (Fig. 4b)

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to a method of adapting a vehicle according to the invention of a vehicle for adapting a vehicle to a vehicle. when the vehicle is driven along a roadway. The invention also relates to a motor vehicle. The invention also relates to a computer program and a computer program product.

BACKGROUND Cruise control and similar driver support are becoming increasingly intelligent. Today, there are multiple systems on the market that use map data to drive the vehicle in a fuel-efficient way. However, these systems are adapted to substantially ensure what the topography looks like, which in practice makes them functionally suitable for use on motorways and corresponding roads.

Today's system is based entirely on a driver - set setpoint speed. The topology - based cruise control is only allowed to deviate from this by a certain number of percent or km / h. If the vehicle in question were to drive onto a minor road with curves and speed limits, it is advisable to close the exit holder as the driver still needs to brake before a possible curve. On smaller roads with many curves, it is also difficult for single drivers to drive optimally from a fuel economy perspective. This is because it is often difficult to see what is happening behind the nearest curve.

US20040068359 discloses a predictive cruise control that utilizes the vehicle's current position as well as the upcoming terrain to save fuel and to increase driving comfort. Aspects such as road curvature and whether the vehicle is on its way up or down a hill are taken into account. One strategy is to prevent unnecessary braking and to be able to maintain optimal driving in order to save fuel.

OBJECT OF THE INVENTION An object of the present invention is to provide a method and system for adapting a vehicle's acceleration when driving the vehicle along a hilly route which enables safe and comfortable driving of the vehicle in speed limiting phenomena such as curves.

A further object of the present invention is to provide a method and a system for adapting a vehicle's acceleration when driving the vehicle along a hilly and curvy route as the increased acceptance of drivers for driving the vehicle.

SUMMARY OF THE INVENTION These and other objects, which appear from the following description, are achieved by means of a method, a system, a motor vehicle, a computer program and a computer program product of the kind initially stated and further having the features set forth in the appended independent claims. Preferred embodiments of the method and system are defined in the appended dependent claims.

According to the invention, the objects are achieved with a method for adapting the acceleration of a vehicle when driving the vehicle along a route, comprising the steps of: continuously determining the occurrence of speed-limiting phenomena along the route of the vehicle; and a fixed speed limiting phenomenon determining the required acceleration to reach a prescribed target speed in such a determined speed limiting phenomenon. The method is characterized in that, when a fixed speed limiting phenomenon is preceded by a descending path portion positively accelerating affecting the driving resistance of the vehicle where the speed of the vehicle initially falls below said target speed, the step of determining required acceleration includes the step of determining said braking distance during the performance.

This enables improved driving of the vehicle on a hilly route with speed-limiting phenomena such as curves. Thus, by applying braking strategy based on characteristics of the descending path portion such as length and inclination of the path portion, smart use of brake means of the vehicle such as auxiliary brake, such as retarder, is thereby enabled to thereby increase the acceptance of drivers to thus drive the vehicle. This enables safe and comfortable driving of the vehicle in the case of speed-limiting phenomena following a descending section of road and consequently a speed-limiting phenomenon which follows from a crown drive with subsequent descent. Furthermore, this makes it possible to adjust acceleration to reach the prescribed target speed so that fuel economy performance is also taken into account and the shift between performance and fuel economy depending on how long before the speed limiting phenomenon selected braking strategy including certain braking process is initiated.By closing the vehicle in front of the vehicle route section can ensure comfort by ensuring that braking performance corresponding to comfortable driving is always obtained, or fast and thereby more sporty driving by ensuring that a more sporty braking process with shorter but stronger braking effect for faster driving is always obtained. According to a variant, the selected braking strategy is presented to the driver. The presentation can take place by any suitable means of presentation. The braking strategy is presented according to a variant visually. The visual presentation of the braking strategy is achieved according to a variant by means of a visual presentation means in the form of a display unit visible to the driver, where the display unit according to a variant is arranged in the instrument panel of the vehicle. The visual presentation braking strategy is achieved according to a variant by means of a visual presentation means in the form of a so-called "head-up display", ie. by means of superimposed information superimposed on the windshield. The braking strategy is presented according to one variant acoustically, ie. by means of an acoustic presentation means in the form of any suitable sound device. The presentation can consequently take place by any suitable means of presentation.

According to an embodiment of the method, said characteristics of said descending path portion include inclination and / or longitudinal extent. Hereby the braking strategy can be adapted with a suitable braking course so that in a relatively short and / or steep path portion a positive time in the descending relatively entails mainly a lack of acceleration when driving the vehicle along said route section at early achievement of a vehicle speed close to said target speed, and in the case of a relatively long and / or flat section of road a negative accelerating braking process / deceleration braking process in the downward travel process is activated.

According to one embodiment of the method, the step of determining braking strategy further comprises taking into account vehicle speed and / or driving resistance. This makes it possible to determine a more correct-required acceleration and consequently a more correct braking strategy. In this way, the braking strategy can be further adapted with a suitable braking course so that at a relatively high speed and / or a relatively large negative driving resistance a positive accelerating braking course is activated in a relatively braking effect which results in the descending section, a braking course with acceleration at high speed. achieving a vehicle speed close to said target speed, and at a relatively low speed and / or a relatively low negative driving resistance, a negative accelerating brake sequence / decelerating brake sequence is activated relatively late in the descending path section.

According to an embodiment of the method, said braking strategy comprises a first braking process, including the step of activating a braking action which results in a positively accelerating driving of the vehicle along said route section. This braking process is well suited for a relatively short and / or steep section of road and / or a relatively high speed and / or a relatively large negative driving resistance and comfortable driving while maintaining good fuel economy. This braking process can also correspond to a vehicle setting regarding the desired high degree of comfort.

According to an embodiment of the method, said braking strategy comprises a second braking process, including the step of activating a braking action which entails a substantial lack of acceleration when driving the vehicle along said route section. This braking process is well suited for driving the vehicle along said route section at early achievement of the vehicle speed close to said target speed and results in comfortable driving while maintaining good fuel savings. This braking process can also correspond to a vehicle setting regarding the desired high degree of comfort.

According to one embodiment of the method, said braking strategy comprises a third braking process including the steps of: initially allowing freewheeling of the vehicle; and subsequently activating a braking action which results in a negative-accelerating driving of the vehicle along said route section. This braking process is well suited for a relatively long and / or flat travel section and / or low speed and / or a relatively low negative time efficient performance. This braking process can also correspond to a vehicle setting driving resistance and results in good fuel savings as well as with the desired fast travel and thereby a lower degree of comfort.

According to an embodiment of the method, said first braking process is applied at a relatively steep slope and / or relatively small length extension of said road section and wherein said third brake process is applied at a relatively slight slope and / or relatively long extension of said road section, and in the event of close to said target speed.

According to one embodiment of the method, the step of determining the required acceleration for reaching the prescribed speed in the event of a performance speed limiting phenomenon takes place continuously. By determining the necessary acceleration continuously, it is ensured that the prescribed speed is achieved in a safe and comfortable manner. Furthermore, this continuously ensures that no required acceleration in the form of deceleration is missed.

According to an embodiment of the method, said speed-limiting phenomena include curvature of the route, whereby speed is prescribed based on the maximum permissible lateral acceleration of the vehicle. This enables safe driving of the vehicle in that the speed is adapted to cornering.

According to a method, said speed limiting phenomena altered speed limitation along the embodiment of includes the route of the vehicle. This ensures that adaptation to speed limits along the vehicle's route takes place in a safe and comfortable manner.

According to one embodiment of the method, the step of determining the required acceleration to reach the prescribed speed in the event of a performance speed limiting phenomenon comprises the step of continuously determining driving resistance along the route of the vehicle. This enables the determination of even more correctly required acceleration and thereby a more correct choice of braking strategy in the descending road section. Furthermore, more fuel-efficient driving of the vehicle is made possible in that, for example, reversing such as the said downhill road section can be used for free-rolling, positive-accelerating braking, braking with essentially no acceleration and decelerating braking depending on the degree of negative driving resistance, both unnecessary acceleration and acceleration. positive acceleration can be avoided and at the same time further improved comfort is achieved.

According to an embodiment of the method, the step of continuously determining the occurrence of speed-limiting phenomena along the vehicle's route takes place from a predetermined distance and / or time horizon in front of the vehicle along the route of the vehicle. This makes it possible to adapt the acceleration-involving choice of braking strategy prior to the performance of the descending road section, taking into account comfort, performance and fuel economy depending on how long before the speed-limiting phenomenon brake strategy in the form of braking processes in the descending road section is initiated, ie. depending on the distance and / or time horizon in front of the vehicle along the vehicle's route. Thus, speed limiting phenomena such as curvature from a predetermined distance and / or time horizon in front of the vehicle along the vehicle's route facilitate the determination of braking strategy which can be determined before the vehicle is closed. .

According to one embodiment, the method comprises the step of prescribing speed in the form of a speed profile along the route of the vehicle and of continuously executing said speed profile by continuously determining said required acceleration. This further improves the possibility of driving the vehicle safely and comfortably in the event of speed-limiting phenomena.

According to one embodiment, the method comprises the step of controlling the vehicle speed so that a speed associated with said target speed is allowed to be higher than the target speed with a certain offset, said offset being adjusted so that a relatively larger offset is allowed in non-safety critical speed limiting phenomenon and a relatively smaller offset speed limit. This makes it possible in a flexible way to adapt the driving of the vehicle for fuel-efficient driving in the case of non-safety-critical speed-limiting phenomena such as changed speed limitation along the vehicle's route and safe driving in the case of safety-critical speed-limiting phenomena such as curvature. By thus controlling the speed of the vehicle, a more comfortable driving of the vehicle is obtained in this respect in that braking with critical speed-limiting phenomena can be avoided. For non-safety-critical speed-limiting phenomena, the driver himself can allow the desired offset to be set, depending on, for example, the desired driving comfort and fuel economy when driving the vehicle. The speed of the vehicle is hereby allowed to vary relative to the target speed within certain limits up to a speed higher than the target speed with said offset. This is particularly advantageous when driving in hilly terrain. For example, a vehicle can be allowed to roll up at a higher speed than the target speed on a downhill slope to save fuel. In particular, the limit is set, ie. said offset, for the permissible variation, in particular the upward variation towards a higher speed, in dependence on a speed limiting phenomenon.

According to an embodiment of, the method comprises the step of: in case the third brake process is applied, adjusting the speed of the vehicle so that the target speed is achieved at a prescribed section before the entrance of the curvature along the vehicle route; and, in case the first or second braking process is applied, adjusting the speed of the vehicle so that the target speed is reached at the section corresponding to the target speed. This enables safe and comfortable driving for a trustworthy experience in that the target speed is reached a time / distance before the target speed required in the curve in case the prevailing vehicle speed exceeds the target speed and efficient driving of the vehicle so that the correct target speed is achieved in the curve.

The embodiments of the system have the same advantages as the corresponding embodiments of the method mentioned above.

DESCRIPTION OF THE DRAWINGS The present invention will be better understood by reference to the following detailed description read in conjunction with the accompanying drawings, in which like reference numerals refer to like parts throughout the many views, and in which: Fig. 1 schematically illustrates a motor vehicle according to an embodiment of the present invention; Fig. 2 schematically illustrates a system for adapting a vehicle acceleration when driving the vehicle along a route according to an embodiment of the present invention; Fig. 3a schematically illustrates a curvature profile; Fig. 3b schematically illustrates velocity profiles for the curvature profile in Fig. 3a; Fig. 4a schematically illustrates a topology profile of a route including curvature portion; Fig. 4b schematically illustrates velocity profiles for the topology profile in Fig. 4a; Fig. 5a schematically illustrates a curvature profile in the form of a roundel; Fig. 5b schematically illustrates velocity profiles for the curvature profile in Fig. 5a; Fig. 6a schematically illustrates a velocity profile in cornering representing the target speed and the permitted speed above the target speed with a certain offset according to an embodiment of the present invention; Fig. 6b schematically illustrates a changed speed limitation representing target speed and permitted speed velocity profile at above the target speed with a certain offset according to an embodiment of the present invention; Fig. 7 schematically illustrates a block diagram of a method for adapting the acceleration of a vehicle when driving the vehicle along a single-lane road according to an embodiment of the present invention; and Fig. 8 schematically illustrates a computer according to an embodiment of the present invention.

DESCRIPTION OF PERFORMANCE FORIVIVES Here, the term "link" refers to a communication link which may be a monophysical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave link.

Here, the term "acceleration" refers to both positive and negative acceleration, ie. acceleration in the form of increasing speed and acceleration in the form of decreasing speed, ie. retardation.

Here, the term "positively accelerating braking sequence" and the term "braking action which results in positive accelerating driving of the vehicle" refer to a braking sequence in a descending lane section which positively accelerates 11 affects the vehicle's driving resistance where a braking action is activated so that the vehicle slows down in such an extension of the vehicle. positively accelerating affected acceleration is reduced, but where the acceleration is still positive so that the vehicle's speed increases when driving along the descending route section.

Here, the term "braking action which entails essentially lack of acceleration" refers to a braking process in a descending lane section which positively accelerates affects the vehicle's driving resistance where a braking action is activated so that the vehicle is braked to such an extent that the vehicle's acceleration is reduced. speed is reached, i.e. vehicle speed neither increases nor decreases with such braking action when driving along the descending section of road.

Here, the term "vehicle setting regarding desired degree of comfort when driving" refers to a setting of the vehicle which according to a variant is a driver set / desired setting which setting corresponds to single brake strategy, where the desired high degree of comfort results in braking strategy according to certain braking processes with relatively longer and braking effect with relatively lower braking force and the desired lower degree of comfort and thereby faster driving of the vehicle results in a certain braking process with a relatively shorter braking effect with relatively higher braking force. Setting for the desired high degree of comfort is called according to a variant comfort mode. Desired fast performance and thereby lower degree of comfort is referred to according to a variant sport mode. The term "vehicle setting regarding the desired degree of comfort when driving" is a setting of the vehicle which according to a variant consequently constitutes a manual setting for the desired degree of comfort, where the setting can be made by the driver or other operator.

Here, the term "continuous determination" refers, for example, in the determination "continuously determining the required acceleration to reach the prescribed target speed in the event of a velocity-limiting phenomenon" to 12 stepless determination or stepped determination, ie. where the determination is screened with a certain repetitive occurrence which may be regular and may be time-based or stretch-based.

Here, the term "speed limiting phenomena" refers to which any speed limitation of the vehicle is called. Speed-limiting phenomena along the vehicle's route, which means that a phenomenon involves curvature along the vehicle's route.

Speed limiting phenomenon includes speed limitation along the vehicle's route. Speed-limiting phenomenon includes a phenomenon such as a curvature or a speed limitation following the end closure and which causes the vehicle's movement in the downward section of the road to be affected in order to be able to reach the target speed phenomenon which the following closure entails. Speed limiting phenomena could also include other phenomena such as obstacles such as increased narrowing of roads, road work along the vehicle's route, speed obstacles with traffic congestion / risk of traffic jams, etc. the vehicle's route, deteriorating road surface, Here the term "speed speed speed limit" refers to speed speed speed limit phenomenon, for example a curvature, or a non-phenomenon, for safety-critical speed-limiting example a speed-limitation.

Here, the term "offset" refers to an upper limit for how much vehicle speed allowable speed limiting phenomenon. Said offset can be an arbitrary exceed a target speed corresponding to a monovalent value. Said offset can for a safety-critical speed limiting phenomenon be between 0.2-3 km / h, preferably between 0.3-2 km / h. The offset may for a non-safety critical speed limiting phenomenon be between 1-30 km / h. 13 Here, the term "controlling the speed of the vehicle so that a speed associated with said target speed is allowed to be higher than the target speed with a certain offset" refers to the speed being allowed to vary relative to the target speed within certain limits up to a speed higher than said offset.

Fig. 1 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The exemplary vehicle 1 consists of a heavy vehicle in the form of a truck. The vehicle can alternatively consist of any suitable vehicle such as a bus or a car. The vehicle includes a system I according to the present invention.

Fig. 2 schematically illustrates a block diagram of a system I for adapting a vehicle's acceleration when driving the vehicle along a route according to an embodiment of the present invention.

System I comprises an electronic control unit 100.

System I comprises means 1 for continuously determining occurring speed limiting phenomena along the route of the vehicle.

Said speed limiting phenomena include curvature of the return path. Said speed limiting phenomena include altered speed limitation along the route of the vehicle. The lane 110 for speed limiting phenomena along the vehicle's route according to continuously determining behavior of a variant includes a map information unit 112 comprising map data including characteristics of the roadway along the vehicle's route including speed limiting phenomena in the form of curvature of the vehicle.

The means 110 for speed limiting phenomena along the route of the vehicle includes according to continuously determining the occurrence of a variant means 114 for determining the position of the vehicle. The means 114 for determining the position of the vehicle comprises a geographical location determining system for continuously determining the position of the vehicle along the route. An example of a geographical location system can be GPS.

The map information unit 112 and the means 114 for determining the vehicle position are included according to a variant of means 110a for determining the path of the vehicle, wherein the means for determining the path of the vehicle is arranged to provide predetermined characteristics of the roadway along the vehicle path including speed limiting phenomena. Said map data of the map information unit 112 also includes topography characteristics of the roadway along the route of the vehicle.

Topography of the roadway includes descending road sections.

Consequently, the map information unit 112 and the means 114 for determining the position of the determining vehicle make it possible to continuously identify the vehicle's position and characteristics of the roadway, including speed limiting phenomena in the form of curvature and changed speed limitation along the vehicle's route and topography along the vehicle's endway.

The means 110 for speed-limiting phenomena along the route of the vehicle includes, according to continuously determining behavior, also variant camera means 116. The camera means 116 is arranged to detect characteristics of the roadway including speed-limiting phenomena in the form of curvature and altered speed limitation with vehicle limit. The camera means 116 is arranged to detect the shape of the path of the roadway including curvature of the roadway and / or road markings so as to determine curvature of the roadway along which the vehicle travels. The camera means 116 is arranged to detect topography of the roadway including ascending path sections, crest and descending path sections. The camera means 116 is arranged to detect road signs along the route of the vehicle including signs for speed limitation, the camera means 116 being arranged to determine changed speed limitation along the route of the vehicle by sensing signs for speed limitation. The camera means may include one or more cameras for detection.

Means phenomena 110 for determining the occurrence of speed limiting along the route of the vehicle include, according to a variant communication means for communication between the vehicle and other vehicles, the vehicle and other devices for communicating speed limiting phenomena such as a queue end or the like.

The means 110 for speed limiting phenomena along the route of the vehicle comprises means for continuously determining the behavior of performing said determination from a predetermined distance and / or time horizon in front of the vehicle along the route of the vehicle.

According to one embodiment, the means 110 for continuously determining the occurrence of speed limiting phenomena along the vehicle's route means predetermined means for performing said determining from a distance horizon in front of the vehicle along the vehicle's route, where the distance horizon is a suitable window in front of the vehicle. The stretch horizon is according to an embodiment of the order of a few hundred meters, for example about 500 meters in front of the vehicle along the vehicle's route.

According to a variant, the stretching horizon depends on the vehicle speed.

The stretching horizon is, according to a variant, dependent on the comfort and simultaneous efficient driving of the vehicle. By setting the distance horizon relatively shorter considerations, fuel economy considerations performance efficiency considerations, ie. how a faster negative acceleration / deceleration is required in the case of the occurrence of a speed-limiting phenomenon, which enables more time-efficient driving of the vehicle. By setting the stretching horizon relatively longer, a slower negative acceleration / deceleration is required in the event of a speed limiting phenomenon occurring, which enables more comfortable and / or fuel-efficient driving.

By setting the stretching horizon relatively shorter is required in cases where the speed-limiting phenomenon is preceded by a downhill slope and the vehicle before the downhill is brought to a speed that is lower than the target speed for the speed-limiting phenomenon, the choice of braking strategy can be affected, ie. which braking process is possible.

According to a variant, the system comprises means 120 for regulating the desired stretching horizon for the desired driving of the vehicle, where the desired stretching horizon corresponds to the desired driving mode such as economic mode, comfort mode, or high power mode. The means for regulating the desired stretching horizon according to an embodiment comprises an operating means for such regulation.

System I includes means 130 for continuously determining vehicle speed. The means 130 for continuously determining the speed of the vehicle according to a variant speedometer means.

System I includes means 140 for determining at required speed limiting phenomenon required acceleration to reach prescribed target speed in the event of a speed limiting phenomenon occurring. The joint 140 for determining the required acceleration to reach the prescribed target speed at a determined performance speed-limiting phenomenon is arranged for continuous determination. By continuously determining the required acceleration to reach the prescribed speed in the event of a performance-limiting phenomenon, a more velocity profile suitable from a performance point of view can be achieved. The means 140 for determining the required acceleration in order to reach the prescribed speed in the event of a behavior-limiting phenomenon from a predetermined distance horizon in front of the vehicle along the vehicle's route, apparently a variant based on the following equations: 1) v = v0 + a = l Here corresponds to v the the speed at a single speed limiting phenomenon, V0 current speed, at the time speed limiting phenomenon. Equation 1) applies from a time horizon. required acceleration and t position for it When calculating where determination takes place from a predetermined distance horizon need t (s) is solved according to equation 2): The distance s is obtained by: a * t2 3) s = v0> l By inserting equation 2) in equation 3) and solve the required acceleration a is obtained: Where vo is consequently the current speed, i.e. the speed at the beginning of the simulation and v is the prescribed speed according to the occurring speed limiting phenomenon after the distance s. The required acceleration a can be determined based on the prescribed speed v, current speed V0 and the distance s to the speed limiting phenomenon. The means 140 for determining the required acceleration to reach the prescribed speed in the event of an occurrence of a speed-limiting phenomenon includes means 142 for continuously determining the driving resistance along the route of the vehicle.

The means 142 for continuously determining travel resistance along the path of the vehicle suitably comprises means 142a for determining inclination resistance. The means 142a for determining inclination resistance includes or is included in means for determining topology along the route of the vehicle, i.e. the possible slope of the roadway along the route of the vehicle.

The means 142a for determining inclination resistance according to a variant comprises a map information unit comprising map data including characteristics of the roadway along the vehicle route including topology along the vehicle route, and means for determining the position of the vehicle, according to a variant including a geographical position determining vehicle position. The map information unit and the means for determining the position of the vehicle are constituted according to a variant of the map information unit 112 and the means 114 for determining the position of the vehicle.

The means 142 for continuously determining travel resistance along the route of the vehicle suitably comprises means 142b for determining the frictional characteristics of the driveline of the vehicle. The means 142b for determining the frictional characteristics of the driveline of the vehicle includes means for determining speed differences in the wheels during driving / braking, so-called slip. Slip is determined by determining speed differences in the wheels, for example by sensor means measuring rotational speed of the wheels.

The means 142 for continuously determining travel resistance along the route of travel of the vehicle suitably comprises means 142c for determining air resistance. The means 142c for determining air resistance includes modeling means for the tax air resistance by means of coefficient of air resistance as well as vehicle characteristics including front area and vehicle speed squared. The means 142c for determining air resistance comprises, according to a variant, sensor means for measuring the incoming air with regard to the vehicle geometry, including air deflector devices for air resistance reduction.

The means 142 for continuously determining travel resistance along the path of the vehicle suitably comprises means 142d for determining rolling resistance. The means 142d for determining rolling resistance includes modeling means for estimating the rolling resistance by means of vehicle characteristics including number of axles of the vehicle, vehicle weight, and, where applicable, tire type.

The means 142 for determining driving resistance Fæs includes calculation means. According to a variant, the calculating means is arranged to determine an average value of the acceleration contribution, afesavg which the driving resistance generates over a current stretching horizon s. The stretching horizon s may be spaced from the vehicle to the accelerator. This is done in accordance with: _ fgsFresßïyd-s') aresavg _ “m The total required acceleration am, which is required will thus be: 172_17š + fäFresÜyd-ï 6) atotcg) = a + aresavg = Zåks sáñm The required acceleration can thus be determined based on at an average driving resistance. In this way, unnecessary deceleration of the vehicle can be avoided.

The means 140 for determining the required acceleration for reaching the prescribed speed in the event of an occurrence of speed limiting phenomenon including a variant means 144 for determining the required brake deceleration. The required brake deceleration abmke is determined in the same way according to: Vbrakez _ (27) abra + aresavg) where vbmke according to a variant could be a modified prescribed speed / target speed. Through the latter max-expression max (0, aæsavg) any braking force from the driving resistance is utilized in an efficient manner and braking does not take place unnecessarily.

Vbmke is used to be able to distinguish between the prescribed speed v and the braking speed, ie. a speed of the vehicle that requires braking action. The prescribed speed v may be a reference speed. For example, a 50 km / h downhill slope causes the vehicle to roll up at a speed above 50 km / h. the reference speed is set before a 50-degree distance, but a Brake speed Vbmke can then for example be set to 60 km / h so that the vehicle is allowed to roll out and that brake activation does not take place until the vehicle reaches 60 km / h, which results in more fuel-efficient driving of the vehicle.

When an established speed limiting phenomenon is preceded by a descending path portion positively accelerating affecting vehicle driving resistance where the vehicle speed is initially below said target speed, for example when the vehicle in front of the descending path portion throttles the fuel supply so that the vehicle rolls and thus in the fuel the speed limiting phenomenon, it is possible to utilize the braking strategy according to the present invention in order to thus improve the driving of the vehicle. Figs. 4a and 4b illustrate an example of such a scenario and different braking strategies.

The means 140 for determining the required acceleration here includes means 146 for determining the braking strategy. The means 146 for determining the braking strategy comprises determining based on the characteristics of said descending path portion. The means 146 for determining the braking strategy based on the characteristics of said descending path section could be included in the means 144. The means 146 for determining the braking strategy includes determining based on the vehicle setting regarding the desired degree of comfort during driving. The vehicle setting can be a setting for a high degree of comfort, also called comfort mode, or a setting for faster travel and a lower degree of comfort, also called sport mode. The vehicle setting is, according to a variant, a setting of the vehicle set by the driver for desired comfort when driving, among other things, a descending section of road. The means 146 for determining braking strategy is according to a variant arranged to determine braking strategy taking into account both characteristics of said downhill travel section and vehicle adjustment regarding the desired degree of comfort when driving.

Said characteristics of the descending path portion include inclination and / or length extension of the path portion.

The means 146 for determining braking strategy based on the characteristics of said descending path portion includes means 146a for determining inclination of the descending path portion. The means 146a for determining the inclination of the closing portion according to one embodiment comprises a means 146a for determining the inclination of the closing portion according to an embodiment including camera means. map information unit.

The means 146 for determining braking strategy based on the characteristics of said descending path portion includes means 146b for determining the length extension of the descending path portion. The means 146b for determining the length of the lowering portion comprises, according to the embodiment, a map information unit. The means 146b for determining the length of the descending portion includes, according to one embodiment, camera means.

The means 146a and / or the means 146b according to a variant are included by or comprise the map information unit 112. The means 146a and / or the means 146 according to a variant are included by or include the camera means 116.

The braking strategy determining means 146 further includes means 146c for determining vehicle speed for taking into account vehicle speed. The means 146c for determining vehicle speed according to one embodiment comprises a 22 speedometer. The means 146c according to a variant is included by or includes the means 130 for determining the speed of the vehicle.

The means 146 for determining braking strategy further means 146d for determining driving resistance for taking into account driving resistance. The one-variant means 146d includes or includes the means 142 for continuously determining driving resistance.

System I includes means 150 for determining a maximum allowable. The means 150 for side acceleration comprises determining a predetermined maximum allowable lateral acceleration. determine a maximum permissible lateral acceleration, which is based on normal conditions relating to vehicle characteristics such as the length of the vehicle, width of the vehicle, vehicle composition of the vehicle, load distribution of the vehicle, center of gravity of the vehicle, and axle pressure of the vehicle and / or environmental characteristics, driving characteristics and the dosing characteristics of the road surface. The predetermined maximum permissible lateral acceleration is according to en2 m / s2. the lateral acceleration here consists of a predetermined maximum permissible embodiment in the order of magnitude The maximum permissible lateral acceleration. According to an alternative or complementary variant, the electronic control unit 100 included stored data on the maximum allowable lateral acceleration.

System 1 includes means 160 for prescribing speed based on the occurrence of speed limiting phenomena along the route of the vehicle.

The means 160 for speed limiting phenomena prescribing speed based on the behavior along the route of the vehicle suitably comprises means 162 for prescribing speed based on the maximum allowable side acceleration of the vehicle. The means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle comprises determining a maximum vehicle speed based on the maximum permissible lateral acceleration. 23 The prescribed speed thus corresponds to the maximum vehicle speed. By vehicle speed is meant here longitudinal vehicle speed.

The means 160 for prescribing speed based on the occurrence of speed limiting phenomena along the route of the vehicle suitably comprises means 164 for prescribing speed based on changed speed limitation along the route of the vehicle.

System I comprises means for prescribing speed in the form of a single-speed profile along the route of the vehicle. According to one embodiment, for speed limiting phenomena along the route of the vehicle, the means for prescribing speed comprises the means for prescribing speed in the form of a speed profile along the route of the vehicle. The hinge 160 is consequently arranged to prescribe the speed of the vehicle in the form of a speed profile.

System I further comprises means for continuously executing the prescribed speed profile by continuously determining the required acceleration. According to one embodiment, the means 160 for prescribing speed based on occurring speed limiting phenomena along the route of the vehicle comprises the means for continuously executing said speed profile by continuously determining said required acceleration. Accordingly, the link 160 is arranged to continuously execute said velocity profile by continuously determining said required acceleration.

Determination of maximum vehicle speed and the prescribed speed / speed profile based on the maximum permissible lateral acceleration uses information about the curvature of the roadway along the vehicle's route, using the following equation A): (A) vmaxçs) = Halatnnaxcsö / CCSN 24 where the maximum speed (s) s in front of the vehicle ocha, a¿ ,,, ax (s) is the maximum permissible lateral acceleration at distance s in front of the vehicle and c (s) is the curvature at distance s in front of the vehicle.

System I includes, according to a variant, means 170 for determining whether the initial required acceleration determined by means 140 is negative, i.e. requires deceleration of the vehicle, or positive, i.e. requires acceleration in the form of positive acceleration, where the means 170 also includes considering whether the initial acceleration, anow, is negative or positive, thereby distinguishing negative initially required acceleration from positive. According to a variant, this can be done according to: i) Initial acceleration request is negativewww = min (anowßßü) ii) Initial acceleration request is positivanow = sat (min (anow, a (s)), 0.10) Initial acceleration request positive according to ii) means that the vehicle initially wants to accelerate / the joint 170 speed limiting phenomenon appears within a predetermined time as the speed. arranged that, in the case of relatively short, where negative acceleration is required to reach this, depending on the current situation instead ensure that the current speed is maintained and instead wait for this speed reduction to thus avoid accelerating in case there is knowledge that in a short time will need to be braked. For example, amy., Could be determined according to ii) over a predetermined distance below the distance horizon, where such a predetermined distance according to a variant is of the order of 50m. In case the speed reduction is required to meet a speed limiting phenomenon within, for example, 100m or 5 seconds, the acceleration can be set to 0 until the requirement for negative acceleration becomes so great that a towing of the engine becomes necessary.

When cornering where the vehicle's speed before crest passage is reduced through reduced throttle / throttle supply so that the vehicle's speed before a descending route section is less than the target speed corresponding to the subsequent closing section the section portion speed limiting, the initial acceleration request may be positive.

System I includes means 180 for activating the braking strategy determined by means 146. The means 180 for activating braking strategy is arranged to activate a braking action for a braking process associated with the established braking strategy.

The braking strategy includes a first braking sequence, a second braking sequence and a third braking sequence. The first braking process involves activation of a single-brake action which results in a positively accelerating driving of the vehicle along the road section. The second braking process involves activating a substantially lack of acceleration. The third braking process involves allowing the vehicle to roll free so that a braking action which results in driving the vehicle along said route section. The speed higher than the target speed is achieved, as well as subsequent activation of the single-brake effect which results in a negative accelerating driving of the vehicle along the route section.

In the above-mentioned braking process according to the present invention, suitable braking means of the vehicle are used when activating the braking action. According to one version, the vehicle's auxiliary brake is used, for example retarder. According to one version, the vehicle's service brake is used. According to one embodiment, both auxiliary brake and service brake are used in the vehicle. 182 pre-braking action which results in a positively accelerating driving of the vehicle The first braking process includes means for activating one along the route section. The means 182 for activating a braking action according to the first braking process is arranged to activate the braking action relatively early along the descending path section and with such braking action the target speed is reached at the speed-limiting phenomenon.

The second braking process includes means 184 for activating a braking action which essentially results in a lack of acceleration when driving the vehicle along the route section. The means 184 for activating a single-brake action according to the second braking process is arranged to activate the braking action relatively early along the descending path section and with such a braking effect that the target speed is achieved at the speed-limiting phenomenon.

The third braking process includes means 186a for initially allowing roll-off of the vehicle; and means 186b for subsequently activating a single-brake action which results in a negative accelerating driving of the vehicle along the road section. The means 186b for activating a braking action according to the third braking process is arranged to activate the braking action relatively along the descending path section after the vehicle has been allowed to roll up to a speed above the target speed and with such braking action the vehicle is retarded so that the target speed is achieved.

The first braking process is intended to be applied at a relatively steep slope and / or a relatively small length extension of the route section. The first braking process is normally applied at relatively short time courses. According to one embodiment, the length extension of the descending path section when applying the first braking process is of the order of 50-200 meters, according to a variant about 100 meters. The first braking process can also, depending on the vehicle setting and the driver's desired setting for driving the vehicle, the setting for the first braking process corresponds to a comfort setting or comfort mode with a high degree of comfort. 27 The second braking process is intended to be applied at the early attainment of a single-vehicle speed close to the said target speed. According to a variant, the second braking process is also applied for relatively short periods of time. The second braking process is applied according to a variant with a length extension of the order of 300 m. The length extension can of course be longer or shorter. The second braking process can also be applied depending on the vehicle setting and in this case a setting desired by the driver in advance of the vehicle, where the driver setting for the second braking process also corresponds to a comfort setting or comfort mode with a high degree of comfort.

The third braking process is intended to be applied at a relatively slight slope and / or a relatively large length extension of the road section. The third braking process can also be applied depending on the vehicle setting and a setting desired by the driver for driving the vehicle therefore setting the vehicle for the third braking course setting. courage for the desire to get there faster and consequently with a lower degree of comfort.

The means 146 for determining braking strategy based on vehicle adjustment with respect to the desired degree of comfort during driving includes, according to a variant, determining braking strategy so that a vehicle setting for a high degree of comfort normally determines the first or second braking process and a vehicle setting for faster travel and more advanced driving. the braking process is determined.

In cases where the vehicle travels along a route and comes to a downhill section where the driving resistance is determined to be negative and consequently the vehicle is determined to roll with positive acceleration, where the occurrence of speed limiting phenomena is continuously determined along the vehicle route, where the determination of the vehicle is carried out. route and where the speed is prescribed in the form of a speed profile and the speed profile is executed 28 by continuously determining the required acceleration, the distance to the point of the speed limiting phenomenon can be determined by simulating different scenarios.

In this case, it is determined whether the case of the first braking process is to be applied by activating a braking effect which results in a positively accelerating driving of the vehicle along the route section.

The average time for the maneuver given the current speed V0, distance and acceleration a is: i) 0ma == 0t = s / v0ii) oma> 0 .-- a L? äa az aiii) oma <0 __ @ _ L? äa az a If consumes less than the given threshold value, ie. if t <T (v), the desired brake profile can be applied. It is normally not desirable to start braking until a certain time before the speed-limiting phenomenon, for example 10-20 seconds before. This can also depend on the extent of the route section, visibility distance of the route section, ie. how far the driver sees, as well as the condition of the road and any other parameters that may conceivably affect the driver's progress. If visibility is good, braking can take place earlier than in poor visibility. System I includes means 190 for determining whether the prevailing vehicle speed exceeds the target speed. The means for determining whether the prevailing vehicle speed exceeds the target speed includes means for comparing the prevailing vehicle speed with the target speed. includes means 200 for, in case the prevailing vehicle speed exceeds the target speed, adjusting the vehicle speed System I so that the target speed is reached at a prescribed section before curvature entry along the vehicle's route. The prescribed section before the curvature entrance along the route of the vehicle and the said section in the curvature thereby form a certain distance spmaim. See Figs. 3a and 3b as described below.

System I comprises means 210 for determining said prescribed sections before the entrance of the curvature along the route of the vehicle.

The means 210 for determining said prescribed section before the curvature entrance along the route of the vehicle comprises means 212 for determining said prescribed section before the entrance of the curvature along the vehicle route based on a prescribed absolute advance relative to the section corresponding to the counter-speed section. The distance spmaim corresponding to the distance between the section occurring in the curvature and the section before the curvature input is determined in this case by a predetermined distance, for example 20 meters.

The means 210 for determining said prescribed sections before the curvature entrance along the route of the vehicle comprises means 214 for determining said prescribed sections before the entrance of the curvature along the vehicle route based on a deceleration from a target vehicle speed said target speed.

The distance spæafm corresponding to the distance between the section occurring in the curvature and the section before the curvature input is determined according to a variant speed, speed limitation, ie. the target speed and can consequently be derived as a function of, for example, a time tpæafm, for example, where thus the vehicle must have reached this speed corresponding to the time tpææm before the speed begins to apply. The means 210 for determining said prescribed sections before the curvature entrance along the route of the vehicle comprises means 216 for determining said prescribed sections before the entrance of the curvature at the curvature entrance of the vehicle. against deceleration before said curvature.

The means 216 for determining said prescribed section before the curvature entrance along the route of the vehicle based on a section of the speed profile corresponding to deceleration before said curvature comprises means 216a for, in the case of section of the speed profile corresponding to deceleration said curvature being a predetermined section position before the response. , put a ceiling on the corresponding distance and / or time before the curvature enters.

The means 216a for, in the event of a section of the velocity profile corresponding to counter-deceleration before said curvature is a predetermined position before the section corresponding to the target speed, setting a ceiling of the corresponding distance and / or time before the curvature input comprises means for determining whether sections of the velocity profile correspond to the velocity profile. mentioned curvature against is a predetermined position before the target speed corresponding section.

When adjusting the speed of the vehicle so that the target speed is reached at a prescribed section before the entrance of the curvature along the route of the vehicle, a variant becomes the required acceleration in the form of deceleration as follows: f: Eesßç) * dSs * m 122- vä 2 * (5 _ Spreaim) “for (S) = 31 Fletardation by adjusting the speed of the vehicle so that the target speed is reached at a prescribed section before the entrance of the curvature along the route of the vehicle can take place earlier, ie. that the deceleration is initiated earlier against deceleration in order to achieve the target speed in curvature, and / or more powerfully so that the vehicle is retarded to the speed at the prescribed section on a shorter distance.

System I comprises means 220 for, in case the prevailing vehicle speed is less than or corresponding to the target speed, the speed of the adapting vehicle so that the target speed is reached at the section corresponding to the target speed.

System I comprises means 230 for controlling the speed of the vehicle so that a single speed associated with said target speed is allowed to be higher than the target speed with a certain offset.

The means 230 for controlling the speed of the vehicle so that a speed associated with said target speed is allowed to be higher than the target speed with a certain offset comprises means 232 for adjusting said offset so that a relatively larger offset is allowed at non-safety critical speed limiting phenomenon and a relatively smaller offset speed limit is allowed at safety offset.

Safety-critical phenomenon speed limitation when cornering. speed limitation includes Non-safety critical speed limiting phenomenon involves change speed limitation along the vehicle's route. In the event of a non-critical critical speed limiting phenomenon including changing speed limitation along the vehicle's route, the system I is configured so that the driver himself is allowed to set the offset to the desired level higher than the target speed.

According to a variant, a safety-critical speed-limiting phenomenon also includes other phenomena such as a narrowing road, road work along the vehicle's route, obstacles such as speed bumps along the vehicle's route, deteriorating road surface, increased traffic density / risk of queuing, etc.

The electronic control unit 100 is signal connected to the means 110 for continuously determining the occurrence of speed limiting phenomena along the route of the vehicle via a link 10. The electronic control unit 100 is from the means 110 representing data for speed limiting phenomena such as curvature via the link 10 arranged to receive or change a signal. the means 110a including the map information unit 112 and the means 114 for determining The electronic control unit 100 is signal connected to the position of the vehicle via a link 10a. The electronic control unit 100 is arranged via 110 representing map data for speed limiting phenomena in the form of the link 10a arranged to receive a signal from the mean curvature and changed speed limitation along the vehicle route and position data for position of the curvature relative to the vehicle.

The electronic control unit 100 is signal connected to the camera means 116 via a link 16. The electronic control unit 100 is arranged via the link 16 to receive a signal from the camera means 116 representing speed limiting phenomena including curvature data for the curvature of the roadway along the vehicle's travel path and data for changing vehicle travel.

The electronic control unit 100 is signal connected to the means 120 for regulating the desired stretching horizon for the desired driving of the vehicle via a link20. The electronic control unit 100 is arranged via the link 20 to receive a signal from the means 120 representing data for the desired stretching horizon.

The electronic control unit 100 is signal connected to the means 130 for continuously determining the speed of the vehicle via a link 30. The electronic control unit 100 is arranged via the link 30 to receive a signal from the means 33 130 for continuously determining the speed of the vehicle representing speed data for the current vehicle speed.

The electronic control unit 100 is signal connected to the means 140 for determining the determined speed limiting phenomenon to achieve the required acceleration in order to reach the prescribed speed in the event of a speed limiting phenomenon occurring via a link 40a. The electronic control unit 100 is arranged via the link 40a to receive a signal from the means 140 representing acceleration data for the required acceleration in order to reach the speed according to the determined speed-limiting phenomenon at the speed-limiting phenomenon.

The electronic control unit 100 is signal connected to the means 142 for continuously determining driving resistance along the path of travel of the vehicle via a link 42. The electronic control unit 100 is arranged via the link 42 to receive a single signal from the means 142 representing driving resistance data.

The electronic control unit 100 is signal connected to the means 142a for determining inclination resistance via a link 42a. The electronic control unit 100 is arranged via the link 42a to receive a signal from the means 142 representing slope data for inclination of the roadway along the vehicle route.

The electronic control unit 100 is signal connected to the means 142b for determining friction characteristics of the vehicle driveline via a link 42b. The electronic control unit 100 is arranged via the link 42b to receive a 142b friction characteristic of the vehicle driveline. signal from the means representing friction data for The electronic control unit 100 is signal connected to the means 142c for determining air resistance via a link 42c. The electronic control unit 100 inherits the link 42c arranged to receive a signal from the means 142 representing air resistance data of the vehicle along the roadway along the route of the vehicle. The electronic control unit 100 is signal connected to the means 142d for determining rolling resistance via a link 42d. The electronic control unit 100 is from the means 142 representing exchange resistance data for the vehicle along the roadway along via the link 42d arranged to receive a signal of the path of travel of the vehicle.

The electronic control unit 100 is signal connected to the means 140 for determining a fixed speed limiting phenomenon to achieve the required acceleration in order to reach the prescribed speed in the event of a speed limiting phenomenon occurring via a link 40b. The electronic control unit 100 is arranged via the link means 140 speed data for the current vehicle speed, data for speed limiting 40b arranged to send a signal to representative phenomenon and distance data to speed limiting phenomenon, as well as driving resistance data.

The electronic control unit 100 is signal connected to the means 144 for determining the required brake deceleration via a link 44. The electronic control unit 100 is arranged via the link 44 to receive a signal from the means 144 representing brake deceleration data for the required brake deceleration.

The electronic control unit 100 is signal-connected to the means 146 for determining braking strategy, among other things, based on the characteristics of the said downward section of the route via a link 46: 1. The electronic control unit 100 is arranged via the link 46: 1 to send a signal to the means 146 representing data for characteristics of the road section including length and / or inclination obtained from the means 112 and / or means 116, and / or vehicle speed data obtained from means 130 and / or data for driving resistance obtained from means 142.

The electronic control unit 100 is signal connected to the means 146a for determining the inclination of the descending path portion via a link 46a. The electronic control unit 100 is arranged via the link 46a to receive a single signal from the means 146a representing data for inclination of the path section.

The electronic control unit 100 is signal connected to the means 146b for determining the longitudinal extent of the descending path portion via a single link 46b. The electronic control unit 100 is arranged via the link 46b to receive a data representing the length of the route section from the means 146b signal.

The electronic control unit 100 is signal connected to the means 146c for determining vehicle speed for taking into account vehicle speed via a single link 46c. The electronic control unit 100 is arranged via the link 46c to receive a signal from the means 146c representing speed data for actual vehicle speed.

The electronic control unit 100 is signal connected to the means 146d for determining travel resistance for taking into account driving resistance via a link 46d. The electronic control unit 100 is arranged via the link 46d to receive a single signal from the means 146d representing travel resistance data.

The electronic control unit 100 is signal connected to the means 146 for determining braking strategy via a link 46: 2. The electronic control unit 100 is 146 representing data for determined braking strategy, where the braking strategy can via the link 4622 be arranged to receive a signal from a product of one of the first braking process, the second braking process or the third braking process, and depends on established characteristics of the descending and moving vehicle speed. driving resistance.

The electronic control unit 100 is signal connected to the means 150 for backlink 50. The electronic control unit 100 is arranged via the link 50 to receive a signal determining a maximum permissible side acceleration via a side acceleration data representing from the means 150 for maximum permissible side acceleration.

The electronic control unit 100 is signal connected to the means 160 for prescribing speed based on occurring speed limiting phenomena along the route of the vehicle via a link 60a. The electronic control unit 100 is arranged via the link 60a to send a signal to the means 160 representing data for speed limiting phenomena such as curvature and / or changed speed limitation.

The electronic control unit 100 is signal connected to the means 160 for prescribing speed based on occurring speed limiting phenomena along the route of the vehicle via a link 60b. The electronic control unit 100 is arranged via the link 60b to receive a signal from the means 160 corresponding to a speed profile as well as execution data for executing representative speed data for the prescribed speed speed profile.

The electronic control unit 100 is signal connected to the means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle and the curvature of the roadway along the route of the vehicle via a link 62a. The electronic control unit 100 is arranged via the link 62a to send a signal to the means 162 representing slow acceleration data for maximum permissible side acceleration and curvature data for curvature along the vehicle route.

The electronic control unit 100 is signal connected to the means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle and curvature via a link 62b. The electronic control unit 100 is from the means 162 representing speed data for a determined maximum vehicle speed via the link 62b arranged to receive a signal considering curvature and maximum permissible lateral acceleration.

The electronic control unit 100 is signal connected to the means 164 for prescribing speed based on changed speed limitation along the route of the vehicle via a link 64a. The electronic controller 100 is the vial link 64a arranged to send a signal to the means 164 representing acceleration data for the required longitudinal acceleration for the next changed speed limit. The electronic control unit 100 is signal connected to the means 164 for prescribing speed based on changed speed limitation along the route of the vehicle via a link 64b. The electronic control unit 100 is arranged via the link link 64b to receive a signal from the means 164 representing speed data for speed against the changed prescribed corresponding speed limitation.

The electronic control unit 100 is signal connected to the means 170 for determining whether an initial required acceleration is negative or positive via link 70. The electronic control unit 100 is arranged via the link 70 to receive a signal from the means 170 representing acceleration data negative / positive acceleration.

The electronic control unit 100 is signal connected to the means 180 for activating the braking strategy determined by the means 146 via a link 80. The electronic control unit 100 is arranged via the link 80 to send single signal to the means 180 representing activation data for activating the determined braking strategy.

The electronic control unit 100 is signal connected to the means 182 for activating a braking action according to the first braking process which results in positive accelerating driving of the vehicle along the route section via a link 82. The electronic control unit 100 is arranged via the link 82 to send a signal to the means 182 representing activation data according to the first braking process.

The electronic control unit 100 is signal connected to the means 184 for activating a braking action which mainly causes a lack of acceleration when driving the vehicle along the travel section via a link 84. The electronic control unit 100 is arranged via the link 84 to send a signal to the means 184 representing activation means data for activation the second braking process. The electronic control unit 100 is signal connected to the means 186a for initially allowing freewheeling of the vehicle via a link 86a. The electronic control unit 100 is arranged via the link 86a to send a signal to the means closing the route a certain distance and / or time and / or up to a certain representative data to allow the vehicle to roll along the speed exceeding the target speed.

The electronic control unit 100 is signal-connected to the means 186b means 186b to then activate a braking action which results in negative-accelerating driving of the vehicle along the route portion via a link 86b. The electronic control unit 100 is arranged via the link 86b to send a signal to the means 186b representing activation data for activating the braking action according to the third braking process.

The electronic control unit 100 is arranged to process said data pre-speed limiting phenomena and data for the desired stretching horizon co-velocity data and travel resistance data from the means 142 and send said data to the means 140 to determine the required acceleration to reach the prescribed speed at an occurring speed limiting speed.

The means 140 for determining the required acceleration to reach the prescribed speed in the event of a speed limiting phenomenon occurring is arranged to process said data from the electronic control unit 100 so as to determine the required acceleration.

The means 160 for speed limiting phenomena along the route of the vehicle is arranged to prescribe speed based on the behavior of said data for speed limiting phenomena such as curvature and / or changed speed limitation and side acceleration data for determining speed corresponding to a speed ratio profile and response rate data. to the electronic control unit. The electronic control unit 100 is according to one embodiment arranged to process said data for speed limiting phenomena and data desired distance horizon as well as speed data and travel resistance data from the means 142 and data for characteristics of the road section including data for at least some of the speed of the road. and travel resistance data to determine braking strategy including the braking sequence to be used. The electronic control unit 100 then transmits the selected braking strategy to the means 182, 184, 186a, 186b of the means 180 which is arranged to activate the braking action for the determined braking process.

The electronic control unit 100 is signal connected to the means 190 for determining whether the prevailing vehicle speed exceeds the target speed via link 90a. The electronic control unit 100 is arranged via the link 90a to send a signal to the means 190 representing speed data betraying speed as well as target speed data for target speed.

The means 190 for determining whether the prevailing vehicle speed exceeds the target speed is arranged to compare said speed data and the target speed data so as to determine the data for whether the prevailing vehicle speed exceeds the target speed.

The electronic control unit 100 is signal connected to the means 190 for determining whether the prevailing vehicle speed exceeds the target speed via link 90b. The electronic control unit 100 is arranged via the link 90b to receive a signal from the means 190 representing data for whether prevailing vehicle speed exceeds the target speed.

The electronic control unit 100 is signal connected to the means 200 for adjusting the speed of the vehicle so that the target speed is reached at a prescribed section before the entrance of the curvature along the route of the vehicle via a link 200a.

The electronic control unit 100 is arranged via the link 200a to send a signal to the means 200 representing data that the prevailing vehicle speed exceeds the target speed.

The electronic control unit 100 is signal connected to the means 200 for adjusting the speed of the vehicle so that the target speed is reached at a prescribed section before the entrance of the curvature along the route of the vehicle via a link 200b. The electronic control unit 100 is arranged via the link 200b to receive signal from the means 200. the speed of the vehicle so that the target speed is reached at a prescribed section before the entrance of the curvature along the route of the vehicle.

The electronic control unit 100 is signal connected to the means 210 for determining said prescribed section before the entrance of the curvature along the route of the vehicle via a link 210a. The electronic control unit 100 is via 2110 representing data for a determined prescribed section before the link 210a of the curvature is arranged to receive a signal from the means input.

The electronic control unit 100 is signal connected to the means 212 for determining said prescribed sections before the entrance of the curvature along the route of the vehicle based on a prescribed absolute advance relative to link 212a. The electronic control unit 100 is arranged via the link 212a to receive a section corresponding to the target speed via a signal from the means 212 for a determined prescribed section before the input of the curvature.

The electronic control unit 100 is signal connected to the means 214 for determining said prescribed section before the entrance of the curvature along the route of the vehicle based on a deceleration from a prevailing vehicle speed to said target speed via a link 214a. The electronic control unit 100 is arranged via the link 214a to receive a signal from the means 214 representing data for a determined prescribed section before the input of the curvature. The electronic control unit 100 is signal connected to the means 216 for determining said prescribed section before the entrance of the curvature along the route of the vehicle based on a section of the speed profile corresponding to deceleration before said curvature via a link 216x. The electronic control unit 100 is arranged via the link 216x to receive a signal from the means 216 representing data for a determined prescribed section before the input of the curvature.

The electronic control unit 100 is signal-connected to the means 220 for adjusting the speed of the vehicle so that the target speed is reached at the section corresponding to the counter-target speed via a link 220a. The electronic control unit 100 is arranged via the link 220a to send a signal to the means 220 representing data that the prevailing vehicle speed is less than or corresponds to the target speed.

The electronic control unit 100 is signal-connected to the means 220 for adjusting the speed of the vehicle so that the target speed is reached at the section corresponding to the counter-target speed via a link 220b. The electronic control unit 100 is arranged via the link 220b to receive a signal from the means 220 representing adaptation data for adapting the vehicle speed so that the target speed is achieved at the section corresponding to the target speed.

The electronic control unit 100 is signal connected to the means 230 for controlling the speed of the vehicle so that a speed associated with said target speed is allowed to be higher than the target speed with a certain offset via a single link 230a. The electronic control unit 100 is arranged via the link 230a to receive a signal from the means 230 representing speed data pre-speed associated with the target speed and higher than the target speed with a certain offset.

The electronic control unit 100 is signal connected to the means 232 for adapting said offset so that a relatively larger offset is allowed for non-safety critical speed limiting phenomenon and a relatively minor offset is allowed for safety critical speed limiting phenomenon via a link 232a. The electronic control unit 100 is arranged via the link 232a to the means 232 phenomenon, i.e. send a signal to representative data for the type of speed-limiting safety-critical speed-limiting phenomenon such as curvature or non-safety-critical speed-limiting phenomenon such as altered speed limitation along the route of the vehicle.

The electronic control unit 100 is signal connected to the means 232 for adapting said offset so that a relatively larger offset is allowed in the case of a non-safety critical speed limiting phenomenon and a relatively smaller offset is allowed in the case of a safety critical speed limiting phenomenon via a link 232b. The electronic control unit 100 is arranged via the link 232b to receive a signal from the means 232 representing offset data for which the offset on the vehicle speed higher than the target speed the vehicle is to be controlled based on the phenomenon is on whether the speed limiting safety critical or non safety safety.

According to one embodiment, the system I comprises presentation means, not shown, for presenting the selected braking strategy to the driver. The presentation can be done by any suitable means of presentation. According to a variant, the means of presentation includes a visual means of presentation. According to a variant, the visual presentation means comprises a display unit visible to the driver, where the display unit according to a variant is arranged in the instrument panel of the vehicle. According to a variant, the visual presentation means comprises single information. acoustically so-called "head-up display" for superimposed on the windshield According to a variant, the presentation means includes a presentation means in the form of any suitable sound unit.

Fig. 3a schematically illustrates a curvature profile in the form of an S-curve with a first curvature c1 with a radius of curvature r1 and a second curvature c2 with a radius of curvature r2. Fig. 3b schematically illustrates velocity profiles for the curvature profile in Fig. 3a determined by the system I according to the present invention. The speed-limiting phenomenon thus consists of a first and a second curvature.

The dotted line in Fig. 3b shows a reference velocity profile based on the determined required acceleration to achieve that prescribed velocity. The reference speed profile thus shows the speed request sent to the vehicle's engine based on the required acceleration. In this case, positive acceleration between the first and second curves is requested to increase the vehicle speed in order to request negative acceleration in connection with the second curvature to retard the vehicle to a speed allowable lateral acceleration.

The dashed line in Fig. 3b reflects the actual speed of the vehicle. This constitutes the executed speed profile based on the determined required acceleration based on speed-limiting phenomena in the form of the curvatures taking into account driving resistance, ie. how the vehicle's speed is controlled based on the required acceleration. In this case, the vehicle is accelerated between the first and second curves to increase the speed of the vehicle so that, in connection with the second curvature, it is decelerated to a speed adapted to the curve corresponding to the permissible lateral acceleration.

The solid line in Fig. 3b shows the speed profile based on the maximum permissible lateral acceleration. The solid line thus shows a velocity profile based on the velocity limiting phenomenon.

Fig. 4a schematically illustrates a topology profile for a route including curvature section. The route first has a sloping section followed by a crown and a closing section of the route. In connection with the descending route section, a speed-limiting phenomenon in the form of a curvature section follows. The curvature portion could, for example, correspond to the curvature c1 illustrated in Fig. 3a with the radius of curvature r1. 44 The route party has a certain characteristic with a slope oi and a longitudinal extent L. The slope d can vary and any variation in the slope is also taken into account.

Fig. 4b schematically illustrates velocity profiles for the topology profile in Fig. 4a.

The thick solid line in Fig. 4b shows the velocity profile based on the maximum permissible lateral acceleration.

The thin solid line in Fig. 4b reflects the actual speed of the vehicle. It constitutes the executed speed profile based on the determined required acceleration based on the speed limiting phenomenon in the form of the curvature topology including the descending road section, the inclination of the vehicle and the extent of the vehicle. how the speed of the vehicle is controlled based on the required acceleration.

A measure in the form of reduced throttle before the crest passage, ie. restriction of the vehicle's fuel supply, so that the vehicle's speed is allowed to decrease to a predetermined extent relative to a reference speed before the crest passage so that the vehicle's speed initially in the descending lane section falls below the target speed for the speed limiting phenomenon in the form of the curvature section. Through such a crown drive, reduced fuel consumption is obtained in the vehicle.

When driving the vehicle in connection with the descending route section before the speed-limiting phenomenon, an appropriate braking strategy is established based on characteristics of the descending route section, including the slope and extent of the route section. Furthermore, the speed of the vehicle and the driving resistance in the downhill section are taken into account.

The descending section of the road has a positive accelerating effect on the vehicle's driving resistance.

The dashed line shows a first braking process according to the braking strategy, in which braking action is activated early along the descending section, which braking effect results in positively accelerating driving of said section of said route so that the vehicle positively braking is accelerated from a speed less than the speed. and at the top a speed corresponding to the target speed. Any suitable braking means of the vehicle can be activated for such a positive accelerating braking action. According to one embodiment, the vehicle auxiliary brake is activated, for example, the vehicle's retarder and / or the vehicle's service brake.

The dotted line shows a second braking process according to the braking strategy, where a braking action is activated relatively early along the descending travel section, here somewhat later than activation of braking action according to the first braking process, where braking action according to the second braking process mainly lacks acceleration. The braking action according to the second braking process is activated in this case when the vehicle's speed corresponds to the prescribed target speed corresponding to the speed-limiting phenomenon in the form of the curve section and maintains the target speed through said braking action in the descending section to the curvature section. Any suitable braking means of the vehicle can be activated for such a positive-accelerating braking action. According to one embodiment, the vehicle's auxiliary brake is activated, for example the vehicle's retarder and / or the vehicle's service brake.

Where the first or second braking process is applied, the vehicle speed is adjusted according to one embodiment so that the target speed is achieved at the section corresponding to the counter-target speed.

The dotted line shows a third braking process according to the braking strategy, in which case initially rolling was allowed in the vehicle along a certain distance of the descending section of the road causing positive acceleration in the vehicle so that the vehicle reaches a speed exceeding the prescribed target speed corresponding to the curvature. the braking effect is activated as a co-negatively accelerating driving of the vehicle along the said road section. Any suitable braking means of the vehicle can thereby accelerate braking action. According to one embodiment, the vehicle's service brake is activated. According to one embodiment, the vehicle's speed is adjusted when the third brake process is applied so that the target speed is reached at a prescribed section Spmaim before the curvature portion entrance along the vehicle's route. Such an embodiment is described above with reference to Fig. 2 and below with reference to Figs. 5a-b.

When applying the third braking process, the speed of the vehicle is controlled according to the embodiment so that a speed associated with said target speed is allowed to be higher than the target speed with a certain offset, where said offset is adjusted so that a relatively larger offset is allowed in a non-safety critical speed limiting phenomenon. in the case of a safety-critical speed limiting phenomenon such as the curvature portion according to Figs. 4a-b. Such an embodiment is described above with reference to Fig. 2 and below with reference to Figs. 6a-b.

The first braking process is advantageously used in the case of a relatively steep slope and / or a relatively small length extension of said route section. The second braking process is advantageously applied when an vehicle speed close to said target speed is reached early. The second braking process is also applied in the case of a relatively steep slope and / or a relatively small length extension of said route section. The third brake process is applied in the event of a relatively and / or slight inclination of a relatively large length extension of said route section. Fig. 5a schematically illustrates a curvature profile in the form of a disc with a certain radius of curvature. The vehicle is driven on a roadway and the wide curve driving in the roundabout is intended to make a left turn in accordance with the direction of the arrow A.

Fig. 5b schematically illustrates velocity profiles for the curvature profile in Fig. 5 determined by the system I according to the present invention.

Here, a speed profile is determined based on the prevailing vehicle speed and comprising a target speed based on a maximum allowable side acceleration of the vehicle associated with a section P1 appearing in the curvature, here the roundabout, of the route.

In the case where the prevailing vehicle speed V0 exceeds the target speed v, the speed of the vehicle is adjusted so that the target speed v is reached at a prescribed section P2 before the entrance of the curvature, here the roundabout, along the route of the vehicle.

In the case where prevailing or corresponding to the target speed, adjust the vehicle speed so that the target speed is reached, the vehicle speed is less than the section corresponding to the target speed. The solid line in Fig. 5b consequently shows the determined speed profile based on maximum permissible lateral acceleration.

The dashed line in Fig. 5b here shows the desired speed profile pre-driving of the vehicle where the target speed v is reached at the prescribed section P2 before the entrance of the curvature, where section P2 is present a distance spæafm before section P1 in the curvature.

Fig. 5b illustrates how the prescribed section P2 determines the entrance curvature input along the vehicle's route based on a section of the maximum permissible lateral acceleration based speed profile corresponding to deceleration before said curvature, ie. in the area of initiation deceleration according to that velocity profile. 48 The dotted line in Fig. 5b shows the desired speed profile.

Fig. 6a schematically illustrates a velocity profile representing target velocity vmax and permissible velocity vmaxvwake over when cornering the target velocity with a certain offset voffse fl according to an embodiment of the present invention. 6b schematically illustrates a velocity profile at change rate limitation representing target velocity vmax and allowable velocity vmax, b, ake over the target velocity with some offset voffseæ according to one embodiment of the present invention.

Fig. 7 schematically illustrates a block diagram of a method for adapting the acceleration of a vehicle when driving the vehicle along a single-lane road according to an embodiment of the present invention.

According to one embodiment, the method for adapting a vehicle acceleration when driving the vehicle along a route comprises a first step S1.In this step, continuous occurrence of speed limiting phenomena along the route of the vehicle is determined.

According to one embodiment, the method for adjusting a vehicle acceleration when driving the vehicle along a roadway comprises a second step S2.In this step, at determined speed limiting phenomenon, required acceleration to reach a prescribed target speed at such a determined speed limiting behavior is determined.

According to one embodiment, the step of determining required acceleration, determining speed limiting the closing path portion positively accelerating affecting the vehicle when a phenomenon is preceded by a driving resistance where the speed of the vehicle is initially below said target speed or step S2a comprises determining the desired speed of the vehicle. of comfort during the performance. According to one embodiment of the method, said characteristics of said descending path portion include inclination and / or longitudinal extension.

According to one embodiment of the method, the step of determining braking strategy further comprises taking into account vehicle speed and / or driving resistance.

According to an embodiment of the method, said braking strategy comprises a first braking process, including the step of activating a braking action which accelerates driving of the vehicle along the positive path section.

According to an embodiment of the method, said braking strategy comprises a second braking process, including the step of activating a braking action which essentially causes a lack of acceleration when driving the vehicle along the road section.

According to one embodiment of the method, said braking strategy comprises a third braking process including the steps of: initially allowing freewheeling of the vehicle; and subsequently activating a braking action which results in a negative-accelerating driving of the vehicle along the route section.

According to an embodiment of the method, said first braking process is applied at a relatively steep slope and / or relatively small elongation of the road section and wherein said third braking process is applied at a relatively slight slope and / or relatively long extension of the road section, and wherein said second brake is applied during vehicle speed the aforementioned target speed.

According to one embodiment of the method, the step of determining the required acceleration for reaching the prescribed speed takes place in the event of a occurrence of speed-limiting phenomenon takes place continuously.

According to one embodiment of the method, said speed limiting phenomena include curvature of the route, speed being prescribed based on the maximum permissible lateral acceleration of the vehicle.

According to one embodiment of the method, board speed limiting phenomena include changing speed limitation along the route of the vehicle.

According to one embodiment of the method, the step of determining the required acceleration to reach the prescribed speed in the event of a performance speed limiting phenomenon comprises determining the step of continuous driving resistance along the route of the vehicle.

According to an embodiment of the method, the step of continuously determining the occurrence of speed-limiting phenomena along the vehicle's route takes place from a predetermined distance and / or time horizon in front of the vehicle along the route of the vehicle.

According to one embodiment, the method comprises the step of prescribing speed in the form of a speed profile along the route of the vehicle and of continuously executing said speed profile by continuously determining said required acceleration.

According to one embodiment, the method comprises the step of controlling the vehicle speed so that a speed associated with said target speed is allowed to be higher than the target speed with a certain offset, said offset being adjusted so that a relatively larger offset is allowed in non-safety critical speed limiting conditions and a relatively smaller offset. .

According to an embodiment of, the method comprises the step of: in case the third brake process is applied, adjusting the speed of the vehicle so that the target speed is achieved at a prescribed section before the entrance of the curvature along the route of the vehicle; and, in case the first or second braking process is applied, adjusting the speed of the vehicle so that the target speed is reached at the section corresponding to the target speed.

According to one embodiment of, the method comprises the step of presenting the selected braking strategy to the driver. The presentation of braking strategy can be skewed visually and or acoustically. The presentation can take place by any suitable means of presentation such as visual means of presentation and / or acoustic means of presentation. Referring to Fig. 8, a diagram of an embodiment of a device 500 is shown. The control unit 100 described with reference to Fig. 2 may in one embodiment comprise the device 500. The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read / write memory 550,530 in which a computer program, such as an operating system, is stored to control function The non-volatile memory 520 has a first memory portion of the device 500. Further, the device 500 includes a bus controller, a serial communication port, I / O means, an A / D converter, a time and date input and transfer unit. , an event counter and one-stop controller (not shown). The non-volatile memory 520 also has another memory portion 540.

A computer program P is provided which includes routines for adapting the acceleration of a vehicle when driving the vehicle along a route according to the innovative method. Program P includes routines for continuously determining the occurrence of speed-limiting phenomena along the vehicle's route. The program P includes routines for determining the required acceleration in the event of a determined speed-limiting phenomenon in order to achieve a speed-limiting phenomenon. The program P comprises routines for when a prescribed target speed in such a behavior determined speed-limiting phenomenon is preceded by a descending path portion positively accelerating affecting the driving resistance of the vehicle where the speed of the vehicle initially falls below said target speed or determines the necessary acceleration. The vehicle P comprises routines for performing the embodiments of the method in accordance with Fig. 7. The program P may be stored on an executable visor in a compressed manner in a memory 560 and / or in a read / write memory 550. .

When it is described that the data processing unit 510 performs a certain function, it is understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.

The data processing device 510 can communicate with a data port 599 via the data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via the data bus 511. the data processing unit 510 via a data bus unit 510. To the data port 599, the read / write memory 550 is arranged to communicate with e.g. the links connected to the control unit 100 are connected.

When data is received on the data port 599, it is temporarily stored in the second memory portion 540. When the received input data is temporarily stored, the data processing unit 510 is arranged to perform code execution in the manner described above. The received signals on the data port 599 can be used by the device 500 to continuously determine the occurrence of speed limiting phenomena along the route of the vehicle. The received signals on the data port 599 can be used by the device 500 for determining a fixed speed limiting phenomenon to achieve the required acceleration speed in order to reach a prescribed target speed in such a determined speed limiting phenomenon. The received signals on the data port set downlink 599 can be used by the device 500 to then a speed limiting phenomenon preceded by a path portion positively accelerating affecting the driving resistance of the vehicle where the speed of the vehicle is initially below said target speed or determining the required amount of acceleration. vehicle setting regarding the desired degree of comfort during driving. The received signals at the data port 599 can be used by the device 500 to perform the embodiments of the method of Fig. 7.

Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 which runs the program stored in the memory 560 or read / write memory 550. When the device 500 runs the program, executions described herein.

The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described herein. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been selected and described to best explain the principles of the invention and its practical applications, thereby enabling one skilled in the art to understand the invention for various embodiments and with the various modifications appropriate to the intended use.

Claims (31)

A method of adjusting the acceleration of a vehicle (1) when driving the vehicle along a route, comprising the steps of: continuously determining (S1) occurring speed limiting phenomena along the route of the vehicle; and in the case of a fixed speed limiting phenomenon, determining (S2) the required acceleration to reach a prescribed target speed in such a determined speed limiting phenomenon, characterized in that, when a determined speed limiting phenomenon is preceded by a final driving condition, the driving component is positive. determining (S2a) required acceleration comprises the step of determining braking strategy based on characteristics of said downhill section and / or on vehicle setting regarding the desired degree of comfort during driving and said characteristics of said downhill section including slope and / or longitudinal inclination and / or. The method of claim 1, wherein the step of determining braking strategy further comprises taking into account vehicle speed and / or driving resistance. A method according to any one of the preceding claims, wherein said braking strategy comprises a first braking process including the step of activating a braking action which results in a positively accelerating driving of the vehicle along said route. A method according to any one of the preceding claims, wherein said braking strategy comprises a second braking process comprising the step of activating a braking action which essentially results in a lack of acceleration when driving the vehicle along said route. A method according to any one of the preceding claims, wherein said braking strategy comprises a third braking process including the steps of: initially allowing roll-off of the vehicle; and subsequently activating a braking action which results in a negatively accelerating driving of the vehicle along said route section. A method according to claim 5, wherein said first braking process is applied at a relatively steep slope and / or relatively small elongation of said route portion and wherein said third braking process is applied at a relatively slight slope and / or relatively large length extension of said traversing path, achieving a vehicle speed close to said target speed. A method according to any one of the preceding claims, wherein the step of determining the required acceleration to reach the prescribed speed in the event of an occurrence speed limiting phenomenon takes place continuously. A method according to any one of the preceding claims, wherein said speed limiting phenomena include curvature of the route, wherein speed is prescribed based on the maximum permissible lateral acceleration of the vehicle. A method according to any one of the preceding claims, wherein said speed limiting phenomena include altered speed limitation along the route of the vehicle. A method according to any one of the preceding claims, wherein the step of determining the required acceleration to reach the prescribed speed in the event of a performance speed limiting phenomenon comprises the step of continuously determining driving resistance along the route of the vehicle. A method according to any one of the preceding claims, wherein the step of continuously determining the occurrence of speed limiting phenomena along the route of the vehicle takes place from a predetermined distance and / or time horizon in front of the vehicle along the route of the vehicle. A method according to any one of the preceding claims, comprising the step of prescribing speed in the form of a speed profile along the route of the vehicle and continuously executing said speed profile by continuously determining said required acceleration. A method according to any one of the preceding claims, comprising the step of controlling the vehicle speed so that a speed associated with said target speed is allowed to be higher than the target speed with a certain offset, said offset being adjusted so that a relatively larger offset is allowed for non-safety critical speed limiting phenomenon and a relatively smaller offset. allowed in the event of a safety-critical speed-limiting phenomenon. A method according to any one of claims 5-13, comprising the steps of: in case the third brake process is applied, adjusting the speed of the vehicle so that the target speed is reached at a prescribed section before the entrance of the curvature along the route of the vehicle; and, if the first or second braking process is applied, adjust the speed of the vehicle so that the measuring speed is achieved at the section corresponding to the measuring speed. A system (1) for adjusting the acceleration of a vehicle (1) when driving the vehicle along a route, comprising means (110) for continuously determining the occurrence of speed limiting phenomena along the route of the vehicle; and means (140) for determining the required acceleration at a determined speed limiting phenomenon in order to reach a prescribed measuring speed for such a determined speed limiting phenomenon, characterized in that , the means (140) for determining required acceleration includes means (146) for determining braking strategy based on characteristics of said downward travel section and / or vehicle setting regarding the desired degree of comfort in driving and said characteristics of said downward flow path and including longitudinal travel distance including (146) in order to determine braking strategy means means (146a) for determining inclination of the road section and / or means (146b) for determining count the length of the route. The system of claim 15, wherein the means (146) for determining braking strategy further comprises means (146c) for determining vehicle speed and / or means (146d) for determining driving resistance for taking into account vehicle speed and / or driving resistance. A system according to any one of claims 15-16, wherein said braking strategy comprises a first braking process including means (182) for activating a braking action which results in positively accelerating driving of the vehicle along said road section. A system according to any one of claims 15-17, wherein said braking strategy comprises a second braking process including means (184) for activating a braking action which results in substantially no acceleration when driving the vehicle along said route portion. A system according to any one of claims 15-17, wherein said braking strategy comprises a third braking process including means (186a) for initially allowing freewheeling on the vehicle; and means (186b) for subsequently activating a braking action which results in negatively accelerating driving of the vehicle along said route portion. A system according to claim 19, wherein said first braking process is intended to be applied at a relatively steep slope and / or a relatively small length extension of said route section; and wherein said third braking process is intended to be applied at a relatively slight slope and / or a relatively large length extension of said road section; and wherein said second braking process is intended to be applied upon early attainment of a vehicle speed close to said target speed. A system according to any one of claims 15-20, wherein the means (140) for determining the required acceleration to reach the prescribed speed in the event of a performance limiting phenomenon occurs continuously. A system according to any one of claims 15-21, wherein said speed limiting phenomena include curvature of the route, wherein means (160) are provided for prescribing speed based on the maximum permissible lateral acceleration of the vehicle. A system according to any one of claims 15-22, wherein said speed limiting phenomena include changing speed limitation along the route of the vehicle. A system according to any one of claims 15-23, wherein the means (140) for determining the required acceleration to reach the prescribed speed in the event of a performance limiting phenomenon comprises means (142) for continuously determining driving resistance along the path of the vehicle. A system according to any one of claims 15-24, wherein the means (110) for continuously determining the occurrence of speed limiting phenomena along the vehicle route comprises means for performing said determination from a predetermined distance and / or time horizon in front of the vehicle path along the vehicle. A system according to any one of the preceding claims, comprising means for prescribing speed in the form of a speed profile along the route of the vehicle and means for continuously executing said speed profile by continuously determining said required acceleration. A system according to any preceding claim, means (230) for controlling the vehicle speed so that a speed associated with said target speed is allowed to be higher than the target speed with a certain offset, comprising means (232) for adjusting said offset so that a relatively larger offset is allowed in the case of a non-safety-critical speed-limiting phenomenon and a relatively minor offset, a safety-critical speed-limiting phenomenon was allowed. A system according to any one of claims 19-27, comprising means (212) for, for the third braking process being applied, adjusting the vehicle speed so that the target speed is reached at a prescribed section before the curvature entrance along the vehicle route and means (214) for the first or second braking process is applied, the speed of the adaptive vehicle so that the measuring speed is reached at the section corresponding to the measuring speed. A vehicle comprising a system (1) according to any one of claims 15-28. A computer program (P) for adjusting the acceleration of a vehicle when driving the vehicle along a route, said computer program (P) comprising program code which, when driven by an electronic control unit (100) or another computer (500) connected to the electronic control unit (100), the electronic control unit (100) is capable of performing the steps of claims 1-6. A computer program product comprising a digital storage medium which stores the computer program according to claim 30.