SE539778C2 - Procedure and system for adapting a vehicle's performance on a roadway in conjunction with cornering - Google Patents

Abstract

SUMMARY The present invention relates to a method for adapting the driving of a vehicle on a roadway in connection with cornering, comprising the step of determining (S1) the occurrence of speed limiting phenomena in the form of curvatures along the route of the vehicle. The method further comprises the steps of: determining (S2) a velocity profile based on prevailing vehicle speed and comprising a target speed based on a maximum permissible lateral acceleration of the vehicle associated with a sectional appearance in a curvature of the route; and, in the case of prevailing (S3) vehicle speed so that the target speed is reached at a prescribed section before vehicle speed exceeds the target speed, adjusting the curvature input along the vehicle's route. The present invention also relates to a system for adapting the driving of a vehicle on a roadway in connection with cornering. The present invention also relates to a motor vehicle. The present invention also relates to a computer program and a computer program product. (Fig. 4)

Description

The invention relates to a method for adapting a vehicle driving on a roadway in connection with cornering according to the preamble of claim 1. The invention relates to a system for adapting the driving of a vehicle on a roadway in connection with cornering. 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 these functions 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.

EP2527222 discloses driver assistance for controlling the speed with respect to curve data, produced with navigation data or ambient sensor, where the speed is adjusted before a curve to a position in the curve.

OBJECT OF THE INVENTION An object of the present invention is to provide a method and system for adapting the driving of a vehicle on a roadway in conjunction with cornering which enables safe and comfortable driving.

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 driving of a vehicle on a roadway in connection with cornering, comprising the step of determining the occurrence of speed limiting phenomena in the form of curvatures along the vehicle path, further comprising the steps of: determining a speed profile based on prevailing vehicle speed. at a maximum allowable lateral acceleration of the vehicle associated with a section appearing in a curvature of the route; and, in case the prevailing vehicle speed exceeds the target speed, 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. This enables safe and comfortable driving for a trusting experience in that the target speed is reached a time / distance before the target speed required in the curve.

According to one embodiment, the method comprises the step of, 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. This enables efficient driving of the vehicle so that the correct target speed is achieved in the curve.

According to one embodiment, the method comprises the step of determining sections prescribed by the board before the entrance of the curvature along the route of the vehicle based on a prescribed absolute advance relative to the section corresponding to the counter-target speed. This enables a simple and effective way of prescribing the section before the entrance of the curvature.

According to one embodiment, the method comprises the step of determining sections prescribed by the board before the entrance of the curvature along the route of the vehicle based on a deceleration towards from a prevailing vehicle speed to the board target speed. This enables a simple and efficient way of prescribing the section before the entrance of the curvature.

According to one embodiment, the method comprises the step of determining the prescribed sections before the entrance of the curvature along the route of the vehicle based on a section of the speed profile corresponding to deceleration mentioned curvature. This enables a simple and effective way of prescribing the section before the entrance of the curvature.

According to an embodiment of the method, in the case where the section of the velocity profile corresponding to deceleration before said curvature is set, a predetermined position before the section corresponding to the target speed is set at a corresponding distance and / or time before the curvature is entered. unnecessarily long distance before the curvature.

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 driving on a roadway in connection with cornering according to an embodiment of the present invention; Fig. 3a schematically illustrates a curvature profile in the form of a roundel; Fig. 3b schematically illustrates velocity profiles for the curvature profile in Fig. 3a; Fig. 4 schematically illustrates a block diagram of a method of pre-adapting a vehicle driving on a roadway in connection with cornering according to an embodiment of the present invention; and Fig. 5 schematically illustrates a computer according to an embodiment of the present invention.

DESCRIPTION OF EMBODIMENTS Here, the term "link" refers to a communication link which may be a physical 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 "continuous determination" refers, for example, to the determination "continuously determining the occurrence of speed-limiting phenomena in the form of curvatures along the vehicle's route" to stepless determination or step-by-step determination, ie where the determination takes place with a certain repetition occurrence.

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 comprises a system I according to the present invention.

Fig. 2 schematically illustrates a block diagram of a system I for adapting the driving of a vehicle on a roadway in connection with cornering according to an embodiment of the present invention. The system I comprises an electronic control unit 100.

System I includes means 110 for continuously determining occurring speed limiting phenomena in the form of curvatures along the route of the vehicle.

The means 110 for speed limiting phenomena in the form of curvatures along the vehicle 112 including map data including characteristics of the roadway along continuously determining the behavior of the route includes according to a variant a map information unit the vehicle's path including speed limiting phenomena in the form of curvature phenomena.

The means 110 for determining speed limiting phenomena in the form of curvatures along the continuously occurring exit path of the vehicle includes, according to a variant, means 114 for determining the position of the vehicle. The vehicle 114 means for determining the position of the vehicle includes a geographic positioning 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 route of the vehicle, wherein the means for determining the route of the vehicle is arranged to provide predetermined characteristics of the roadway along the vehicle's route including speed limiting conditions. the roadway curves along the vehicle's route. Mentioned topography along the route of the vehicle.

Accordingly, 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 position and the characteristics of the road surface, including speed-limiting phenomena in the form of curvatures.

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 curvatures. The camera means 116 is arranged to detect the shape of the path of the roadway, including the curvature of the roadway and / or road markings, so as to determine the curvature of the roadway along which the vehicle travels. The camera means may include one or more cameras for detection.

The means 110 for determining speed-limiting phenomena in the form of curvatures along the vehicle's continuous path of travel comprises means for performing said determination from a predetermined distance and / or time horizon in front of the vehicle along the path of the vehicle.

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

The stretching horizon is according to a variant dependent on the vehicle speed. The stretching horizon is according to a variant dependent on the comfort and simultaneous efficient performance 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 event of the occurrence of a speed-limiting phenomenon, which enables more time-efficient driving of the vehicle. By setting the distance horizon relative acceleration / deceleration in the event of a longer speed limitation, a slower negative phenomenon is required, which enables more comfortable and / or fuel-efficient driving.

System I includes means 120 for continuously determining vehicle speed. The means 120 for continuously determining the speed of the vehicle includes, according to a variant, speedometer means.

System I includes means 140 for determining a velocity profile based on the prevailing vehicle speed and comprising a target speed based on the maximum permissible lateral acceleration of the vehicle associated with a section appearing in a curvature of the route.

The means 140 for determining a speed profile based on the prevailing vehicle speed and comprising a target speed based on a maximum permissible lateral acceleration of the vehicle associated with a section appearing in a curvature of the route is provided for continuous determination. '2 * s Here, v is the speed corresponding to the target speed based on the maximum permissible lateral acceleration of the vehicle associated with a section behavior in a curvature of the route, V0 current speed, a required deceleration and s distance to the section behavior in the curvature.

The means 140 for determining a speed profile based on the prevailing vehicle speed and comprising a target speed based on a maximum permissible lateral acceleration of the vehicle associated with a section appearing in a curvature of the route includes means 142 for continuously determining driving resistance along the route of the vehicle.

The means 142 for continuously determining travel resistance along the vehicle's route understanding 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 includes 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 positioning vehicle and the vehicle. position 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 driving resistance along the vehicle's route understanding means 142b for determining the friction characteristics of the vehicle driveline. The means 142b for determining the friction characteristics of the vehicle driveline includes means for determining speed differences in the wheels underrunning / 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 vehicle's route understanding means 142c for determining air resistance. The means 142c for determining the tax air resistance by means of the air resistance coefficient and the vehicle characteristics determining air resistance includes modeling means for including the front area and the vehicle speed squared. The means 142c for determining air resistance according to a variant comprises sensor means for measuring the incoming air, taking into account the vehicle geometry, including air deflector devices for air resistance reduction.

The means 142 for continuously determining travel resistance along the vehicle's route understanding means 142d for determining rolling resistance. The means 142d for the tax rolling resistance by means of vehicle characteristics including the number of axles of determining rolling resistance includes modeling means for the vehicle, vehicle weight, and, where applicable, tire type.

The means 142 for determining travel resistance Fm includes calculation means (not shown in figure). The calculation means is according to a variant arranged to determine an average value of the acceleration contribution, aæsavg as the driving resistance generates over-current stretching horizon, where s is the distance from the vehicle to the horizon, ie the window which is continuously measured taking into account the vehicle mass m. ßeso) * dsaresavg = The total required acceleration am required is thus: _ _ V2- Vä fog Fres (5) * d5atot (5) _ a + aresavg _ 2%. + “M System I includes means 150 for determining a maximum allowable side acceleration. The means 150 for determining a maximum allowable side acceleration comprises determining a predetermined maximum allowable side acceleration, which is based on normal conditions regarding vehicle characteristics such as vehicle length, vehicle width, vehicle vehicle composition, vehicle load distribution, vehicle axle and center of gravity and center of gravity. such as effective lane width, friction characteristics of the road surface, visibility conditions, and 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 permitted embodiment in the order of magnitude The maximum permissible lateral acceleration. According to an alternative or complementary variant, the electronic control unit 100 includes stored data on the maximum allowable side acceleration.

Determination of the maximum vehicle speed and in this case the speed profile based on the maximum permissible lateral acceleration uses information about the curvature of the roadway along the route of the vehicle, using the following equation A): 25 | 11 (A) vmaxßç) = walaLmaxçsg / CÜN where vmax (s) is the maximum speed at the distance s in front of the vehicle anda, a¿ ,,, ax (s) is the maximum permissible lateral acceleration at the distance s in front of the vehicle and c (s) is the curvature at the distance s in front of the vehicle.

System 1 includes means 160 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. 170 in order, in case the vehicle speed exceeds the target speed, to adjust the vehicle speed. System I comprises means for prevailing 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 form a certain distance. See Figs. 3a and 3b as described below.

System I comprises means 180 for determining said prescribed sections before the entrance of the curvature along the route of the vehicle.

The means 180 for determining said prescribed section before the curvature entrance along the vehicle route comprises means 182 for determining said prescribed section before the curvature entrance along the vehicle route based on a prescribed absolute advance relative to the counter-target corresponding section. The distance Spfeafm corresponding to the distance between the section appearing in the curvature and the section before the entrance of the curvature is determined by a predetermined distance, for example 20 meters.

The means 180 for determining said prescribed section before the curvature entrance along the route of the vehicle comprises means 184 for determining said prescribed section before the entrance of the curvature along the route of the vehicle 12 based on a deceleration from a prevailing vehicle speed to said target speed.

The distance Spfeafm corresponding to the distance between the section occurring in the curvature and the section before the input of the curvature is determined according to a variant that is a function of a speed, for example a coming speed limit, ie. the target speed and can consequently be traced back to time tpfeafm, where thus the vehicle must have reached this speed corresponding to the time tpæafm before the speed takes effect. Spfeafm is determined to be where Vdesired is the desired speed: Spreaim = "desired * tpreaim The means 180 for determining said prescribed section before the curvature entrance along the vehicle path includes means 186 for determining said prescribed section before the curvature entrance at the curvature path section based on a vehicle travel profile. against deceleration before said curvature.

The means 186 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 186a for, in the case of sections of the speed profile corresponding to deceleration before the Hggermaal speed corresponding section, setting a ceiling of the corresponding distance said curvature a predetermined position before it towards and / or time before the entrance of the curvature.

The means 186a for, in the case of sections of the speed profile corresponding to retardation 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 entrance of the curvature comprises means for determining whether sections of the speed profile corresponding to deceleration the target target speed corresponding to the section. said curvature a predetermined position before it towards 13 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 becomes according to a variant the required acceleration in the form of deceleration am, thus: _ V2 _ vä Presßç) * dsatotçg ) _ 2 * (S _ spreaim) S * mRetardation 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 in a shorter distance. means 190 for adjusting, in the event that the prevailing vehicle speed is less than or corresponding to the target speed, the System I comprising the speed of the vehicle including the target speed is achieved at the section corresponding to the target speed.

The electronic control unit 100 is signal connected to the means 110 for continuously determining the occurrence of speed limiting phenomena in the form of curvature along the route of the vehicle via a link 10. The electronic control unit 100 is arranged via the link 10 to receive a signal from the means 110 representing speed limiting data.

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

The electronic control unit 100 is signal connected to the means 120 for continuously determining the speed of the vehicle via a link 20. The electronic control unit 100 is arranged via the link 20 to receive a signal from the means 120 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 a speed profile based on the prevailing vehicle speed and including a target speed based on a maximum allowable side acceleration of the vehicle associated with a section occurring in a curvature of the route via a link 40a. The electronic control unit 100 inherits the link 40a arranged to receive a signal from the means 140 representing acceleration data for the required acceleration in order to reach the target speed according to the determined speed-limiting phenomenon in the form of curvature at the curvature.

The electronic control unit 100 is signal connected to the means 142 for continuously determining driving resistance along the route of the vehicle via a link 42. The electronic control unit 100 is arranged via the link 42 to receive a 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 route of the vehicle.

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 142c representing air resistance data for 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 inherits the link 42d arranged to receive a signal from the means 142 representing rolling 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 140 for determining a speed profile based on the prevailing vehicle speed and including a target speed based on a maximum permissible side acceleration of the vehicle associated with a section occurring in a curvature of the route via a link 40b. The electronic control unit 100 inherits the link 40b arranged to send a signal to the means 140 representing speed data for prevailing vehicle speed, data for speed limiting curvature, and phenomenon in the form of curvature and distance data to driving resistance data.

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 determining whether the prevailing vehicle speed exceeds the target speed via link 60a. The electronic control unit 100 is arranged via the link 60a to send a signal to the means 160 representing speed data for the prevailing speed and target speed data for target speed.

The means 160 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 160 for determining whether the prevailing vehicle speed exceeds the target speed via link 60b. The electronic control unit 100 is arranged via the link 60b to receive a signal from the means 160 representing data for whether the prevailing vehicle speed exceeds the target speed.

The electronic control unit 100 is signal connected to the means 170 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 70a. The electronic control unit 100 is arranged via the link 70a to send a signal to the means 170. vehicle speed exceeds target speed.

The electronic control unit 100 is signal connected to the means 170 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 70b. The electronic control unit 100 is arranged via the link 70b to receive a signal from the means 170. 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 180 for determining said prescribed section before the entrance of the curvature along the route of the vehicle via a link 80. The electronic control unit 100 is arranged to receive a signal from the means 180 representing data for determined prescribed section before the curvature. entrance.

The electronic control unit 100 is signal connected to the means 182 for determining said prescribed section before the entrance of the curvature along the route of the vehicle based on a prescribed absolute advance relative to the target speed corresponding section via a link 82. The electronic control unit 100 is arranged via the link 82 to receive a signal data for determined pre-prescribed section before curvature entry.

The electronic control unit 100 is signal connected to the means 184 for determining said pre-written section before the curvature input along the route of the vehicle based on a deceleration from a prevailing vehicle speed to said target speed via a link 84. The electronic control unit 100 is from the means 184 representing data 84 arranged to receive a signal input.

The electronic control unit 100 is signal connected to the means 186 for determining said prescribed sections before the input of the curvature along the route of the vehicle based on a section of the speed profile corresponding to counter-deceleration before said curvature via a link 86. The electronic control unit 100 is arranged via the link 86 to receive a signal from the means 18 data for determined pre-prescribed section before the beginning of the curvature.

The electronic control unit 100 is signal-connected to the means 190 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 90a. The electronic control unit 100 is arranged via the link 90a to send a signal to the means 18 190 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 190 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 90b. The electronic control unit 100 is arranged via the link 90b to receive a signal from the means 190 representing adaptation data for adapting the vehicle speed so that the target speed is achieved at the section corresponding to the target speed.

Fig. 3a schematically illustrates a curvature profile in the form of a roundel 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. 3b schematically illustrates velocity profiles for the curvature profile in Fig. 3 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 of the target speed, adjust the speed of the vehicle so that the target speed is reached, the prevailing vehicle speed is less than or corresponds to the section corresponding to the target speed. The solid line in Fig. 3b consequently shows the determined speed profile based on maximum permissible lateral acceleration. 19 The dashed line in fi g. 3b 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 the section P2 is preferably a distance spæafm before the section P1 in the curvature.

Fig. 3b illustrates how the prescribed section P2 determines the entrance of the inside curvature along the route of the vehicle based on a section of the maximum permissible lateral acceleration based on the speed profile corresponding to deceleration before said curvature, ie. in the area for initiating deceleration according to that velocity profile. The dotted line in Fig. 3b shows an undesired velocity profile.

Fig. 4 schematically illustrates a block diagram of a method for adapting a vehicle to a roadway in connection with cornering in accordance with an embodiment of the present invention.

According to one embodiment, the method for adapting a vehicle driving on a roadway in connection with cornering comprises a first step S1. This step determines the behavior of speed-limiting phenomena in the form of curvatures along the vehicle's route.

According to one embodiment, the method for adapting a vehicle driving on a roadway in connection with cornering comprises a second step S2. In this step, a speed profile is determined based on the prevailing vehicle speed and includes a target speed based on a maximum allowable lateral acceleration of the vehicle associated with a section appearing in a curvature of the route.

According to one embodiment, the method for adapting a vehicle driving on a roadway in connection with cornering comprises a third step S3. This step is adapted, in the event that the prevailing vehicle speed exceeds the target speed, to the speed of the vehicle so that the target speed is reached at a prescribed section before the curvature entrance along the vehicle's route.

Referring to Fig. 5, 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. The non-volatile memory 520 has a first memory part 530 wherein a computer program, such as an operating system, is stored to control the operation of the device 500. Furthermore, the device 500 comprises 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 driving of a vehicle on a roadway in connection with cornering according to the innovative method. The program P includes routines for determining the occurrence of speed-limiting phenomena in the form of curvatures along the route of the vehicle. Program P includes routines for determining a single speed profile based on prevailing vehicle speed and including single target speed based on a maximum allowable lateral acceleration of the vehicle associated with a section appearing in a curvature of the route. Program P includes routines for in case the prevailing vehicle speed exceeds target the target speed is reached at a prescribed section before the entrance of the curvature along the route of the vehicle. The program P can be stored in an executable manner or 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 a data bus 515. The non-volatile memory 520 is intended for communication 21 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 single bus 511. the data processing unit 510 data bus 514. 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 part 540. Once the received input data has been 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 determine occurring speed limiting phenomena in the form of curvatures along the vehicle route. The received signals on the data port 599 may be used by the device 500 to determine a velocity profile based on the prevailing vehicle speed and including a target speed based on a maximum allowable lateral acceleration of the vehicle associated with a section appearing in a curvature of the route. The received signals on the data port 599 can be used by the device 500 to, in case the prevailing vehicle speed exceeds the target speed, adjust the vehicle speed so that the target speed is reached at a prescribed section before the curvature input along the vehicle path.

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

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 suitable for the intended use.

Claims (4)

A method for adapting the driving of a vehicle (1) on a roadway in connection with cornering, comprising the step of determining (S1) the occurrence of speed limiting phenomena in the form of curvatures along the route of the vehicle, characterized by the steps of: determining (S2) a single speed profile based on prevailing vehicle speed and including a single target speed based on a maximum allowable lateral acceleration of the vehicle associated with a section appearing in a curvature of the route; and, if the prevailing vehicle speed exceeds the target speed, adjusting (S3) the vehicle speed so that the target speed is reached at a prescribed section before the curvature entrance along the vehicle's route, the prescribed section being determined based on a prescribed absolute ratio relative to the section speed response. A method according to claim 1, comprising the step of, 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. 4 ~ .3. A method according to any one of claims 1-23, comprising the step of determining said prescribed section before the entrance of the curvature along the route of the vehicle based on a deceleration towards from a prevailing vehicle speed to said target speed. 3. S4. Method according to any one of claims 1-§4, comprising the step of determining said prescribed sections 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. 24 6f5. A method according to claim 515, the case the velocity profile corresponding to deceleration before said curvature is a position in which, for sections predetermined position before the section corresponding to the target speed, a ceiling of corresponding distance and / or time before the entrance of the curvature is set. A system (I) for adapting a vehicle (1) to travel on a roadway in conjunction with cornering, comprising, means (110) for determining the occurrence of speed limiting phenomena in the form of curvatures along the route of the vehicle, characterized by means (140) for determining a single speed profile based on the prevailing vehicle speed and including a single target speed based on a maximum permissible lateral acceleration of the vehicle associated with a section appearing in a curvature of the route; and means (170) for adjusting the vehicle speed in case the prevailing vehicle speed exceeds the target speed so that the target speed is reached at a prescribed section before the curvature entrance along the vehicle's route, the prescribed section being determined based on a prescribed absolute ratio relative to the section speed response. A system according to claim Qi, comprising means (190) for, for the prevailing vehicle speed falling below or corresponding to the target speed, adjusting the speed of the vehicle so that the target speed is achieved at the section corresponding to the target speed. fQL System according to any one of claims Q1-ZQ, comprising means (184) for determining said prescribed sections 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. 4. -1-.9 _._ A system according to any one of claims § ¥ -§40, comprising means (186) for determining said prescribed sections before the curvature entrance of the outbound vehicle route based on a section of the velocity profile corresponding to deceleration before said curvature. Hag System according to claims 24-1, comprising means (186a) for, for the falling section of the velocity profile corresponding to deceleration before said curvature, a predetermined position lies before that against the target velocity section, setting a ceiling of the corresponding distance and / or time before the curvature enters. 4-3 ».fl._ Vehicle (1) comprising a system (I) according to any one of claims §1-1Q2. Mel Computer program (P) for adapting the driving of a vehicle on a one-way path in connection with cornering, wherein said computer program (P) comprises 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 according to claim 1-§ê. A computer program product comprising a digital storage medium which stores the computer program according to claim 124.