WO2008012160A1 - Dispositif de régulation de la vitesse et de l'arrêt dans des véhicules automobiles - Google Patents

Dispositif de régulation de la vitesse et de l'arrêt dans des véhicules automobiles Download PDF

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Publication number
WO2008012160A1
WO2008012160A1 PCT/EP2007/056434 EP2007056434W WO2008012160A1 WO 2008012160 A1 WO2008012160 A1 WO 2008012160A1 EP 2007056434 W EP2007056434 W EP 2007056434W WO 2008012160 A1 WO2008012160 A1 WO 2008012160A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
controller
speed
phase
roll
Prior art date
Application number
PCT/EP2007/056434
Other languages
German (de)
English (en)
Inventor
Michael Schubert
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2008012160A1 publication Critical patent/WO2008012160A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/17—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/04—Jerk, soft-stop; Anti-jerk, reduction of pitch or nose-dive when braking

Definitions

  • the invention relates to an apparatus for controlling the speed and stopping in motor vehicles, comprising a sensor system for locating a vehicle in front, a slave controller for controlling the distance of the driver's vehicle to the vehicle in front while driving, and a stop controller, which brakes the vehicle in the state when it is recognized that the fore vehicle will stop or stop.
  • ACC Adaptive Cruise Control
  • ACC Adaptive Cruise Control
  • This safety margin is speed dependent and is usually defined by the time gap between the two vehicles.
  • the regulation on the determined by the time gap target distance is referred to as a follow-up control.
  • advanced ACC systems are in development, which also provide a stop-and-go function or at least an automatic stop function, so that the vehicle can be automatically braked to a standstill when the vehicle in front stops.
  • the stopping process of the own vehicle should be regulated so that the Vehicle comes to rest at a predetermined stopping distance to the front vehicle.
  • the stopping process can not be adequately controlled, because if, for a given time gap, the speed of the vehicles decreases to 0, the setpoint distance would also decrease to 0 and not as desired to the stopping distance.
  • the stopping process should be controlled so that the deceleration of the vehicle is as comfortable as possible for the vehicle occupants, i.e. the deceleration should be as smooth as possible and without jerky changes in (negative) acceleration.
  • the deceleration behavior during the stopping process should as much as possible correspond to the intuitive behavior of a human driver.
  • a special stop controller is provided, which is activated when it is detected from the data of the sensor system that the front vehicle is already standing, such as when approaching a jam end, or if it is foreseeable from the delay of the front vehicle that this vehicle stops.
  • a suitable criterion by which it can be seen that the fore vehicle is stopping might be that the negative acceleration of the preceding vehicle falls below a certain threshold relative to the lane and then constantly below that threshold for a certain period of time, or at least below a slightly higher threshold. but also negative second
  • Threshold remains. The thresholds and the time span should be speed-dependent, since an imminent stoppage of the front vehicle will be the more likely to be assumed, the smaller its speed already is.
  • the stopping controller may then operate, for example, to extrapolate into the future the speed curve of the vehicle preceding the sensor based on the sensor data, and on this basis to calculate the anticipated stopping point of the vehicle ahead. After subtracting the stopping distance you then get the stopping distance for your own vehicle. The stopping controller then calculates a Deceleration profile for the own vehicle, which ensures that the own vehicle comes to a standstill after the calculated stopping distance. Assuming that the deceleration of the fore vehicle has been properly extrapolated, the distance between the two stationary vehicles will then correspond to the predetermined stopping distance.
  • the distance to the front vehicle is also monitored during the stopping process with the help of the radar sensor, so that, for example, in the event that the front vehicle passes to a full braking, can still be intervened corrective and a collision on the front vehicle is prevented.
  • the stopping control is modified when the
  • Stop operation the target deceleration of the own vehicle additively composed of three shares, namely a constant deceleration, a proportion of distance-dependent, with decreasing distance increasing delay, and a proportion with a dependent on the vehicle speed deceleration.
  • the object of the invention is to provide a device of the type mentioned above, with a stop and a comfortable and gentle deceleration behavior and a more accurate adherence to the stopping distance can be achieved.
  • the stopping controller When a stopping operation of the preceding vehicle is detected, the stopping controller is first activated as usual, and the speed curve of the own vehicle first follows the deceleration profile calculated by the stopping controller. However, the speed does not decrease with undiminished rate of change to 0, but shortly before reaching standstill, the roll phase controller is activated, and the vehicle enters a rolling phase in which the speed curve is much flatter or even approximately constant, and finally, if the desired stopping distance is achieved, the vehicle is finally braked in the state.
  • This solution has the advantage that the stopping distance can be maintained precisely even when unexpected movement of the vehicle in front. Since the speed at the end of the rolling phase is already relatively low and largely independent of the history of the stopping process, the control of the vehicle brake during final braking in the state is greatly facilitated.
  • this braking is done with high comfort and minimal hitching.
  • the load and wear of the vehicle brake can be reduced in this way.
  • a short rolling phase with a certain minimum duration is preferably already charged, ie, the vehicle is initially delayed somewhat more than would be the case with a conventional stopping controller, so that sufficient space is created for the rolling phase , without your own vehicle too close to the front vehicle aufsuppl.
  • the initiation of the final braking in the state can then take place in dependence on the measured distance to the front vehicle, so that the stopping distance can be precisely adjusted.
  • the front vehicle slows down first to a low speed or to a standstill, but then still rolls a little further when fully or partially released brake.
  • the associated increase or decrease in the distance to the vehicle in front is compensated by a corresponding extension of the roll phase. The driver thus does not need to start again after the vehicle has been brought to a standstill in order to catch up with the vehicle in front.
  • the roll-phase controller is preferably tuned to the transmission of the respective vehicle, so that, for example, in vehicles with automatic transmission and torque converter the fact can be taken into account that even at idle still a certain thrust torque is present.
  • the roll phase controller may be designed to gently decelerate the vehicle at the beginning of the roll phase to the speed with which it then rolls on due to the idle thrust torque.
  • the deceleration at the beginning of the roll phase may be controlled or regulated so that the vehicle rolls smoothly until it reaches the final stop point. If necessary, the slope or the slope of the roadway can be charged.
  • the invention offers the particular advantage that specially adapted to the respective brake system of the vehicle interfaces can be provided which provide a comfortable pressure build-up trigger for final pause from the roll phase.
  • a desired acceleration can be predetermined by the interface, which is then adjusted by the brake system.
  • a Desired acceleration can be specified, which can then be interpreted by the brake system based on a known at low speeds relationship as the target brake pressure.
  • the interface can output a stop signal, by which a controlled brake pressure build-up is triggered in the brake system.
  • the roll-phase controller is specially adapted to the transmission and / or braking system of the vehicle, it proves to be expedient if this roll-phase controller is designed as a separate control module.
  • the stopping controller then has at least two modules, namely, on the one hand, a profile module corresponding to the conventional stopping controller, which at the beginning of the stopping process
  • the device then has a total of at least three control modules that can operate with a time delay, overlapping or even parallel.
  • a strategy selection module may be provided, depending on
  • the output signals of the various control modules can be selected or combined with one another and then forwarded to the actuators, that is to say the drive system and the brake system of the vehicle.
  • the output signals of the various modules can be superimposed additively in the manner of a weighted sum, whereby a shift from one control module to another can be achieved by shifting the weights.
  • the time at which the rolling phase is initiated depends on the deceleration behavior of the vehicle in front. If the
  • Figure 1 is a block diagram of an inventive device for speed and stopping control
  • FIG. 2 diagrams illustrating the operation of the device
  • FIG. 3 shows a speed / time diagram for typical speed profiles of the preceding vehicle and of the own vehicle with the device according to the invention.
  • Figure 4 is a flow chart for explaining the operation of the device.
  • the device shown in Figure 1 comprises a sensor system 10 in the form of a front mounted in the vehicle radar sensor for locating front vehicles, and at least one actuator system 12 for engaging the drive system of the vehicle and an actuator system 14 for engaging the brake system.
  • the heart of the device is an electronic data processing system 16, in which the various control functions are implemented as software modules or possibly also as specialized hardware modules.
  • An input stage 18 of the data processing system receives the data supplied by the sensor system 10, in particular the distance and the relative speed of a Front vehicle, which was located as an immediately preceding vehicle in the own lane, also other input signals, which among other things characterize the state of motion of the own vehicle, here represented by a vehicle speed sensor 20, which indicates the speed of the own vehicle.
  • the data processing system 16 also includes a slave controller 22 and a
  • Stop controller 24 The slave controller 22 is responsible for controlling the distance to the front vehicle when both vehicles are in motion. Its operation corresponds to that of a conventional ACC system.
  • the stopping controller 24 is activated when the data from the sensor system 10 indicates that the vehicle in front is stopping. The purpose of the stopping controller 24 is then to control the stopping process of the own vehicle so that this vehicle comes to a stop behind the front vehicle at a predetermined stopping distance.
  • the stopping controller 24 is in turn divided into two sub-modules, namely a Prof ⁇ lmodul 26 and a scroll phase controller 28.
  • a strategy selection module 30 the profile module 26 and the scroll phase controller 28 and the slave controller 22 depending on
  • the strategy selection module 30 as well as the two modules of the stopping controller 24 and the slave controller 22 access the data provided by the input stage 18.
  • the follower 22, the profile module 26 and the scroll phase controller 28 provide output signals, typically in the form of desired accelerations, in one
  • the strategy selection module 30 determines which of the three output signals is forwarded from the output stage 32 to the actuator systems or in which way these output signals are combined with one another before being forwarded to the actuator systems.
  • only one of the three output signals is forwarded to the actuator systems by the output stage 32, that is, either the The desired acceleration provided by the slave controller 22 or the target acceleration provided by either of the modules of the stop controller 24 and the strategy selection module 30 controls the switching between the various control modules.
  • the output signals of the various control modules are superimposed in the manner of a weighted sum with each other.
  • the follower 22 may monitor whether a certain minimum distance to the front vehicle is being met and may override the signals of the stoppage controller 24 to ensure compliance with that minimum distance.
  • FIG. 2 (A) shows a "normal" ACC situation in which the "own" vehicle 34 equipped with the device according to FIG. 1 travels behind a front vehicle 36 and the distance of the vehicle 34 to the front vehicle 36 is regulated by the following controller 22.
  • the stopping controller 24 is inactive in this situation.
  • Figure 2 (B) illustrates a situation in which the speed of the front vehicle 36 has decreased significantly.
  • the speeds of the vehicles are symbolized by vector arrows.
  • a significant decrease in the speed of the forward vehicle 36 indicates, in particular in cases where the speed of both vehicles is already relatively low anyway, that the driver of the front vehicle 36 intends to stop.
  • This situation is recognized by the strategy selection module 30 on the basis of suitable criteria, which then activates the stopping controller 24, while the slave controller 22 remains active at best in the background.
  • the control is then initially taken over by the profile module 26 of the stopping controller 24.
  • This module tracks the data from the sensor system 10
  • This anticipated stopping point of the front vehicle 36 is designated 36 'in FIG. 2 (B).
  • Task of the stopping controller 24 is now to control the stopping process of the own vehicle 34 so or that regulate this vehicle in a "reasonable”, fixed predetermined stopping distance DA behind the front vehicle comes to a halt. The then reached stop position of
  • Vehicle 34 is designated 34 'in FIG. 2 (B).
  • the profile module 26 subtracts the stopping distance D »from the distance between the current position of the own vehicle 34 and the anticipated stopping position 36 'of the preceding vehicle and thus calculates the stopping distance W within which the own vehicle 34 must be brought to a standstill. Based on this stopping distance W and the current
  • the profile module 26 calculates a deceleration profile with which the vehicle 34 is brought to a standstill comfortably, in particular without abrupt acceleration changes.
  • the course of the speed can correspond to a curve chosen from the point of view of comfort, with the condition that the latter can be obtained by integrating this speed curve through to the
  • Stopping time obtained path with the stopping path W matches.
  • the profile module 26 then outputs a (negative) desired acceleration corresponding to this deceleration profile to the output stage 32, which then outputs corresponding commands for converting this desired acceleration to the actuator systems 12 and 14. Typically, this will initially be an intervention in the drive system and, if that
  • Braking torque of the engine is not sufficient, also made an intervention in the brake system.
  • Figure 2 (C) shows the vehicles 34 and 36 in the position in which they have actually come to a standstill. Comparing these positions with the pre-calculated stop positions 34 'and 36' in accordance with FIG. 2 (B), it can be seen that in this example
  • Extrapolation of the deceleration of the front vehicle 36 which was made in the situation according to Figure 2 (B), does not correspond to the actual events.
  • the front vehicle 36 has in fact been slowed down to a lesser extent and has come to a standstill only in the forward position.
  • the stopping process of Vehicle 34 has been controlled solely by the profile module 26, then the own vehicle 34 would now be in the pre-calculated stopping position 34 'and its distance from the front vehicle 36 would be too large, so that the driver would feel driven to start again to unlock the front vehicle.
  • the scroll phase controller 28 For the final braking of the vehicle 34 in the state, just before reaching the stopping distance D i, the scroll phase controller 28 has an interface 38 (Figure 1) which is specially adapted to the nature and operation of the brake system and the associated actuator system 14 and provides in that the vehicle is brought to a standstill comfortably, with the least possible brake pressure.
  • FIG. 1 To illustrate the mode of operation of the roll phase controller 28, possible movements in the form of a speed / time diagram are shown in FIG.
  • the curve 36a drawn in solid lines is the speed curve for the front vehicle 36, which has led to the situation shown in Figure 2 (C).
  • the driver of the front vehicle has initially braked relatively strong, what the Anhalteabsicht could be detected, but then released the brake pedal, with the result that the vehicle is pre-rolled over the precalculated stop position 36 'out.
  • the curve 34a shows the associated speed profile for the own vehicle 34.
  • T it was recognized that the front vehicle is likely to stop, and it was switched from the follower 22 to the profile module 26.
  • the professional module then calculated the delay profile, but is doing one of them Extrapolation of the speed curve for the front vehicle 36 is assumed, which is represented by the dash-dotted line in Figure 3 curve 36b.
  • the deceleration of the own vehicle 34 was determined by the deceleration profile calculated on the basis of this assumption.
  • Speed curve 36a of the front vehicle has in fact taken a flatter course. This has resulted in the strategy selection module 30 having handed over control from the profile module 26 to the scroll phase controller 28 at the time Tn. This has then gradually increased the (negative) target acceleration again, almost to 0, so that the vehicle 34 has smoothly entered a rolling phase in which it is rolled out with only a very small delay. The distance to the front vehicle, which came to a standstill at the time Ti, was still monitored by the scroll phase controller 28. At time T. the vehicle 34 had almost reached the stopping distance D » except for a small difference D, which was still needed to finally brake the vehicle 34 to a standstill. Thereupon, at time T. activated via the interface 38, the actuator system 14 to comfortably brake the vehicle in the state, so that the vehicle has finally come exactly in the correct stopping distance D »stopped.
  • the rolling phase may include a more or less long period of time in which the vehicle rolls on due to the idling torque generated by the torque converter at a constant speed.
  • the control parameters of the roll phase controller 28 are then adapted so that at the beginning of the rolling phase, a gentle transition to this rolling speed.
  • the roll phase controller can cause a continuous slight braking during the entire rolling phase, so that the speed, from the time T. must be braked in the state, not too big. In each In this case, the roll phase controller will control the deceleration of the vehicle in the initial phase of the roll phase so that the speed of the vehicle decreases monotonously and the vehicle does not accelerate again due to the effect of idle thrust torque.
  • the curve 36b in FIG. 3 illustrates a speed profile in which the
  • Fore vehicle 36 is braked stronger than in the case of the curve 36 a, as it corresponds to the predicted speed profile. Accordingly, the front vehicle comes to a standstill earlier and also the own vehicle must be brought earlier and within a shorter distance in the state.
  • the further speed curve for the vehicle 34 corresponds then curve 34b.
  • the curve 34c corresponds to the case that the front vehicle is decelerated more strongly than predicted according to the curve 36c.
  • the interface 38 which controls the final phase of the braking process, is specially adapted to these as it were standardized conditions and to the existing brake system in the vehicle.
  • step S 1 the stopping controller 24 and especially the profile module 26 is activated, and this module calculates the deceleration profile based on the extrapolation of the deceleration of the front vehicle 36, which then first follows the curve 34b in FIG Figure 3 corresponds.
  • step S2 is continuously monitored as the speed
  • V of the front vehicle 36 actually developed If this speed has remained greater than was to be expected due to the extrapolation (curve 36a in FIG. 3), a branch is made to a step S3 and the value calculated for the time Tn is reduced, ie the start of the rolling phase is advanced ( eg from T r: to T).
  • step S4 it is checked in step S4 whether the time Tn for the start of the rolling phase has already been reached. If it is found in step S2 that the speed V of the preceding vehicle has developed as expected (corresponding to the curve 36b), step S2 is followed directly by step S4. On the other hand, if it shows that the speed of the front vehicle is smaller than expected, for example, because the driver of the front vehicle has gone to full braking, it is checked in step S5 whether the situation can still be controlled by a later initiation of the roll phase or a new calculation the profile is required. In the former case, the value T ⁇ is increased in step S6. Otherwise, a return is made to step S1, and the deceleration profile and the time Tn are recalculated based on the new deceleration data for the preceding vehicle. In this way it is prevented that the own vehicle runs too close to the front vehicle.
  • step S4 If it is determined in step S4 that the time Tn has not yet been reached, a return is made to step S2, and depending on the result of the inquiry in step S2, one of the loops described above is run through again.
  • step S4 If it is found in step S4 that the time Tn for the start of the roll phase is reached, the control is transferred to the roll phase controller 28, which then a roll profile or, more precisely, a deceleration profile for the transition to the roll phase according to one of the curves 34a, 34b or 34c (step S7).
  • step S8 it is checked in step S8 whether the distance D to the preceding vehicle 36 has become smaller than the stopping distance D j plus the above-mentioned difference D.
  • step S8 is repeated cyclically, i. h., the rolling phase is continued. Otherwise, in step S9, the vehicle is finally braked to a standstill. In the case of the curve 34a, this braking operation would be initiated at the time T ⁇ .
  • the desired acceleration that can be output by profile module 26 is limited by upper and lower limits. If the calculated deceleration profile required a (negative) acceleration below the lower limit, so it is common in ACC systems that the driver receives a warning message that prompts him to take control himself. In the embodiment described here, however, one still has a certain delay reserve, because in such extreme cases, the rolling phase (corresponding to the curve 34c) could be omitted, so that the vehicle even with lesser
  • Delay can be brought to a standstill in time. According to an extension of the embodiment described, it can therefore be provided in step S1 that in the calculation of the deceleration profile, the roll phase is only included if the setpoint acceleration always remains above the lower limit value. If, on the other hand, the lower limit value has to be undershot, then the roll phase is suppressed

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Dispositif de régulation de la vitesse et de l'arrêt dans des véhicules automobiles, comprenant un système de capteur (10) pour localiser un véhicule précédent, un régulateur de suivi (22) pour réguler la distance entre le véhicule personnel et le véhicule précédent pendant la conduite, et un régulateur d'arrêt (24) qui freine le véhicule personnel dès que l'arrêt ou l'arrêt imminent du véhicule précédent est détecté. Ce dispositif est caractérisé en ce que le régulateur d'arrêt (24) comprend un régulateur de phases de conduite (28) qui maintient le véhicule personnel à une vitesse quasi constante pendant une phase de conduite peu avant l'arrêt du véhicule personnel.
PCT/EP2007/056434 2006-07-25 2007-06-27 Dispositif de régulation de la vitesse et de l'arrêt dans des véhicules automobiles WO2008012160A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006034411A DE102006034411A1 (de) 2006-07-25 2006-07-25 Vorrichtung zur Geschwindigkeits- und Anhalteregelung in Kraftfahrzeugen
DE102006034411.1 2006-07-25

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WO2008012160A1 true WO2008012160A1 (fr) 2008-01-31

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US9555805B2 (en) 2014-04-14 2017-01-31 Zf Friedrichshafen Ag Method for freeing a vehicle by rocking when the vehicle got stuck
US9707965B2 (en) 2014-04-14 2017-07-18 Zf Friedrichshafen Ag Method for freeing a motor vehicle by rocking
US9738283B2 (en) 2014-04-14 2017-08-22 Zf Friedrichshafen Ag Method for freeing a vehicle by rocking
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US10750785B2 (en) 2015-03-27 2020-08-25 Philip Morris Products S.A. Aerosol-generating system comprising a bimetallic strip
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CN113748057A (zh) * 2019-04-16 2021-12-03 戴姆勒股份公司 用于自动急停的方法和装置
US11352004B2 (en) * 2019-12-04 2022-06-07 Hyundai Motor Company Vehicle travel control system and control method therefor

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JP4880011B2 (ja) * 2009-05-12 2012-02-22 本田技研工業株式会社 車両用追従走行制御装置
DE102010019498A1 (de) * 2010-05-06 2011-11-10 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) Verfahren zum automatischen Abbremsen eines Kraftfahrzeugs und Kraftfahrzeug mit einer Abstandsregelvorrichtung
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DE102011106342A1 (de) * 2011-07-01 2013-01-03 Wabco Gmbh Verfahren und Steuereinrichtung zur Steuerung oder Regelung von Fahrzeugsystemen
DE102011109842B4 (de) * 2011-08-09 2021-09-16 Robert Bosch Gmbh Verfahren zum Betreiben einer Fahrerassistenzeinrichtung sowie Fahrerassistenzeinrichtung
FR3046979B1 (fr) * 2016-01-27 2018-02-02 Peugeot Citroen Automobiles Sa Dispositif de regulation adaptative de la vitesse d'un vehicule, a moyens de decision
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