WO2013151489A1 - A method and a system for adjusting velocity set points for regulating the velocity of a vehicle - Google Patents
A method and a system for adjusting velocity set points for regulating the velocity of a vehicle Download PDFInfo
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- WO2013151489A1 WO2013151489A1 PCT/SE2013/050339 SE2013050339W WO2013151489A1 WO 2013151489 A1 WO2013151489 A1 WO 2013151489A1 SE 2013050339 W SE2013050339 W SE 2013050339W WO 2013151489 A1 WO2013151489 A1 WO 2013151489A1
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- Prior art keywords
- velocity
- set point
- dhsc
- vehicle
- braking
- Prior art date
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- 238000000034 method Methods 0.000 title claims abstract description 30
- 230000001105 regulatory effect Effects 0.000 title claims abstract description 10
- 230000033228 biological regulation Effects 0.000 claims abstract description 12
- 238000004590 computer program Methods 0.000 claims description 13
- 230000006399 behavior Effects 0.000 description 9
- 230000000670 limiting effect Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 3
- 230000002829 reductive effect Effects 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 230000036961 partial effect Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
-
- 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
- B60W30/143—Speed control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W30/143—Speed control
- B60W30/146—Speed limiting
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/12—Limiting control by the driver depending on vehicle state, e.g. interlocking means for the control input for preventing unsafe operation
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- 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
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/04—Hill descent control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
-
- 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
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/103—Speed profile
Definitions
- a method and a system for adjusting velocity set points for regulating the velocity of a vehicle are described in detail below.
- the present invention concerns a method for adjusting the set points for regulating the velocity of a vehicle according to the preamble of claim 1, and a system for adjusting the set points for regulating the velocity of a vehicle according to the preamble of claim 15.
- the present invention also concerns a computer program and a computer program product that implement the method according to the invention.
- cruise control is to achieve a uniform predetermined velocity.
- Cruise control is often realized in vehicles by two interworking systems; a cruise control system, which demands engine torque from an engine system, and a downhill speed control system, which prevents the vehicle from reaching too high a velocity, primarily on downhill stretches.
- the cruise control thus adapts the engine torque to prevent retardation or alternatively applies braking action in the downhill stretches on which the vehicle accelerates because of its own weight.
- One overarching purpose of the cruise control is to achieve driving convenience and greater comfort for the driver of the motor vehicle, as the driver does not need to step on the accelerator in order for the vehicle to maintain a velocity set by the driver, i.e. a set velocity v set .
- the set velocity v se t is the velocity that the driver wants the motor vehicle to maintain on flat road.
- the cruise control then provides an engine system in the vehicle with the set velocity v S et as a velocity set point v re f for controlling the engine system.
- the set velocity v se t is often related to a speed limit for a section of road on which the vehicle is present, e.g. the set velocity v se t is often set by the driver to the value 89 km/h where the speed limit is 90 km/h.
- the downhill speed control automatically brakes the vehicle when a downhill speed control (DHSC) velocity v dhsc is reached.
- DHSC downhill speed control
- the downhill speed control velocity v dhsc is thus used as a braking set point v dhsc _ re f for the downhill speed control system.
- the offset velocity v of f Se t can, for example, have a value of 3 km/h or 6 km/h, or some other suitable value that causes the cruise control system and the downhill speed control system to avoid interfering with one another.
- the downhill velocity control thus regulates the velocity of, for instance, heavy vehicles on downhill stretches, as such vehicles accelerate on downhill stretches due to their own weight .
- the regulation performed by the downhill speed control system utilizes auxiliary brakes, which can comprise, for instance, a retarder, and an exhaust brake or a four-stage electronic brake (Telma) .
- auxiliary brakes can comprise, for instance, a retarder, and an exhaust brake or a four-stage electronic brake (Telma) .
- Other types of brakes can also be utilized by the downhill speed control.
- the known cruise control of the vehicle consists of two interworking systems; the cruise control system and the downhill speed control system, it is important that these systems actually interwork with one another and do not counteract one another.
- the cruise control is demanding engine torque while the downhill speed control is simultaneously braking the vehicle, which would result in an uneconomical and
- v dhsc 92 km/h, because of the offset velocity.
- tachograph which can be at least partly electronic.
- a tachograph records the forward travel of the vehicle, and at its velocity. In some countries the authorities can demand to see tachograph cards, and also can fine the driver if the tachograph card indicates that a violation of the speed limit has been perpetrated.
- One object of the present invention is to provide a cruise control that results in an actual vehicle velocity v act that is as close to the speed limit as possible, while at the same time not exceeding said speed limit.
- the value of a velocity set point v re f and a braking set point v d hsc_ref are adjusted based on an actual behavior of the vehicle, wherein said actual behavior can, for example, comprise an actual velocity v act of the vehicle and/or a driving torque from an engine system in the vehicle and/or the utilization of a braking action in the vehicle.
- the velocity set point v re f and the braking set point v dhsc _ re f are adjusted by a shift v shlft that has a value corresponding to the offset v 0 ff Se t between the set velocity v se t and the downhill speed control velocity v dhsc . This causes the velocity set point v re f and the braking set point v d hsc_ref to shift between two respective end
- a common hysteresis is achieved by means of the present invention, which hysteresis automatically switches between two hysteresis values, with the difference
- Utilizing the present invention thus provides a set point hysteresis that enables adjustment toward and the maintaining of an actual vehicle velocity v act that is close to the speed limit without the vehicle having to maintain an unnecessarily low velocity on flat roads, and without the risk of incurring speeding fines and/or a driver license "demerit point" on downhill stretches.
- the set point hysteresis according to the invention results in the cruise control being carried out in a manner that feels intuitively correct to a driver of the vehicle. This is because the actual vehicle velocity v act that results from the cruise control when the invention is utilized can track speed limits extremely well, since a maximally high average actual vehicle velocity v act will be the result. Because the average actual vehicle velocity v act is maximized, the travel time for a road section or road on which the vehicle is traveling is minimized.
- the shift v sh ift between the end values/hysteresis values of the set points occurs via a ramping between the end values, which enables gentler and more comfortable regulation of the actual vehicle velocity v act .
- Figure 1 shows a flow diagram for the method according to the present invention
- Figures 2a-b show non-limiting examples of adjustments of the set points according to the present invention
- FIG. 3 shows a statechart diagram according to embodiments of the present invention.
- Figure 4 shows a control unit according to the present invention . Description of preferred embodiments
- a vehicle is affected by its own weight as it travels. This effect is especially pronounced on uphill and downhill
- a steep uphill stretch refers here to a hill on which the vehicle will lose velocity due to its heavy train weight in relation to the engine performance of the vehicle.
- the vehicle will accelerate on a steep downhill stretch in a corresponding manner, due to its heavy train weight .
- Figure 1 shows a schematic flow diagram of the method
- the downhill speed control velocity v dhsc here is, as described above, related to the set velocity v set for the cruise control.
- An actual behavior for the vehicle is analyzed in a first step 101 of the method.
- an actual behavior can comprise an actual velocity v act for the vehicle, the utilization of a driving torque from the engine system and/or the utilization of braking action by the downhill speed control .
- An adjustment of the velocity set point v re f is performed in a second step 102 of the method, which set point constitutes a set point for the cruise control, and of the braking set point v d hsc_refi which set point constitutes a set point for the downhill speed control, by at least one shift v shlft .
- Both the velocity set point v re f and the braking set point v dhsc _ re f are thus adjusted in this step by said shift v sh ift ⁇
- the adjustments by the shift v shlft are based on said analysis of the actual behavior of the vehicle.
- the velocity set point v re f is utilized in a third step 103 of the method as a set point in connection with the regulation of the cruise control, while the braking set point v dhsc _ re f [is utilized] as a set point in connection with the regulation of the downhill speed control.
- a regulation of the cruise control system and the downhill speed control system is achieved by means of the present invention so that these systems do not counteract one another, and so that a maximally high average velocity for the road or road section is achieved without the driver risking a "demerit point" on his driver's license, or a speeding fine.
- the adjustment of both the velocity set point v re f and the braking set point v dhsc _ re f by the shift v shlft constitutes a common hysteresis for the velocity set point v re f and for the braking set point v dhsc _ re f.
- Figures 2a-b show an example of a road profile 201 on which the vehicle is being driven.
- the road profile has both uphill and downhill sections over which the vehicle is driving.
- the driver or another user in the vehicle, such as a passenger, has set the set velocity v set and the downhill speed control velocity v dhsc that he wishes to use in controlling the velocity of the vehicle.
- the set velocity v set and the downhill speed control velocity v dhsc are constant over the road section, which means, in practice, that the driver will not select a new set velocity v set on this section of road.
- the cruise control according to the present invention will, for the road profile 201, result in an actual velocity v act in a manner that is described in greater detail below.
- the curve 202 illustrates whether and when the cruise control will demand torque from the engine system in the vehicle. This is illustrated here schematically for the curve 202 with a low value (zero) when no torque is demanded and a high value (one) when torque is demanded from the engine system.
- the curve 203 schematically illustrates a third t3 hysteresis timer, which will be described in greater detail below.
- the curve 204 illustrates whether and when the downhill speed control will demand braking torque from the brake system in the vehicle. This is illustrated here schematically for the curve 204 with a low value (zero) when no torque is demanded and a high value (one) when braking torque is demanded.
- the curve 205 schematically illustrates a fourth t 4 hysteresis timer, which will be described in greater detail below.
- the curve 206 schematically illustrates a first ti hysteresis timer, which will be described in greater detail below.
- the curve 207 schematically illustrates a second t ⁇ hysteresis timer, which will be described in greater detail below.
- the curve v re f shows the velocity set point v re f that is used to control the engine system in the vehicle.
- the curve v dhsc _ re f shows the braking set point v dhsc _ re f that is used to control the brake system in the vehicle.
- both the velocity set point v re f and the braking set point v dhsc _ re f in this example are adjusted downward by a shift v shlft from the set velocity v se t and the downhill speed control velocity v dhsc .
- the adjustment of the velocity set point v re t and the braking set point v dhsc _ref constitutes a common hysteresis for the velocity set point v re t and for the braking set point v dhsc _ref-
- This common hysteresis means that a higher actual average vehicle velocity can be maintained over the road section, since the actual vehicle velocity v act can be kept closer to the speed limit than with earlier systems.
- the adjustment of the velocity set point v re f and the braking set point v dhsc _ re f is based on an actual velocity v act of the vehicle.
- the actual velocity v act of the vehicle comprises, in this document, the velocity that the vehicle actually reaches as a result of the forces acting on the vehicle, such as the demanded engine torque, road inclination, roll resistance, wind resistance and other forces.
- the actual velocity v act can be measured in the vehicle, or it can be estimated.
- both the velocity set point v re f and braking set point v dhsc _ re f are adjusted downward by a shift v shlft corresponding to the offset v 0 ff S et if the actual velocity v act of the vehicle exceeds the selected set velocity v se t during a first predetermined time period Ti.
- a first hysteresis timer ti which is activated in a first state SI with high set points and illustrated by the curve 206, begins to increment when the actual velocity v act of the vehicle exceeds the selected set velocity v set , as can be seen in Figure 2a.
- the first state SI is described in greater detail below.
- the first hysteresis timer ti is zeroed. The fourth time the actual velocity v act exceeds the set velocity v se t in this non-limiting example, the first
- hysteresis timer will increment ti up to a value that exceeds the first predetermined time period Ti, which means that the actual velocity v act has been greater than the set velocity v set for at least the first predetermined time period Ti.
- said predetermined time period Ti has a duration that is within the range 2 s - 30 s, and preferably with the range 5 s - 15 s. Both the velocity set point v re f and the braking set point Vdhsc_ref are thus reduced by a value corresponding to the offset offset because the actual velocity v act has been greater than the set velocity v se t for at least the first predetermined time period ⁇ , as is schematically illustrated in Figure 2a.
- a second hysteresis timer t 2 which is activated in a second state S2 with low set points and illustrated by the curve 207, begins to increment t 2 when the actual velocity v act of the vehicle falls below the new set velocity v se tj as can be see in the figure.
- the second state S2 is described below.
- the second hysteresis timer hysteresis timer t 2 is zeroed.
- the second hysteresis timer t 2 will increment to a value that exceeds the second predetermined time period T 2 .
- the actual velocity v act has thus been lower than the set velocity Vget for at least the second predetermined time period T 2 , as a result of which both the velocity set point v re f and the braking set point v d hsc_ref must be adjusted upward by the offset v 0 ffset according to the embodiment.
- the second predetermined time period T 2 has a duration that is within the range 2 s - 30 s, and preferably within the range 5 s - 15 s.
- the set velocity v se t corresponds to the reduced value for the braking set point v dhsc _ref, as a result of which the actual velocity v act can also be compared with the reduced value for the braking set point v dhsc _ re f if doing so offers implementation advantages.
- the adjustments between the two extreme positions for both the velocity set point v re f and the braking set point v dhsc _ re f can, according to one embodiment of the invention, be performed in alternating fashion, so that the velocity set point v re f and the braking set point v dhsc _ re f are alternatingly adjusted downward by a shift v shlft if the actual velocity v act exceeds the set velocity v se t for the first predetermined time period Ti, or adjusted upward by a shift v shlft if the actual velocity v act is below the set velocity v se t for the second predetermined time period T 2 .
- the shift v shlft can be performed gradually so that a ramping between the end values for the velocity set point v re t and the braking set point v dhsc _ref is obtained. This ramping of the set points causes the comfort of the driver to be enhanced.
- the adjustment of the velocity set point v re f and the braking set point v dhsc _ re f is based on a driving torque from an engine system in the vehicle, which is shown schematically in Figure 2b, wherein the curve 202 for the torque demanded from the engine system in the vehicle has a low value (zero) when no torque is demanded from the engine system and a value (one) when torque is demanded from the engine system.
- both the velocity set point v re f and the braking set point v dhsc _ re f are adjusted downward by a shift v shlft corresponding to the offset v of f Se t if the vehicle has traveled without driving torque for a third predetermined time period T 3 .
- a third hysteresis timer t 3 is activated in a first state SI with high set points, and begins here to increment when no driving torque is being demanded from the engine system, i.e. when the curve 202 has a low value (zero) .
- the first state is described in greater detail below.
- the third hysteresis timer t 3 is zeroed.
- the fourth time no torque is demanded, the third hysteresis timer t 3 will increment up to a value that exceeds the third predetermined time period T 3 , which means that no torque is demanded for at least the third predetermined time period T 3 .
- the velocity set point v re f and the braking set point v d hsc_ref have thus been adjusted downward here, as is illustrated in Figure 2b. According to one
- the third predetermined time period T 3 has a duration that is within the range 2 s - 30 s, and preferably within the range 5 s - 15 s.
- the adjustment of the velocity set point v re f and the braking set point v dhsc _ ref is based on a braking action from a downhill speed control, which is shown schematically in Figure 2b, wherein the curve 204 shows the braking action as a low value (zero) when no torque is demanded and a high value (one) when braking torque is demanded.
- both the velocity set point v re f and the braking set point v dhsc _ re f are adjusted upward by a shift v sh ift corresponding to the offset v offse t if the vehicle has traveled without braking action for a fourth predetermined time period T 4 .
- a fourth hysteresis timer t 4 will be incremented when no braking action is utilized in the second state S2 with low set points, as is described below. If the braking action is utilized again, the fourth hysteresis timer t 4 is zeroed.
- the first incrementing of the fourth hysteresis timer t 4 is dependent upon the system having transitioned to the second state S2 when the set points began to be ramped down from their high values, whereupon the incrementing first begins when the fourth hysteresis timer t is activated because the system is in the second state S2.
- the fourth hysteresis timer t 4 will increment to a value that exceeds the fourth predetermined time period T .
- the vehicle has thus traveled without braking action for at least the fourth predetermined time period T 4 , with the result that both the velocity set point v re f and the braking set point Vdhsc_ref must be adjusted upward by the offset v of f Se t according to the embodiment.
- the fourth predetermined time period T has a duration that is within the range 2 s - 30 s, and preferably within the range 5 s - 15 s.
- the adjustments between the two extreme positions for both the velocity set point v re f and the braking set point v dhsc _ re f can, according to one embodiment of the invention, be performed in alternating fashion, so that the velocity set point v re f and the braking set point v dhsc _ re f are alternatingly adjusted downward by the shift v shlft if the vehicle travels without driving torque for the third predetermined time period T3, and upward by a shift v shlft if the vehicle travels without braking action for a fourth predetermined time period T .
- V d hsc — V 0 ffset Vget ⁇
- Figure 3 shows a statechart diagram for a pair of embodiments of the present invention.
- the first ti and/or the third t3 hysteresis timer is/are activated.
- the first hysteresis timer ti begins to increment in the first state SI when the actual velocity v act of the vehicle exceeds the set velocity v se t ⁇ If the actual velocity v act falls below the set velocity v se t again, the first hysteresis timer ti is zeroed.
- the third hysteresis timer t3 will increment
- the third hysteresis timer t3 is zeroed again.
- the set points i.e. the velocity set point v re f and the braking set point v dhsc _ re f, will decrease to their low levels and the method will transition to a second state S2.
- the second t ⁇ and/or the fourth t 4 hysteresis timer is/are activated in the second state S2.
- the second hysteresis timer 'i begins to increment in the second state S2 when the actual velocity v act of the vehicle falls below the set velocity v se t ⁇ If the actual velocity v act exceeds the set velocity v set again, the second hysteresis timer t ⁇ is zeroed.
- the fourth hysteresis timer t 4 will be correspondingly incremented in the second state S2 if no braking action is utilized. If the braking action is utilized, the fourth hysteresis timer t 4 is zeroed again .
- the set points i.e. the velocity set point v re f and the braking set point v dhsc _ re f, will be increased to their high levels and the method will transition to the first state SI .
- the velocity set point v re f and the braking set point v d hsc_ref are high in the first state, i.e.
- the adjustment of the velocity set point v re f and the braking set point v dhsc _ re f is performed downward by the offset v offse t if the vehicle is on a long downhill stretch, wherein the downhill stretch has a length that exceeds or is equal to a
- predetermined length L can, for instance, be within the range 25 meters - 1,000 meters, and preferably within the range 150 meters - 500 meters.
- Said predetermined length L can, for instance, be within the range 25 meters - 1,000 meters, and preferably within the range 150 meters - 500 meters.
- Map data with topographical information are currently available, and can be used together with a determined position of the vehicle to determine the length of a downhill stretch in front of the vehicle.
- Other information, such as radar information in combination with information related to the road inclination can also be used to determine whether the length of the downhill section exceeds the predetermined length L.
- the predetermined length L can be set so that no engine torque will be demanded from the engine system, for example, for a time corresponding to the third predetermined time period T 3 .
- the adjustment of the set points based on the actual behavior of the vehicle can thereby be carried out by analyzing whether the length of the downhill stretch exceeds the predetermined length L.
- a system for regulating the velocity of a vehicle is provided.
- Said system comprises a cruise control, which regulates an engine system with a velocity set point v re f, wherein the regulation is based on a selected set velocity v set chosen by, for instance, a driver.
- the system further comprises a downhill speed control, which regulates a brake system in the vehicle with a braking set point v dhS c_ref, wherein said
- the downhill speed control velocity v dhsc is related to the set velocity v set by an offset v 0 ff Se t, v ⁇ sc — v set + V 0 ff se t .
- the system further comprises an adjusting element, which is arranged so as to adjust the velocity set point v re f and the braking set point v dhsc _ re f by at least one shift v shlft .
- the adjusting element is arranged so as to perform the adjustment of the velocity set point v re t and the braking set point v dhsc _ref based on an actual behavior of the vehicle, such as the actual velocity v re t, of the vehicle, on the engine torque demanded from the engine system and/or the utilized braking action, as described in relation to the embodiments of the method above .
- an actual behavior of the vehicle such as the actual velocity v re t, of the vehicle
- the engine torque demanded from the engine system and/or the utilized braking action as described in relation to the embodiments of the method above .
- a method for adjusting the set points according to the present invention could also be implemented in a computer program which, when it is executed in a computer, results in the computer carrying out the method.
- Said computer program normally consists of a computer program product 403 stored on a digital storage medium, wherein the computer program is contained in the computer-readable medium of the computer program product.
- Said computer-readable medium consists of a suitable memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM
- FIG. 4 schematically shows a control unit 400.
- the control unit 400 comprises a calculating unit 401, which can consist of essentially any suitable type of processor or
- microcomputer such as a circuit for digital signal processing (Digital Signal Processor, DSP) , or a circuit with a
- the calculating unit 401 is associated with a memory unit 402, which is arranged in the control unit 400, which memory unit furnishes the calculating unit 401 with, e.g. the stored program code and/or the stored data that the calculating unit 401 needs to be able to perform calculations.
- the calculating unit 401 is also arranged so as to store partial or final results of calculations in the memory unit 402.
- the control unit 400 is further provided with devices 411, 412, 413, 414 for respectively receiving and transmitting input and output signals.
- Said input and output signals can have waveforms, pulses or other attributes that can be detected by the devices 411, 413 for receiving input signals as information, and can be converted into signals that can be processed by the calculating unit 401. Said signals can then be furnished to the calculating unit 401.
- the devices 412, 414 for transmitting output signals are arranged so as to convert signals received from the calculating unit 401 to produce output signals by, e.g., modulating the signals, which can be transferred to other parts of the system for adjusting the set points and/or for use in controlling actuators in the system.
- Each and every one of the connections to the devices for respectively receiving and transmitting input and output signals can consist of one or more of a cable, a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration, or of a wireless connection.
- a data bus such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration, or of a wireless connection.
- the aforesaid computer can consist of the calculating unit 401, and that the aforesaid memory can consist of the memory unit 402.
- the invention pertains to a motor vehicle, such as a goods vehicle or a bus, comprising at least one system for adjusting the set points according to the invention.
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Human Computer Interaction (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Controls For Constant Speed Travelling (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/389,893 US20150329113A1 (en) | 2012-04-02 | 2013-03-26 | A method and a system for adjusting velocity set points for regulating the velocity of a vehicle |
CN201380023746.8A CN104271425A (en) | 2012-04-02 | 2013-03-26 | A method and a system for adjusting velocity set points for regulating the velocity of a vehicle |
EP13772992.7A EP2834120B1 (en) | 2012-04-02 | 2013-03-26 | A method and a system for adjusting velocity set points for regulating the velocity of a vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE1250324-9 | 2012-04-02 | ||
SE1250324A SE536464C2 (en) | 2012-04-02 | 2012-04-02 | Procedure and system for adjusting setpoints for speed control of a vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013151489A1 true WO2013151489A1 (en) | 2013-10-10 |
Family
ID=49300841
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/SE2013/050339 WO2013151489A1 (en) | 2012-04-02 | 2013-03-26 | A method and a system for adjusting velocity set points for regulating the velocity of a vehicle |
Country Status (5)
Country | Link |
---|---|
US (1) | US20150329113A1 (en) |
EP (1) | EP2834120B1 (en) |
CN (1) | CN104271425A (en) |
SE (1) | SE536464C2 (en) |
WO (1) | WO2013151489A1 (en) |
Cited By (4)
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EP2918468A2 (en) | 2014-03-12 | 2015-09-16 | MAN Truck & Bus AG | Method for adapting at least one target speed in a motor vehicle speed control and driver assistance system |
CN105035084A (en) * | 2014-05-01 | 2015-11-11 | 福特全球技术公司 | Rule-based cruise control system and method |
CN112455438A (en) * | 2020-11-02 | 2021-03-09 | 潍柴动力股份有限公司 | Cruise vehicle speed control method, cruise vehicle speed control system and vehicle |
US20210237728A1 (en) * | 2018-04-26 | 2021-08-05 | Scania Cv Ab | A method for controlling a motor vehicle |
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CA2906024C (en) * | 2014-09-24 | 2022-07-26 | Eric Amback | Low speed cruise control for a vehicle |
DE102015211926A1 (en) * | 2015-06-26 | 2016-12-29 | Robert Bosch Gmbh | Method and device for determining or evaluating a desired trajectory of a motor vehicle |
CN107949512B (en) * | 2015-08-28 | 2021-07-23 | 沃尔沃卡车集团 | Method and system for controlling vehicle speed |
DE102015217801A1 (en) * | 2015-09-17 | 2017-03-23 | Zf Friedrichshafen Ag | Speed control of a motor vehicle |
CN107264529B (en) * | 2017-06-28 | 2021-03-02 | 北京新能源汽车股份有限公司 | Constant-speed cruise safety control method and device and vehicle |
JP6907896B2 (en) * | 2017-11-17 | 2021-07-21 | トヨタ自動車株式会社 | Autonomous driving system |
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- 2013-03-26 WO PCT/SE2013/050339 patent/WO2013151489A1/en active Application Filing
- 2013-03-26 CN CN201380023746.8A patent/CN104271425A/en active Pending
- 2013-03-26 US US14/389,893 patent/US20150329113A1/en not_active Abandoned
- 2013-03-26 EP EP13772992.7A patent/EP2834120B1/en active Active
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CN112455438A (en) * | 2020-11-02 | 2021-03-09 | 潍柴动力股份有限公司 | Cruise vehicle speed control method, cruise vehicle speed control system and vehicle |
Also Published As
Publication number | Publication date |
---|---|
SE1250324A1 (en) | 2013-10-03 |
EP2834120B1 (en) | 2020-07-22 |
CN104271425A (en) | 2015-01-07 |
EP2834120A4 (en) | 2017-05-03 |
US20150329113A1 (en) | 2015-11-19 |
EP2834120A1 (en) | 2015-02-11 |
SE536464C2 (en) | 2013-11-26 |
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