WO2020035128A1 - Systèmes et procédés montés sur véhicule pour une conduite en descente à une distance sûre d'un véhicule cible - Google Patents

Systèmes et procédés montés sur véhicule pour une conduite en descente à une distance sûre d'un véhicule cible Download PDF

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Publication number
WO2020035128A1
WO2020035128A1 PCT/EP2018/071942 EP2018071942W WO2020035128A1 WO 2020035128 A1 WO2020035128 A1 WO 2020035128A1 EP 2018071942 W EP2018071942 W EP 2018071942W WO 2020035128 A1 WO2020035128 A1 WO 2020035128A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
braking torque
controller
wear
downhill
Prior art date
Application number
PCT/EP2018/071942
Other languages
English (en)
Inventor
Wei Hu
Original Assignee
Wabco Europe Bvba
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 Wabco Europe Bvba filed Critical Wabco Europe Bvba
Priority to PCT/EP2018/071942 priority Critical patent/WO2020035128A1/fr
Publication of WO2020035128A1 publication Critical patent/WO2020035128A1/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
    • 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
    • B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/18008—Propelling the vehicle related to particular drive situations
    • B60Y2300/181—Hill climbing or descending
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/88—Reducing brake wear

Definitions

  • the present disclosure relates to vehicle mounted systems and methods for downhill driving at a safe distance to a target vehicle.
  • the present disclosure relates to the usage of wear-free continuous brakes (endurance brakes) during downhill driving.
  • a vehicle mounted system that controls the vehicle speed benefits from topography information as, for example, the gravity acceleration may
  • Such topography information may be derived from a map or online by monitoring vehicle parameters as described in WO 2015/003767 A1.
  • EP 3019376 B1 teaches an adaptive cruise control system for a vehicle.
  • the drive torque of the engine and the operating state of at least one permanent brake it is determined whether ambient influences are acting on the vehicle that result in an additional acceleration of the vehicle, such as for example an inclined road while driving downhill. If a positive acceleration of the vehicle is determined while there is no or only a low drive torque of the engine and the operating state of the
  • EP 3019375 B1 is directed at an adaptive cruise control system for a vehicle that detects the presence of environmental influences that have an impact on the feedback control, and adapts the feedback control to account for these environmental influences by setting at least one control parameter of the vehicle feedback control system based on a number of overshoots and/or undershoots of a limiting value of a first state variable based on the state of at least one wheel brake of the vehicle within a defined period, and information about the vehicle traveling ahead.
  • This leverages the insight that a characteristic braking response occurs during relatively long journeys on an inclined road or journeys downhill, as the vehicle is additionally accelerated by the road inclination, such that the distance to the vehicle ahead is significantly reduced and braking is required.
  • the deceleration caused by braking is followed by a phase in which the vehicle rolls freely.
  • the vehicle rapidly closes on the vehicle traveling ahead due to the acceleration of the vehicle caused by the inclination of the roadway, which again results in a braking force being applied to the vehicle. If the braking maneuvers triggered by the feedback control system lead to several overshoots and/or undershoots of the limiting value of the first state variable, it is recognized that environmental influences are acting on the vehicle that result in an additional acceleration of the vehicle.
  • the control parameter of the feedback control system can be adapted, such that the control behavior is no longer negatively affected by the external influences on the vehicle
  • aspects of the present invention relate to methods and systems which improve downhill driving at a set speed and/or a set distance to a target vehicle by facilitating a detection that a vehicle drives downhill and/or performing an adjustment of a braking torque in view of the downhill driving.
  • a method of determining whether a vehicle that is configured to automatically adjust its speed based on the dynamics of a target vehicle, drives downhill comprises monitoring whether a speed of the vehicle increases, a relative speed between the vehicle and the target vehicle is above a first threshold, and a distance between the vehicle and the target vehicle is below a second threshold. If all conditions apply, the vehicle is likely to drive downhill.
  • the road section may be negatively sloped for more than 50m, 100m, 250m, 500m, or 1000m.
  • a poor performance of the system that controls the vehicle speed may be used as an indicator that the vehicle drives downhill.
  • the method may further comprise monitoring whether a braking torque applied by a wear-free continuous brake of the vehicle is above a third threshold. If the braking torque applied by the wear-free continuous brake is above the third threshold, the indication may be confirmed.
  • the vehicle may be a truck or bus where, when driving downhill, the braking force generated by the retarder is only supplemented by braking forces of the foundation brakes (e.g., friction brakes) when necessary to avoid overuse and fading of the foundation brakes.
  • the foundation brakes e.g., friction brakes
  • a control of a driveline or gearbox of the vehicle may be adapted to increase retarder performance.
  • the method may further comprise switching, in response to confirming the indication, from a default mode that is applied by a controller of the vehicle to a downhill mode, wherein the controller adjusts the braking torque applied by the wear-free continuous brake based on a previously applied braking torque, if operating in the downhill mode.
  • a fallback to friction brakes may be the result of a controller which operates in default mode although the vehicle drives downhill, which may require other control parameters or another control strategy.
  • a poor performance of the system may be used as an indicator that the controller operates in the wrong mode and trigger a mode switch.
  • a vehicle mounted system may comprise a sensor configured to acquire data on a target vehicle in front of the vehicle and a controller configured to evaluate the data and control a speed of the vehicle based on the evaluated data.
  • the controller may be configured to switch from a default mode to a downhill mode, based on whether the speed of the vehicle increases, a relative speed between the vehicle and the target vehicle is above a first threshold, and a distance between the vehicle and the target vehicle is below a second threshold.
  • the sensor may be a radar or lidar sensor and measure a time shift between emitted and detected electromagnetic radiation to determine a distance between the vehicle and the target vehicle, or a (stereo) camera.
  • the controller may be configured to monitor whether a braking torque applied by a wear-free continuous brake of the vehicle is above a third threshold.
  • the controller may be further configured to switch from the default mode to the downhill mode based on whether the braking torque applied by the wear-free continuous brake is above the third threshold.
  • additional indicators may be checked to confirm the initial assumption that the vehicle drives downhill to further improve the accuracy of the detection.
  • the controller may be configured to adjust the braking torque applied by the wear-free continuous brake based on a previously applied braking torque, if operating in the downhill mode.
  • the previously applied braking torque may be taken into account. For instance, if the previously applied braking torque has proven to be too low, the braking torque calculated based on the currently required declaration may be further increased.
  • a method of adjusting a braking torque to be applied by a wear-free continuous brake of a vehicle that drives downhill while automatically following a target vehicle comprises acquiring data on the target vehicle, evaluating the data and controlling, by a controller, a speed of the vehicle based on the evaluated data, determining a braking torque to be applied by a wear-free continuous brake based on a difference between a desired distance between the vehicle and the target vehicle and a current distance determined from the acquired data when the controller operates in the default mode, and adjusting the braking torque of the wear-free continuous brake based on a previously applied braking torque value when the controller operates in the downhill mode.
  • the braking torques adjustment may also be used together with other measures for detecting downhill driving.
  • a vehicle mounted acceleration sensor or map (topography) data in
  • GPS Globalstar Navigation Satellite System
  • GLONASS Globalstar Navigation Satellite System
  • GALILEO GALILEO
  • the previously applied braking torque may be maintained.
  • a previously applied braking torque may be maintained if the system performance is acceptable.
  • the braking torque may be adjusted based on a difference between a fixed braking torque value and the previously applied braking torque value.
  • the braking toque may be adjusted step-wise by a variable
  • a vehicle mounted system may comprise a sensor to acquire data on a target vehicle in front of the vehicle and a controller configured to evaluate the data and control a speed of the vehicle based on the evaluated data and switch from a default mode to a downhill mode in response to an indication that the vehicle drives downhill.
  • the controller may be configured to determine a braking torque to be applied by a wear-free continuous brake based on a difference between a desired distance between the vehicle and the target vehicle and a current distance determined from the acquired data when the controller operates in the default mode.
  • the controller may adjust the braking torque of the wear-free continuous brake based on a previously applied braking torque value.
  • the downhill mode may be regarded as an add-on to the default mode which adapts or overwrites the control output of the default mode when necessary.
  • the controller may be configured to maintain the previously applied braking torque if the difference is within a tolerance range.
  • control output of the downhill mode results in a satisfying operation, it may be simply maintained until a performance drop requires further adjustments.
  • the controller may be configured to adjust the braking torque based on a difference between the previously applied braking torque value and a fixed braking torque value, if the difference is outside of the tolerance range.
  • the braking torque may be incremented to overcome underbraking (i.e., an insufficient
  • the increment/decrement may be calculated by multiplying the difference by a (static or dynamic) scaling factor.
  • the fixed braking torque value may correspond to a maximum braking torque that can be generated by the wear-free continuous brake.
  • the braking torque of the wear-free continuous brake may be stepwisely incremented until it reaches its maximum.
  • a vehicle mounted system may comprise any combination of elements/features of the vehicle mounted systems described above.
  • a vehicle mounted system may comprise a sensor to acquire data on a target vehicle in front of the vehicle and a controller to evaluate the data and control a speed of the vehicle based on the evaluated data.
  • the controller may be configured to determine a braking torque to be applied by a wear-free continuous brake based on a difference between a desired distance between the vehicle and the target vehicle and a current distance determined from the acquired data when the controller operates in a default mode.
  • the controller may be further configured to switch from a default mode to a downhill mode, based on whether the speed of the vehicle increases, a relative speed between the vehicle and the target vehicle is above a first threshold, and a distance between the vehicle and the target vehicle is below a second threshold.
  • the controller may adjust the braking torque of the wear-free continuous brake based on a previously applied braking torque value.
  • Fig. 1 shows a vehicle that drives downhill while following a target vehicle
  • Fig. 2 shows a system mounted on the vehicle that automatically controls the longitudinal dynamics of the vehicle based on data on the target vehicle;
  • Fig. 3a illustrates steps of a method of determining that the vehicle drives downhill
  • Fig. 3b shows further optional steps of the method of Fig. 3a;
  • Fig. 3c illustrates conditions that if apply trigger a mode switch
  • Fig. 4, Fig. 4a, Fig. 5, and Fig. 5a illustrate measures for adjusting a braking torque to be applied by a wear-free continuous brake of the vehicle, when the vehicle drives downhill.
  • a vehicle 10 e.g., a truck, bus, car, etc.
  • Both vehicles 10, 12 travel in the same lane along a road section 14 which is inclined relative to the horizontal by an angle a. While the road section 14 shown in Fig. 1 has a constant inclination angle a, it is noted that the inclination angle a may also vary along the road section 14. Nevertheless, if the inclination angle a remains positive along the road section 14, both vehicles 10, 12 may be regarded as driving downhill.
  • the vehicle 10 is said to automatically follow the target vehicle 12, as the speed S of the vehicle 10 is controlled such that the distance D between the vehicle 10 and the target vehicle 12 remains within a safe range around a desired distance D’.
  • the desired distance D’ may be calculated based on the relative speed SREL and may be adjusted by taking into account a control delay (which is introduced when adapting the speed S of the vehicle 10 to the speed ST of the target vehicle 14).
  • Fig. 2 shows an exemplary vehicle mounted system 16 that automatically controls the speed S of the vehicle 10 based on data on the target vehicle 12.
  • the system 16 may comprise a radar sensor 18 that provides data 300 on the dynamics of the target vehicle 12.
  • the radar sensor 18 may allow measuring the distance D between the vehicle 10 and the target vehicle 12, and the relative speed SREL between the vehicle 10 and the target vehicle 12.
  • the sensor 18 may detect reflected electromagnetic radiation and measure the time of flight and the Doppler shift to determine the distance D and the relative speed SREL.
  • the vehicle 10 may also be equipped with other (or additional) sensors such as, for example, a (stereo) camera, a lidar, a laser scanner, etc. that allow determining the distance D and the relative speed SREL between the vehicle 10 and the target vehicle 12.
  • the system 1 6 may further comprise a controller 20 that receives the data on the target vehicle 12 from the sensor 18 and controls an engine 22, a wear-free continuous brake 24 (e.g., a retarder) and the foundation brakes 26 of the vehicle 10.
  • a wear-free continuous brake 24 e.g., a retarder
  • the controller 20 may cause the engine 22 to accelerate the vehicle 10.
  • the controller 20 may activate the wear-free continuous brake 24 and/or the foundation brakes 26 to decelerate the vehicle 10.
  • the controller 20 may activate the foundation brakes 26 by feeding compressed air via a pneumatic braking module 28 to brake cylinders of the foundation brakes 26.
  • Figs. 3a, 3b, and 3c illustrate steps of a method of determining that the vehicle 10 drives downhill.
  • the controller 20 checks whether the distance D is below the threshold DTHRES. If the distance D is below the threshold DTHRES, the controller 20 stores an indication that said condition 110 applies and checks in step 32 whether the relative speed SREL is above a threshold STHRES.
  • the controller 20 stores an indication that said condition 120 applies and checks in step 34 whether the speed S of the vehicle 10 increases. If the speed S of the vehicle 10 increases, the controller 20 stores an indication that said condition 130 applies and assumes that a default mode currently employed by the controller 20 performs poorly because the vehicle 10 drives downhill. Thus, if the conditions 1 10, 120, 130 checked in steps 30, 32, and 34 apply, it may be indicated at 100 that the vehicle 10 is likely to drive downhill. Notably, the conditions 1 10, 120, and 130 may be checked in any order.
  • the system 16 may not be capable of detecting any downhill driving, but may nevertheless be capable of detecting that the vehicle 10 drives downhill when the vehicle 10 drives along a road section that has a relatively high inclination angle a. As such a scenario may more urgently (than other scenarios) require an adjustment of the control parameters and/or the control strategy to avoid overuse and/or fading of the foundation brakes 26, this behavior may be acceptable.
  • Fig. 3b shows further optional steps for confirming whether the vehicle 10 drives downhill that may be performed and/or taken into account if it has been indicated at 100 that the vehicle is likely to drive downhill.
  • the controller 20 checks whether a braking torque B of the wear-free continuous brake 24 is above a threshold BTHRES. If the braking torque B of the wear-free continuous brake 24 is above the threshold BTHRES and in case that an activation of the foundation brakes 26 is not implicitly given by the fact that the distance D is below the threshold DTHRES (which may trigger the use of the foundation brakes 26, as described above), the controller 20 may also check whether an activation of the foundation brakes 26 is required. Moreover, it may be checked whether the vehicle deceleration is above a threshold. If the downhill driving is confirmed at 200, the controller 20 may switch 140 from a default mode 150 to a downhill mode 160, as explained in more detail with reference to Fig. 4, Fig. 4a, Fig. 5 and Fig. 5a.
  • the calculation of the braking torque B of the wear-free continuous brake 24 performed in accordance with the default mode 150 may comprise determining an acceleration error EA (i.e., a deviation between the desired acceleration and the current acceleration) and calculating a braking torque B that is to be applied to the wear-free continuous brake 24 by, for example, multiplying the acceleration error with a predetermined gain factor.
  • EA i.e., a deviation between the desired acceleration and the current acceleration
  • the calculation of the braking torque B of the wear- free continuous brake 24 performed in accordance with the default mode 150 may be amended by activating an additional control block 40 which adjusts the braking torque BA based on the previously applied braking torque BM and one or more of the distance error ED (i.e., the deviation between the desired speed and the current speed), the speed error Es, and the acceleration error EA.
  • the distance error ED i.e., the deviation between the desired speed and the current speed
  • the speed error Es i.e., the acceleration error EA.
  • the activated control block 40 may cause the controller 20 to check in step 42 whether, for example, the acceleration error EA is above a threshold Fte. If the acceleration error EA is above the threshold Fte, the endurance brake braking torque BA may be decremented. For example, the endurance brake braking torque BA may be decremented by a difference between a maximum available endurance brake braking torque BMAX (or another fixed endurance brake braking torque BF) and the desired endurance brake deceleration torque from the previous control cycle BM (or a value calculated from the endurance brake deceleration torque of several previous control cycles BM , Bt-2, etc.), multiplied with a static or dynamic scaling factor C.
  • BMAX maximum available endurance brake braking torque
  • BMAX or another fixed endurance brake braking torque BF
  • the desired endurance brake deceleration torque from the previous control cycle BM or a value calculated from the endurance brake deceleration torque of several previous control cycles BM , Bt-2, etc.
  • the activated control block 40 may cause the controller 20 to check in step 44 whether the acceleration error EA is below the threshold R-i. If the acceleration error EA is below the threshold R-i, the endurance brake braking torque BA may be incremented. For example, the endurance brake braking torque BA may be incremented by the difference between the maximum available endurance brake torque BMAX (or another fixed endurance brake braking torque BF) and the desired endurance brake deceleration torque from the previous control cycle Bt- 1 (or a value calculated from the endurance brake deceleration torque of several previous control cycles BM , Bt-2, etc.), multiplied with a static or dynamic scaling factor F.
  • BMAX maximum available endurance brake torque
  • Bt- 1 or a value calculated from the endurance brake deceleration torque of several previous control cycles BM , Bt-2, etc.
  • the endurance brake braking torque BM applied during the preceding control cycle may be
  • the thresholds Ri and R2 may delimit a tolerance range R that is equally spaced around zero. Flence, if the acceleration error EA is within the tolerance range R, it may be maintained, as the low error may be seen as an indication that the system 16 performs well.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un système monté sur véhicule (16) qui permet d'ajuster un couple de freinage lorsque le véhicule (10) commande la descente.
PCT/EP2018/071942 2018-08-13 2018-08-13 Systèmes et procédés montés sur véhicule pour une conduite en descente à une distance sûre d'un véhicule cible WO2020035128A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2018/071942 WO2020035128A1 (fr) 2018-08-13 2018-08-13 Systèmes et procédés montés sur véhicule pour une conduite en descente à une distance sûre d'un véhicule cible

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2018/071942 WO2020035128A1 (fr) 2018-08-13 2018-08-13 Systèmes et procédés montés sur véhicule pour une conduite en descente à une distance sûre d'un véhicule cible

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WO2020035128A1 true WO2020035128A1 (fr) 2020-02-20

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PCT/EP2018/071942 WO2020035128A1 (fr) 2018-08-13 2018-08-13 Systèmes et procédés montés sur véhicule pour une conduite en descente à une distance sûre d'un véhicule cible

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11565699B1 (en) * 2022-03-31 2023-01-31 Plusai, Inc. Methods and apparatus for automated speed selection and retarder application in downhill driving of an autonomous tractor trailer

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11245684A (ja) * 1998-03-03 1999-09-14 Mitsubishi Motors Corp 車間距離制御装置
EP1204540A1 (fr) * 2000-05-16 2002-05-15 Nissan Motor Company, Limited Systeme et procede pour reguler la vitesse de vehicules et la distance entre vehicules
WO2015003767A1 (fr) 2013-07-12 2015-01-15 Wabco Gmbh Procédé et dispositif de régulation automatique d'une dynamique longitudinale d'un véhicule à moteur
EP3019375B1 (fr) 2013-07-12 2017-05-17 WABCO GmbH Procédé et dispositif de régulation automatique d'une dynamique longitudinale d'un véhicule à moteur

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11245684A (ja) * 1998-03-03 1999-09-14 Mitsubishi Motors Corp 車間距離制御装置
EP1204540A1 (fr) * 2000-05-16 2002-05-15 Nissan Motor Company, Limited Systeme et procede pour reguler la vitesse de vehicules et la distance entre vehicules
WO2015003767A1 (fr) 2013-07-12 2015-01-15 Wabco Gmbh Procédé et dispositif de régulation automatique d'une dynamique longitudinale d'un véhicule à moteur
EP3019375B1 (fr) 2013-07-12 2017-05-17 WABCO GmbH Procédé et dispositif de régulation automatique d'une dynamique longitudinale d'un véhicule à moteur
EP3019376B1 (fr) 2013-07-12 2017-05-17 WABCO GmbH Procédé et dispositif de régulation automatique d'une dynamique longitudinale d'un véhicule à moteur

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11565699B1 (en) * 2022-03-31 2023-01-31 Plusai, Inc. Methods and apparatus for automated speed selection and retarder application in downhill driving of an autonomous tractor trailer
US20230311881A1 (en) * 2022-03-31 2023-10-05 Plusai, Inc. Methods and apparatus for automated speed selection and retarder application in downhill driving of an autonomous tractor trailer
US11780440B1 (en) 2022-03-31 2023-10-10 Plusai, Inc. Methods and apparatus for automated speed selection and retarder application in downhill driving of an autonomous tractor trailer

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