SE1550638A1 - Method and system for adapting a vehicle's acceleration when driving the vehicle along a route - Google Patents
Method and system for adapting a vehicle's acceleration when driving the vehicle along a route Download PDFInfo
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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
- 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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
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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
- 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
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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
- 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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
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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
- B60W50/0097—Predicting future conditions
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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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
- B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
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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
- 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
- B60W40/072—Curvature of the road
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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
- 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
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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
- 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
- B60W40/10—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 vehicle motion
- B60W40/107—Longitudinal acceleration
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Engineering & Computer Science (AREA)
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Abstract
SAMMANDRAG Foreliggande uppfinning hanfor sig till ett fOrfarande for att anpassa ett fordons acceleration vid framfOrande av fordonet utmed en fardvag, innefattande stegen att: fortlopande faststalla (Si) upptradande av hastighetsbegransande foreteelser utmed fordonets fardvag; och vid faststalld hastighetsbegransande fOreteelse faststalla (S2) erforderlig acceleration fOr att na en foreskriven malhastighet vid en sadan faststalld upptradande hastighetsbegransande fOreteelse. Forfarandet kannetecknas av att, da en faststalld hastighetsbegransande fOreteelse foregas av ett nedfOrslutande fardvagsparti positivt accelererande paverkande fordonets kOrmotstand dar fordonets hastighet initialt understiger namnda malhastighet, steget att faststalla (S2a) erforderlig acceleration inbegriper steget att faststalla bromsstrategi baserat pa karakteristika hos namnda nedforslutande fardvagsparti. Fareliggande uppfinning hanfOr sig ocksa till ett system fOr anpassa ett fordons acceleration vid framfOrande av fordonet utmed en fardvag. Foreliggande uppfinning hanfor sig ocksã till ett motorfordon. Foreliggande uppfinning hanfor sig ocksa till ett datorprogram och en datorprogramprodukt. SUMMARY The present invention relates to a method of adjusting the acceleration of a vehicle when driving the vehicle along a carriageway, comprising the steps of: continuously determining (Si) the occurrence of speed limiting phenomena along the vehicle carriageway; and in the case of a fixed speed-limiting phenomenon, determine (S2) the required acceleration in order to reach a prescribed grinding speed at such a fixed speed-limiting phenomenon. The method can be characterized in that, when a fixed speed limiting event is performed by a descending carriageway portion positively accelerating affecting the driving resistance of the vehicle where the vehicle speed is initially below said grinding speed, the step of determining (S2a) the required acceleration includes the step of including the step. The present invention also relates to a system for adapting the acceleration of a vehicle when driving the vehicle along a carriageway. The present invention also relates to a motor vehicle. The present invention also relates to a computer program and a computer program product.
Description
1 FORFARANDE OCH SYSTEM FOR ATT ANPASSA ETT FORDONS ACCELERATION VID FRAMFORANDE AV FORDONET UTMED EN FARDVAG TEKNISKT OMRADE Uppfinningen hanfOr sig till ett fOrfarande far att anpassa ett fordons acceleration vid framf6rande av fordonet utmed en fardvag enligt ingressen till patentkrav 1. Uppfinningen hanfar sig till ett system far att anpassa ett fordons acceleration vid framfarande av fordonet utmed en fardvag. TECHNICAL FIELD The invention relates to a method capable of adapting a vehicle's acceleration when driving the vehicle according to a system according to the method of the vehicle......................................... father to adjust the acceleration of a vehicle when driving the vehicle along a carriageway.
Uppfinningen hanfor sig ocksa till ett motorfordon. Uppfinningen hanfor sig aven till ett datorprogram och on datorprogramprodukt. The invention also relates to a motor vehicle. The invention also relates to a computer program and a computer program product.
BAKGRUND Farthallare och liknande forarstod blir alltmer intelligenta. ldag finns flertalet system pa marknaden som anvander sig av kartdata for att framfora fordonet pa ett bransleekonomiskt sat Dessa system är dock anpassade till att enbart se till hur topografin ser ut, vilket i praktiken gar dessa till funktioner lampliga for bruk pa motorvag och motsvarande vagar. BACKGROUND Cruise lines and similar front-rails are becoming increasingly intelligent. Today, there are most systems on the market that use map data to drive the vehicle in an industry-economical way. However, these systems are adapted to only look at what the topography looks like, which in practice makes them suitable for use on motorways and similar roads.
Dagens system bygger helt och hallet pa en forarinstalld bOrvardeshastighet. Today's system is based entirely on a driver-installed drilling speed.
De topologibaserade farthallarna finals enbart avvika fran donna med ett visst antal procent eller km/h. Om fordonet i fraga skulle k6ra in pa en mindre vag med kurvor och hastighetsbegransningar är det lampligt att stanga av farthallaren eftersom fOraren anda spiv behaver bromsa infOr en eventuell kurva. Pa mindre vagar med manga kurvor är det dessutom svart far on forare att kora optimalt ur ett bransleekonomiskt perspektiv. Detta eftersom det ofta ãr svart att se vad som hander bakom den narmaste kurvan. 2 US20040068359 visar en prediktiv farthallare som utnyttjar fordonets aktuella position samt den kommande terrdngen for att spara bransle och for att Oka kOrkomforten. Aspekter som vagkrekning och om fordonet är pa \tag uppfOr eller nedfor en backe är med i berdkningen. En strategi är att fOrhindra onedig bromsning och att kunna halla optimal kOrning fOr att kunna spara brdnsle. The topology-based speed halls finals only deviate from the donna by a certain number of percent or km / h. If the vehicle in question were to collide on a minor road with curves and speed limits, it is advisable to switch off the cruise control as the driver needs to brake before a possible curve. On smaller scales with many curves, it is also a black danger for drivers to drive optimally from an industry economic perspective. This is because it is often black to see what is going on behind the narrowest curve. US20040068359 shows a predictive cruise control that utilizes the vehicle's current position as well as the upcoming terrain to save fuel and to increase driving comfort. Aspects such as wading and whether the vehicle is on a slope up or down a hill are included in the coverage. One strategy is to prevent unnecessary braking and to be able to maintain optimal driving in order to be able to save fuel.
SYFTE MED UPPFINNINGEN Ett syfte med foreliggande uppf inning är att astadkomma ett forfarande och ett system for att anpassa ett fordons acceleration vid framforande av fordonet utmed en fdrdvdg som är kuperad som mojliggOr sdkert och komfortmdssigt framf6rande av fordonet vid hastighetsbegransande fOreteelser sasom kurvor. OBJECT OF THE INVENTION An object of the present invention is to provide a method and a system for adapting a vehicle's acceleration when driving the vehicle along a vehicle which is hilly which enables safe and comfortable driving of the vehicle at speed limiting conditions.
Ett ytterligare syfte med foreliggande uppfinning är att astadkomma ett forfarande och ett system for att anpassa ett fordons acceleration vid framforande av fordonet utmed en kuperad och kurvig fdrdvag som Okar acceptansen hos fOrare fOr framforande av fordonet. A further object of the present invention is to provide a method and a system for adjusting the acceleration of a vehicle when driving the vehicle along a hilly and curvy vehicle which increases the acceptance of drivers for driving the vehicle.
SAMMANFATTNING AV UPPFINNINGEN Dessa och andra syften, vilka framgar av nedanstaende beskrivning, astadkommes medelst ett fOrfarande, ett system, ett motorfordon, ett datorprogram och en datorprogramprodukt av inledningsvis angivet slag och som vidare uppvisar sardragen angivna i den kannetecknande delen av bifogade sjdlystandiga patentkrav. Foredragna utfOringsformer av fOrfarandet och systemet är definierade i bifogade osjalvstandiga patentkrav. SUMMARY OF THE INVENTION These and other objects, which will become apparent from the following description, are accomplished by a method, system, motor vehicle, computer program, and computer program product of the kind initially indicated and further having the features set forth in the characterizing portion of the appended patent. Preferred embodiments of the method and system are defined in the appended dependent claims.
Enligt uppfinningen uppnas syftena med ett forfarande for att anpassa ett fordons acceleration vid framfOrande av fordonet utmed en fardvag, 3 innefattande stegen att: fortlOpande faststalla upptradande av hastighetsbegransande foreteelser utmed fordonets fardvag; och vid faststalld hastighetsbegransande foreteelse faststalla erforderlig acceleration far att na en fOreskriven malhastighet vid en sadan faststalld upptradande hastighetsbegransande fOreteelse. FOrfarandet kannetecknas av att, dâ en faststalld hastighetsbegransande foreteelse foregas av ett nedforslutande fardvagsparti positivt accelererande paverkande fordonets kormotstand dar fordonets hastighet initialt understiger namnda malhastighet, steget att faststalla erforderlig acceleration inbegriper steget att faststalla bromsstrategi baserat pa karakteristika hos namnda nedfOrslutande fardvagsparti och/eller pa fordonsinstallning avseende onskad grad av komfort vid framfOrandet. According to the invention, the objects are achieved with a method for adapting a vehicle's acceleration when driving the vehicle along a carriageway, comprising the steps of: continuously determining the occurrence of speed limiting phenomena along the vehicle carriageway; and in the case of a fixed velocity-limiting phenomenon, determining the required acceleration must reach a prescribed grinding speed in such a fixed velocity-limiting phenomenon occurring. The method may be characterized in that, when a fixed speed limiting phenomenon is preceded by a descending carriageway portion positively accelerating affecting the vehicle's chore resistance where the vehicle speed is initially below said grinding speed, the step of determining required acceleration includes the step of determining the standard brake position. regarding the desired degree of comfort during the performance.
Harigenom mojliggors forbattrat framfOrande av fordonet vid kuperad fardvag med hastighetsbegransande fOreteelser sasom kurvor. Genom att salunda applicera bromsstrategi baserat pa karaktaristika hos det nedforslutande fardvagspartiet sasom langdutstrackning och lutning hos fardvagspartiet mOjliggors smart anvandande av bromsorgan hos fordonet sasom hjalpbroms, exempelvis retarder for att darigenom Oka acceptansen hos forare att salunda framfora fordonet. Harigenom mOjliggors sakert och komfortmassigt framfOrande av fordonet vid hastighetsbegransande foreteelser fOljande ett nedforslutande fardvagsparti och foljaktligen vid hastighetsbegransande fOreteelse som foljer av kronkorning med efterfeljande nedfOrslutning. Vidare mOjliggOrs harigenom att anpassa acceleration far att nâ fOreskriven malhastighet sâ att aven bransleekonomiskt framfOrande beaktas och skiftning mellan prestanda och bransleekonomi i beroende av hur langt innan den hastighetsbegransande foreteelsen vald bromsstrategi inbegripande viss bromsforlopp initieras. Genom mejlighet till fordonsinstallning avseende Onskad grad av komfort vid framforande av fordonet i nedforslutande fardvagsparti kan fOraren sakerstalla komfort genom att tillse att bromsforlopp motsvarande komfortabel framfart alltid erhalles, eller snabb och harvid mer sportig framfart genom att tillse att ett mer sportigt bromsfOrlopp med kortare men 4 kraftigare bromsverkan for snabbare framf art alltid erhalles. Enligt en variant presenteras vald bromsstrategi for foraren. Presentationen kan ske medelst vilkets som heist lampligt presentationsmedel. Bromsstrategin presenteras enligt en variant visuellt. Den visuella presentationen av bromsstrategi astadkommes enligt en variant medelst ett visuellt presentationsmedel i form av en displayenhet synlig for fOraren, dar displayenheten enligt en variant är anordnad i instrumentpanelen has fordonet. Den visuella presentationen av bromsstrategi astadkommes enligt en variant medelst ett visuellt presentationsmedel i form av en sa. kallad "head-up display", dvs. medelst pa vindrutan Overlagrad information. Bromsstrategin presenteras enligt en variant akustiskt, dvs. medelst ett akustiskt presentationsmedel i form av vilken som heist lamplig ljudenhet. Presentationen kan foljaktligen ske medelst vilket som heist lampligt presentationsmedel. This makes it possible to improve the driving of the vehicle on a hilly carriageway with speed-limiting events such as curves. By applying braking strategy based on the characteristics of the descending carriageway section, such as length extension and inclination of the carriageway section, smart use of braking means of the vehicle as an auxiliary brake is possible, for example retarders to thereby increase the acceptance of the driver to salvage the vehicle. This makes it possible to drive the vehicle safely and comfortably in the event of speed-limiting phenomena following a descending section of the carriageway and consequently in the case of speed-limiting phenomena which follow crown-graining with subsequent closure. Furthermore, it is possible to adjust acceleration by achieving the prescribed grinding speed so that industry performance is also taken into account and the shift between performance and industry economy depending on how long before the speed limiting phenomenon the braking strategy chosen, including a certain braking sequence, is initiated. Through the possibility of vehicle installation regarding the desired degree of comfort when driving the vehicle in the downhill section of the carriageway, the driver can ensure comfort by ensuring that braking performance corresponding to comfortable driving is always obtained, or fast and more sporty driving by ensuring a more sporty braking course with shorter but 4 stronger braking effect for faster driving is always obtained. According to a variant, the selected braking strategy is presented to the driver. The presentation can take place by means of a suitable means of presentation. The braking strategy is presented according to a variant visually. The visual presentation of braking strategy is achieved according to a variant by means of a visual presentation means in the form of a display unit visible to the driver, where the display unit according to a variant is arranged in the instrument panel of the vehicle. The visual presentation of braking strategy is achieved according to a variant by means of a visual presentation means in the form of a sa. called "head-up display", ie. by means of the Overlay information pane. The braking strategy is presented according to a variant acoustically, ie. by means of an acoustic presentation means in the form of any suitable sound unit. The presentation can consequently take place by means of any suitable means of presentation.
Enligt en utforingsform av forfarandet inbegriper namnda karakteristika hos namnda nedfOrslutande fardvagsparti lutning och/eller langdutstrackning. According to one embodiment of the method, said characteristics of said descending carriageway portion include inclination and / or longitudinal extension.
Harigenom kan bromsstrategin anpassas med lampligt bromsfOrlopp sa att vid ett forhallandevis kort och/eller brant fardvagsparti ett positivt accelererande bromsforlopp aktiveras forhallandevis tidigt i det nedforslutande fardvagspartiet, ett bromsforlopp med en bromsverkan som medfor i huvudsak avsaknad av acceleration vid framforande av fordonet utmed namnda fardvagsparti vid tidigt uppnaende av en fordonshastighet nara namnda malhastighet, samt vid ett fOrhallandevis langt och/eller flackt fardvagsparti ett negativt accelererande bromsforlopp/retarderande bromsforlopp aktiveras forhallandevis sent i det nedforslutande fardvagspartiet. As a result, the braking strategy can be adapted with a suitable braking process so that in the case of a relatively short and / or steep carriageway section, a positively accelerating braking course is activated relatively early in the descending carriageway section, a braking course having a braking effect which is mainly due to lack of acceleration. early attainment of a vehicle speed close to the said grinding speed, and in the case of a relatively long and / or flat carriageway section a negative accelerating brake course / decelerating brake course is activated relatively late in the downhill carriageway section.
Enligt en utforingsform av forfarandet inbegriper steget att faststalla bromsstrategi vidare hansynstagande till fordonshastighet och/eller kOrmotstand. Harigenom mojliggors faststallande av en mer korrekt erforderlig acceleration och fOljaktligen mer korrekt bromsstrategi. Harigenom kan bromsstrategin ytterligare anpassas med lampligt bromsforlopp sâ att vid en forhallandevis hog hastighet och/eller ett forhallandevis stort negativt kOrmotstand ett positivt accelererande bromsforlopp aktiveras forhallandevis tidigt i det nedforslutande fardvagspartiet, ett bromsfOrlopp med en bromsverkan som medfor i huvudsak avsaknad av acceleration vid framfOrande av fordonet utmed namnda fardvagsparti vid tidigt uppnaende av en fordonshastighet nara namnda malhastighet, samt vid en forhallandevis lag hastighet och/eller ett forhallandevis lagt negativt kormotstand ett negativt accelererandebromsfOrlopp/retarderandebromsfOrloppaktiveras forhallandevis sent i det nedfOrslutande fardvagspartiet. According to one embodiment of the method, the step of determining braking strategy further comprises taking into account vehicle speed and / or driving resistance. This makes it possible to determine a more correctly required acceleration and consequently a more correct braking strategy. As a result, the braking strategy can be further adapted with a suitable braking course so that at a relatively high speed and / or a relatively large negative driving resistance a positive accelerating braking course is activated relatively early in the descending carriageway section, a braking course with an acceleration effect mainly due to acceleration. the vehicle along the said carriageway section at the early attainment of a vehicle speed close to the said grinding speed, and at a relatively low speed and / or a relatively laid negative choke resistance a negative accelerating brake course / decelerating brake course is activated relatively late in the descending car.
Enligt en utfOringsform av fOrfarandet inbegriper namnda bromsstrategi ett forsta bromsforlopp inbegripande steget att aktivera en bromsverkan som medfor positivt accelererande framfOrande av fordonet utmed namnda fardvagsparti. Detta bromsforlopp lampar sig val vid ett forhallandevis kort och/eller brant fardvagsparti och/eller en forhallandevis hog hastighet och/eller ett ferhallandevis stort negativt kermotstand och medfer komfortabelt framfOrande med bibehallen god branslebesparing. Detta bromsfOrlopp kan aven motsvara en fordonsinstallning avseende onskad hog grad av komfort. According to an embodiment of the method, said braking strategy comprises a first braking process, including the step of activating a braking effect which results in a positively accelerating driving of the vehicle along said carriageway section. This braking process is suitable for a relatively short and / or steep carriageway section and / or a relatively high speed and / or a relatively large negative core resistance and results in comfortable driving while maintaining good fuel economy. This braking process can also correspond to a vehicle installation regarding the desired high degree of comfort.
Enligt en utforingsform av fOrfarandet inbegriper namnda bromsstrategi ett andra bromsfOrlopp inbegripande steget att aktivera en bromsverkan som medfor i huvudsak avsaknad av acceleration vid framfOrande av fordonet utmed namnda fardvagsparti. Detta bromsfOrlopp lampar sig val vid framforande av fordonet utmed namnda fardvagsparti vid tidigt uppnaende av en fordonshastighet nara namnda malhastighet och medfOr komfortabelt framforande med bibehallen god branslebesparing. Detta bromsfOrlopp kan aven motsvara en fordonsinstallning avseende onskad hog grad av komfort. According to an embodiment of the method, said braking strategy comprises a second braking process, including the step of activating a braking action which mainly entails a lack of acceleration when driving the vehicle along said carriageway section. This braking process makes choices when driving the vehicle along the said carriageway section at the early attainment of a vehicle speed close to the said grinding speed and results in comfortable driving while maintaining good fuel economy. This braking process can also correspond to a vehicle installation regarding the desired high degree of comfort.
Enligt en utforingsform av fOrfarandet inbegriper namnda bromsstrategi ett tredje bromsfOrlopp inbegripande stegen att: inledningsvis tillata frirullning hos fordonet; och att darefter aktivera en bromsverkan som medfor negativt 30 accelererande framfOrande av fordonet utmed namnda fardvagsparti. Detta 6 bromsforlopp lampar sig val vid ett forhallandevis langt och/eller flackt fardvagsparti och/eller lag hastighet och/eller ett fOrhallandevis lagt negativt kermotstand och medfOr god branslebesparing samt tidseffektivt framforande. Detta bromsforlopp kan aven motsvara en fordonsinstallning avseende Onskad snabb framfart och harvid lagre grad av komfort. According to one embodiment of the method, said braking strategy comprises a third braking process including the steps of: initially allowing freewheeling of the vehicle; and subsequently activating a braking action which results in a negative accelerating driving of the vehicle along said carriageway section. This 6 brake process is suitable for a relatively long and / or flat carriageway section and / or low speed and / or a relatively negative core resistance and results in good fuel economy and time-efficient driving. This braking process can also correspond to a vehicle installation regarding desired speed and has a lower degree of comfort.
Enligt en utforingsform av fOrfarandet tillampas namnda forsta bromsforlopp vid forhallandevis kraftig lutning och/eller forhallandevis ringa langdutstrackning hos namnda fardvagsparti och varvid namnda tredje bromsforlopp tillampas vid fOrhallandevis svag lutning och/eller forhallandevis stor langdutstrackning hos namnda fardvagsparti, och varvid namnda andra bromsforlopp tillampas vid tidigt uppnaende av en fordonshastighet nara namnda malhastighet. According to an embodiment of the method, said first brake course is applied at relatively steep slope and / or relatively small longitudinal extension of said carriage section and wherein said third brake course is applied at relatively slight slope and / or relatively large longitudinal extension of said second longitudinal extension of achieving a vehicle speed close to the said grinding speed.
Enligt en utfOringsform av forfarandet sker steget att faststalla erforderlig acceleration for att na foreskriven hastighet vid en upptradande hastighetsbegransande fOreteelse fortlepande. Genom att faststallandet av erforderlig acceleration sker fortlopande sakerstalls att fOreskriven hastighet uppnas pa ett sakert och komfortmassigt satt. Vidare sakerstalls genom sadant fortlopande faststallande att ingen erforderlig acceleration i form av retardation missas. According to an embodiment of the method, the step of determining the required acceleration takes place in order to reach the prescribed speed in the event of an occurring speed-limiting event continuously. By determining the required acceleration, it is continuously ensured that the prescribed speed is achieved in a safe and comfortable manner. Furthermore, it is stated by such a continuous determination that no required acceleration in the form of deceleration is missed.
Enligt en utfaringsform av fOrfarandet inbegriper namnda hastighetsbegransande fOreteelser kurvatur has fardvagen, varvid hastighet foreskrivs baserat pa maximalt tillaten sidoacceleration hos fordonet. Harigenom mOjliggOrs sakert framforande av fordonet i dot att hastigheten anpassas vid kurvkarning. According to one embodiment of the method, said speed limiting phenomena include curvature of the carriage, speed being prescribed based on the maximum permissible lateral acceleration of the vehicle. This makes it possible to drive the vehicle safely so that the speed is adjusted during cornering.
Enligt en utfaringsform av fOrfarandet inbegriper namnda hastighetsbegransande fOreteelser andrad hastighetsbegransning utmed fordonets fardvag. Harigenom sakerstalls att anpassning till hastighetsbegransningar utmed fordonets fardvag sker pa ett sakert och komfortmassigt satt. 7 Enligt en utforingsform av forfarandet inbegriper steget att faststalla erforderlig acceleration fOr att nâ foreskriven hastighet vid en upptradande hastighetsbegransande foreteelse steget att fortlOpande faststalla kOrmotstand utmed fordonets fardvag. Harigenom mOjliggOrs faststallande av en mer korrekt erforderlig acceleration och harvid mer korrekt val av bromsstrategi i det nedfOrslutande vagpartiet. Vidare majliggOrs mer bransleekonomiskt framforande av fordonet i det att exempelvis backar sasom namnda nedfOrslutande vagparti kan utnyttjas for frirullning, positivt accelererande bromsning, bromsning med i huvudsak avsaknad av acceleration och retarderande bromsning beroende pa grad av negativt kOrmotstand, varvid bade onOdig bromsning fOr acceleration i form av retardation och onOdig gasning for positiv acceleration kan undvikas och samtidigt ytterligare forbattrad komfort uppnas. According to one embodiment of the method, said speed limiting devices include other speed limiting along the vehicle's carriageway. This ensures that adaptation to speed limits along the vehicle's route takes place in a safe and comfortable manner. According to one embodiment of the method, the step of determining the required acceleration to reach the prescribed speed in the event of an occurring speed limiting phenomenon comprises the step of continuously determining driving resistance along the vehicle's carriageway. This makes it possible to determine a more correctly required acceleration and thereby have a more correct choice of braking strategy in the descending vagal section. Furthermore, more economically economical driving of the vehicle is possible in that, for example, slopes such as the said descending carriageway can be used for freewheeling, positive accelerating braking, braking with mainly lack of acceleration and decelerating braking depending on the degree of negative driving resistance, resulting in unnecessary braking. of deceleration and unnecessary gassing for positive acceleration can be avoided and at the same time further improved comfort is achieved.
Enligt en utfOringsform av fOrfarandet sker steget att fortlOpande faststalla upptradande av hastighetsbegransande fOreteelser utmed fordonets fardvag utifran en fOrutbestamd strack- och/eller tidshorisont framfOr fordonet utmed fordonets fardvag. Harigenom majliggOrs att anpassa acceleration inbegripande val av bromsstrategi mill& framfOrande hos det nedfOrslutande vagpartiet beaktande komfort, prestanda och bransleekonomi i beroende av hur langt innan den hastighetsbegransande foreteelsen bromsstratgin i form av bromsfOrlopp i det nedfOrslutande vagpartiet initieras, dvs. i beroende av strack- och/eller tidshorisont framfer fordonet utmed fordonets fardvag. Genom att salunda hastighetsbegransande fOreteelser sasom kurvatur utifran en fOrutbestamd strack- och/eller tidshorisont framfor fordonet utmed fordonets fardvag underlattas faststallande av bromsstrategi vilken kan faststallas innan fordonet nar det nedfOrslutande vagpartiet som fOregar den hastighetsbegransande fereteelsen. According to an embodiment of the method, the step of continuously determining the occurrence of speed-limiting events along the vehicle's route takes place from a predetermined distance and / or time horizon in front of the vehicle along the vehicle's route. This makes it possible to adapt acceleration, including the choice of braking strategy between the performance of the descending carriageway, taking into account comfort, performance and industry economy depending on how long before the speed-limiting phenomenon braking strategy in the form of braking progress in the descending carriageway, ie the carriageway interior. depending on the distance and / or time horizon, the vehicle drives along the vehicle's carriageway. By thus speed-limiting phenomena such as curvature from a predetermined distance and / or time horizon in front of the vehicle along the vehicle's carriageway, determination of braking strategy which can be determined before the vehicle reaches the descending carriageway which precedes the speed-limiting is facilitated.
Enligt en utforingsform innefattar forfarandet steget att foreskriva hastighet i form av en hastighetsprofil utmed fordonets fardvag och att fortlOpande 30 exekvera namnda hastighetsprofil genom fortlOpande faststallande av 8 namnda erforderliga acceleration. Harigenom forbattras mOjligheten fOr sakertochkomfortmassigtframforandeavfordonetvid hastighetsbegransande fOreteelser ytterligare. According to one embodiment, the method comprises the step of prescribing speed in the form of a speed profile along the vehicle's carriageway and continuously executing said speed profile by continuously determining said required acceleration. This further improves the possibility of safe and comfortable driving of vehicles in addition to speed-limiting events.
Enligt en utfOringsform innefattar fOrfarandet steget att styra fordonets hastighet sa att en hastighet associerad med namnda mdlhastighet tilldts vara hogre an mdlhastigheten med en viss offset, varvid namnda offset anpassas sá att en relativt storre offset tilldts vid icke sakerhetskritisk hastighetsbegransande foreteelse och en relativt mindre offset tillats vid sakerhetskritisk hastighetsbegransande fOreteelse. Harigenom mojliggOrs pa. ett flexibelt satt att anpassa framfOrandet av fordonet fOr bransleekonomiskt framf6rande vid icke sakerhetskritiska hastighetsbegransande fOreteelser sasom andrad hastighetsbegransning utmed fordonets fardvag samt tillse sakert framforande vid sakerhetskritiska hastighetsbegransande fOreteelser sasom kurvatur. Genom att sdlunda styra fordonets hastighet erhdlles harvid ett mer komfortmassigt framfOrande av fordonet i det att inbromsningar vid icke kritiska hastighetsbegransande foreteelser kan undvikas. For icke sakerhetskritska hastighetsbegransande fOreteelser kan foraren spiv tilldtas stalla in onskad offset i beroende av exempelvis 6nskad akkomfort och bransleekonomi vid framforande av fordonet. Fordonets hastighet tilldts harvid variera relativt mdlhastigheten inom vissa granser upp till en hastighet hOgre an mdlhastigheten med namnda offset. Detta är sarskilt fOrdelaktigt vid k6rning i backig terrang. Till exempel kan ett fordon tilldtas rulla upp i en hOgre hastighet an mdlhastigheten i en nedforsbacke for att spara bransle. Sarskilt salts gransen, dvs. namnda offset, for den tilldtna variationen, sdrskilt variationen uppat mot hOgre hastighet, i beroende av hastighetsbegransande foreteelse. According to one embodiment, the method comprises the step of controlling the speed of the vehicle so that a speed associated with said target speed is allowed to be higher than the target speed with a certain offset, said offset being adapted so that a relatively larger offset is assigned to non-critical speed limiting offset. in the case of a safety-critical speed-limiting event. Harigenom mojliggOrs pa. a flexible way of adapting the performance of the vehicle for industry-economical performance in non-safety-critical speed-limiting events such as other speed limitation along the vehicle's carriageway and ensuring safe driving in safety-critical speed-limiting events such as curvature. By controlling the speed of the vehicle in this way, a more comfortable driving of the vehicle is obtained in that braking in non-critical speed-limiting phenomena can be avoided. For non-safety-critical speed-limiting events, the driver can be allowed to set the desired offset in dependence on, for example, desired comfort and industry economy when driving the vehicle. The speed of the vehicle allowed to vary relative to the average speed within certain limits up to a speed higher than the average speed with said offset. This is especially advantageous when driving on hilly terrain. For example, a vehicle may be allowed to roll up at a higher speed than the average speed on a downhill slope to save fuel. Separately salt the border, ie. said offset, for the allowed variation, especially the variation upwards towards higher speed, in dependence on speed-limiting phenomenon.
Enligt en utfOringsform av innefattar fOrfarandet steget att: fOr det fall tredje bromsforloppet tilldmpas, anpassa fordonets hastighet sa att mdlhastigheten uppnas vid ett foreskrivet avsnitt innan kurvaturens ingang utmed fordonets fardvag; och, fOr det fall f6rsta eller andra bromsfOrloppet tilldmpas, anpassa 9 fordonets hastighet sâ att malhastigheten uppnas vid det mot malhastigheten svarande avsnittet. Harigenom mojliggors sakert och komfortmassigt framfarande far en fortroendegivande upplevelse i det att malhastigheten uppnas en tid/stracka innan den i kurvan erfordrade malhastigheten far det fall radande fordonshastigheten Overstiger malhastigheten och effektivt framforande av fordonet sã att korrekt malhastighet uppnas i kurvan far det fall radande fordonshastigheten understiger eller motsvarar malhastigheten. According to one embodiment of, the method comprises the step of: In the event that the third braking process is applied, adjusting the speed of the vehicle so that the average speed is reached at a prescribed section before the curvature entrance along the vehicle's carriageway; and, in the event that the first or second braking process is applied, adjust the speed of the vehicle so that the grinding speed is reached at the section corresponding to the grinding speed. This enables a safe and comfortable procedure, giving a reassuring experience in that the grinding speed is reached a time / distance before the grinding speed required in the curve falls if the grinding vehicle speed exceeds the grinding speed and efficient driving of the vehicle so that the correct grinding speed is achieved in the curve. or corresponds to the grinding speed.
Utfaringsformerna for systemet uppvisar motsvarande fordelar som motsvarande utforingsformer far farfarandet namnda ovan. The embodiments of the system have the same advantages as the corresponding embodiments of the procedure mentioned above.
FIGURBESKRIVNING Foreliggande uppfinning kommer att farstas battre med hanvisning till feljande detaljerade beskrivning last tillsammans med de bifogade ritningarna, dar lika hanvisningsbeteckningar hanfOr sig till lika delar 15 genomgdende i de manga vyerna, och i vilka: Fig. 1 schematiskt illustrerar ett motorfordon enligt en utforingsform av foreliggande uppfinning; Fig. 2 schematiskt illustrerar ett system for att anpassa ett fordons acceleration vid framforande av fordonet utmed en fardvag enligt en utforingsform av fareliggande uppfinning; Fig. 3a schematiskt illustrerar en kurvaturprofil; Fig. 3b schematiskt illustrerar hastighetsprofiler for kurvaturprofilen i fig. 3a; Fig. 4a schematiskt illustrerar en topologiprofil for en fardvag inbegripande kurvaturparti; Fig. 4b schematiskt illustrerar hastighetsprofiler for topologiprofilen i fig. 4a; Fig. 5a schematiskt illustrerar en kurvaturprofil i form av en rondell; Fig. 5b schematiskt illustrerar hastighetsprofiler for kurvaturprofilen i fig. 5a; Fig. 6a schematiskt illustrerar en hastighetsprofil vid kurvkOrning representerande malhastighet samt tillaten hastighet Over malhastigheten med viss offset enligt en utforingsform av fOreliggande uppf inning; Fig. 6b schematiskt illustrerar en hastighetsprofil vid andrad hastighetsbegransning representerande malhastighet samt tillaten hastighet Over malhastigheten med viss offset enligt en utfOringsform av fOreliggande uppf inning; Fig. 7 schematiskt illustrerar ett blockschema av ett forfarande for att anpassa ett fordons acceleration vid framforande av fordonet utmed en fardvag enligt en utforingsform av fOreliggande uppf inning; och Fig. 8 schematiskt illustrerar en dator enligt en utforingsform av fOreliggande uppfinning. DESCRIPTION OF THE DRAWINGS The present invention will be further illustrated by reference to the accompanying detailed description of the drawings taken in conjunction with the accompanying drawings, in which like reference numerals appear in equal parts throughout the many views, and in which: Fig. 1 schematically illustrates a motor vehicle according to an embodiment of present invention; Fig. 2 schematically illustrates a system for adjusting the acceleration of a vehicle when driving the vehicle along a carriageway according to an embodiment of the present invention; Fig. 3a schematically illustrates a curvature profile; Fig. 3b schematically illustrates velocity profiles for the curvature profile in Fig. 3a; Fig. 4a schematically illustrates a topology profile of a carriageway including curvature portion; Fig. 4b schematically illustrates velocity profiles for the topology profile in Fig. 4a; Fig. 5a schematically illustrates a curvature profile in the form of a roundel; Fig. 5b schematically illustrates velocity profiles for the curvature profile in Fig. 5a; Fig. 6a schematically illustrates a velocity profile at cornering representing grinding speed and permissible speed Above grinding speed with a certain offset according to an embodiment of the present invention; Fig. 6b schematically illustrates a velocity profile in the second velocity limitation representing grinding speed and permitted speed Over the grinding speed with a certain offset according to an embodiment of the present invention; Fig. 7 schematically illustrates a block diagram of a method for adapting the acceleration of a vehicle when driving the vehicle along a carriageway according to an embodiment of the present invention; and Fig. 8 schematically illustrates a computer according to an embodiment of the present invention.
BESKRIVNING AV UTFORINGSFORMER Hari hanfor sig termen "lank" till en kommunikationslank som kan vara en fysisk ledning, sasom en opto-elektronisk kommunikationsledning, eller en icke-fysisk ledning, sasom en tradlos anslutning, till exempel en radio- eller 20 mikrovagslank. DESCRIPTION OF EMBODIMENTS The term "lank" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave line.
Hari hanfOr sig termen "acceleration" till bade positiv och negativ acceleration, dvs. acceleration i form av Okande hastighet och acceleration i form av minskande hastighet, dvs. retardation. Hari hanfOr the term "acceleration" to both positive and negative acceleration, ie. acceleration in the form of increasing speed and acceleration in the form of decreasing speed, ie. retardation.
Hari hanfor sig termen "positivt accelererande bromsfOrlopp" samt termen "bromsverkan som medfor positivt accelererande framforande av fordonet" till ett bromsferlopp i ett nedfOrslutande fardvagsparti som positivt accelererande 11 paverkar fordonets kormotstand dar en bromsverkan aktiveras sa att fordonet bromsas i sadan utstrackning att fordonets av det nedforslutande fardvagspartiet positivt accelererande paverkade acceleration reduceras, men dar accelerationen fortfarande är positiv sâ att fordonets hastighet Okar vid framfOrande utmed det nedfOrslutande fardvagspartiet. Does the term "positively accelerating braking course" and the term "braking action which results in a positive accelerating driving of the vehicle" refer to a braking course in a descending carriageway section which positively accelerates 11 affects the vehicle's cornering resistance when a braking effect is activated in the vehicle? descending the carriageway section positively accelerating affected acceleration is reduced, but where the acceleration is still positive so that the vehicle speed increases when driving along the descending carriageway section.
Hari hanfor sig termen "bromsverkan som medfor i huvudsak avsaknad av acceleration" till ett bromsfOrlopp i ett nedforslutande fardvagsparti som positivt accelererande paverkar fordonets kormotstand dar en bromsverkan aktiveras sa att fordonet bromsas i sadan utstrackning att fordonets av det nedfOrslutande fardvagspartiet positivt accelererande paverkade acceleration reduceras sâ att en i huvudsak jamn hastighet uppnas, dvs. fordonets hastighet varken akar eller minskar med sadan bromsverkan vid framforande utmed det nedfOrslutande fardvagspartiet. Does the term "braking action which mainly results in a lack of acceleration" refer to a braking process in a descending carriageway section which positively accelerates the vehicle's choke resistance when a braking action is activated so that the vehicle is braked to such an extent that the vehicle's positive acceleration decreases that a substantially even speed is achieved, i.e. the speed of the vehicle does not increase or decrease with such a braking effect when driving along the descending section of the carriageway.
Hari hanfOr sig termen "fordonsinstallning avseende Onskad grad av komfort vid framfOrandet" till en installning av fordonet som enligt en variant är en av foraren installd/Onskad installning vilken installning motsvarar en bromsstrategi, dar Onskad hog grad av komfort medfor bromsstrategi enligt vissa bromsfOrlopp med fOrhallandevis langre och bromsverkan med relativt lagre bromskraft och Onskad lagre grad av komfort och harvid snabbare framfOrande av fordonet medfOr ett visst bromsfOrlopp med relativt kortare bromsverkan med relativt hOgre bromskraft. Installning fOr Onskad hag grad av komfort benamns enligt en variant komfort-mod. Onskat snabbt framforande och harvid lagre grad av komfort benamns enligt en variant sport-mod. Termen "fordonsinstallning avseende Onskad grad av komfort vid framforandet" ar en installning av fordonet som enligt en variant fOljaktligen utgor en manuell installning for Onskad grad av komfort, dar installningen kan ske av foraren eller annan operator. Hari refers to the term "vehicle installation regarding the desired degree of comfort when driving" to an installation of the vehicle which according to a variant is one installed by the driver / desired installation which installation corresponds to a braking strategy, where the desired high degree of comfort entails braking strategy according to certain braking conditions. longer and braking effect with relatively lower braking force and Desired lower degree of comfort and thereby faster driving of the vehicle results in a certain braking process with relatively shorter braking effect with relatively higher braking force. Installation for the desired degree of comfort is named according to a variant comfort mode. Desired fast performance and with a lower degree of comfort is named according to a variant sports mode. The term "vehicle installation for the desired degree of comfort when driving" is an installation of the vehicle which according to a variant consequently constitutes a manual installation for the desired degree of comfort, where the installation can be done by the driver or another operator.
Hari hanfOr sig termen "fortlopande faststalla" exempelvis vid bestamningen "fortlOpande faststalla erforderlig acceleration for att na. foreskriven malhastighet vid en upptradande hastighetsbegransande fOreteelse" till 12 steglas faststallning eller stegad faststallning, dvs. ddr faststallningen sker med en viss upprepad farekomst som kan vara regelbunden och kan vara tidsbaserad eller strackbaserad. In this case, the term "continuous determination" occurs, for example, in the determination "continuously determining the required acceleration in order to reach the prescribed grinding speed at an occurring speed-limiting event" to 12-step determination or stepped determination, i.e. ddr determination takes place with a certain repeated risk occurrence which can be regular and can be time-based or stretch-based.
Hari hdnfor sig termen "hastighetsbegransande fareteelser" till vilka som 5 helst fareteelser utmed fordonets fardvag som medfor att en hastighetsbegransning hos fordonet ãr pdkallad. Hastighetsbegransande foreteelseinbegriperkurvaturutmedfordonetsfardvag. This includes the term "speed limiting hazards" to any hazards along the vehicle's lane which implies that a speed limitation of the vehicle is called. Speed-limiting phenomena include curvature of the vehicle's vehicle.
Hastighetsbegransande foreteelse inbegriper hastighetsbegransning utmed fordonets fardvag. Hastighetsbegransande foreteelse inbegriper en fereteelse sasom en kurvatur eller en hastighetsbegransning faljande en nedforslutning och som medfor att fordonets framfarande i det nedforslutande fardvagspartiet paverkas for att kunna nã den mdlhastighet som foreteelsen foljande nedforslutningen innebdr. Hastighetsbegransande foreteelse skulle aven kunna inbegripa andra fareteelser sasom avsmalnande vag, vagarbete utmed fordonets fardvag, hinder sasom farthinder utmed fordonets fardvag, farsarnrat vagunderlag, okad trafiktathet/risk for kobildning etc. Speed-limiting phenomenon includes speed-limiting along the vehicle's carriageway. Speed-limiting phenomena include a speed-limiting phenomenon such as a curvature or a speed-limitation following a downhill closure and which means that the vehicle's behavior in the downhill section of the carriageway is affected in order to reach the average speed that the phenomenon following the downhill run entails. Speed-limiting phenomena could also include other hazards such as tapered wagons, wagging work along the vehicle's carriageway, obstacles such as speed bumps along the vehicle's waggon, farce-driven wagons, increased traffic congestion / risk of cow formation, etc.
Hari hdnfor sig termen "malhastighet" till en hastighet forknippad med en hastighetsbegransandeforeteelsesasomensakerhetskritisk hastighetsbegransande fereteelse, till exempel en kurvatur, eller en icke sakerhetskritisk hastighetsbegransande foreteelse, till exempel en hastighetsbegransning. The term "grinding speed" refers to a speed associated with a speed limiting phenomenon such as a velocity critical velocity limiting phenomenon, such as a curvature, or a non-velocity critical velocity limiting phenomenon, such as a velocity limitation.
Hari hdnfor sig termen "offset" till en Ovre grans far hur mycket fordonets hastighet tilldts overstiga en mdlhastighet svarande mot en hastighetsbegransande fareteelse. Namnda offset kan vara ett godtyckligt varde. Namnda offset kan far en sakerhetskritisk hastighetbegransande foreteelse vara mellan 0,2-3 km/h, foretradesvis mellan 0,3-2 km/h. Namnda offset kan far en icke-sakerhetskritisk hastighetbegransande foreteelse vara mellan 1-30 km/h. 13 Hari hanfor sig termen "att styra fordonets hastighet sa att en hastighet associerad med namnda malhastighet tillats vara hogre an malhastigheten med en viss offset" till att hastigheten tillats variera relativt malhastigheten inom vissa granser upp till en hastighet hogre an malhastigheten med namnda offset. If the term "offset" refers to an upper limit, how much the speed of the vehicle has been allowed to exceed a target speed corresponding to a speed-limiting danger event. Said offset can be an arbitrary value. Said offset may have a speed-critical speed limiting phenomenon between 0.2-3 km / h, preferably between 0.3-2 km / h. Said offset can have a non-safety-critical speed-limiting phenomenon between 1-30 km / h. 13 The term "controlling the speed of the vehicle so that a speed associated with said grinding speed is allowed to be higher than the grinding speed with a certain offset" means that the speed is allowed to vary relative to the grinding speed within certain limits up to a speed higher than the grinding speed with said offset.
Fig. 1 illustrerar schematiskt ett motorfordon 1 enligt en utforingsform av foreliggande uppfinning. Det exemplifierade fordonet 1 utgors av ett tungt fordon i form av en lastbil. Fordonet kan alternativ utgoras av vilket som heist lampligt fordon sasom en buss eller en personbil. Fordonet inbegriper ett system I enligt fOreliggande uppf inning. Fig. 1 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The exemplary vehicle 1 consists of a heavy vehicle in the form of a truck. The vehicle can alternatively consist of any suitable vehicle such as a bus or a car. The vehicle includes a system I according to the present invention.
Fig. 2 illustrerar schematiskt ett blockschema av ett system I for att anpassa ett fordons acceleration vid framforande av fordonet utmed en fardvag enligt en utfOringsform av foreliggande uppfinning. Fig. 2 schematically illustrates a block diagram of a system I for adapting a vehicle's acceleration when driving the vehicle along a carriageway according to an embodiment of the present invention.
Systemet I innefattar en elektronisk styrenhet 100. System I comprises an electronic control unit 100.
Systemet I innefattar medel 110 for att fortlopande faststalla upptradande av hastighetsbegransande fOreteelser utmed fordonets fardvag. System I includes means 110 for continuously determining the occurrence of speed limiting events along the vehicle lane.
Namnda hastighetsbegransande fOreteelser inbegriper kurvatur hos fardvagen. Namnda hastighetsbegransande fOreteelser inbegriper andrad hastighetsbegransning utmed fordonets fardvag. Said speed-limiting phenomena involve curvature of the carriage. Said speed limiting events include other speed limiting along the vehicle's carriageway.
Medlet 110 for att fortlopande faststalla upptradande av hastighetsbegransande fOreteelser utmed fordonets fardvag inbegriper enligt en variant en kartinformationsenhet 112 innefattande kartdata inbegripande karaktaristika hos vagbanan utmed fordonets fardvag inbegripande hastighetsbegransande foreteelser i form av kurvatur samt andrad hastighetsbegransning utmed fordonets fardvag. The means 110 for continuously determining the occurrence of speed limiting events along the vehicle's lane according to a variant comprises a map information unit 112 comprising map data including characteristics of the lane along the vehicle's lane including speed limiting phenomena in the form of curvature and other speed travel vehicles.
Medlet 110 for att fortlopande faststalla upptradande av hastighetsbegransande fOreteelser utmed fordonets fardvag inbegriper enligt en variant model 114 fOr att bestamma fordonets position. Medlet 114 fOr att 14 bestammafordonetspositioninnefattarettgeografiskt lagesbestamningssystem for att fortlopande bestamma fordonets position utmed fardvagen. Exempel pa geografiskt lagesbestamningssystem kan vara G PS. The means 110 for continuously determining the occurrence of speed-limiting events along the vehicle's route includes, according to a variant, model 114 for determining the position of the vehicle. The means 114 for determining the position of the vehicle include a geographical legal determination system for continuously determining the position of the vehicle along the carriageway. An example of a geographical location system may be G PS.
Kartinformationsenheten 112 och medlet 114 for att bestamma fordonets position innefattas enligt en variant av medel 110a for att bestamma fordonets fdrdvdg, dal- medlet fOr att bestamma fordonets fdrdvdg dr anordnat att tillhandahalla forutbestamda karaktdristika hos vagbanan utmed fordonets fardvag inbegripande hastighetsbegransande foreteelser i form av kurvatur samt andrad hastighetsbegransning utmed fordonets fardvag. Namnda kartdata hos kartinformationsenheten 112 inbegriper aven karaktdristika hos vagbanan utmed fordonets fardvag inbegripande topografi. Topografi has vagbanan inbegriper nedforslutande fardvagspartier. The map information unit 112 and the means 114 for determining the position of the vehicle are included according to a variant of means 110a for determining the vehicle's vehicle, the means for determining the vehicle's vehicle being arranged to provide predetermined character characteristics of the carriageway along the vehicle's carriageway including speed limits. other speed limit along the vehicle's carriageway. Said map data of the map information unit 112 also includes character logistics of the lane along the vehicle's lane including topography. Topography has the lane includes descending lane lanes.
Genom kartinformationsenheten 112 och medlet 114 for att bestamma fordonets position mejliggOrs foljaktligen att fortlOpande identifiera fordonets positionsamtkaraktdristikahosvagbananinbegripande hastighetsbegransande fOreteelser i form av kurvatur samt andrad hastighetsbegransning utmed fordonets fardvag samt topografi utmed fordonets fardvag inbegripande uppfOrslutande fardvagspartier, krOn och nedfOrslutande fardvagspartier. Through the map information unit 112 and the means 114 for determining the position of the vehicle, it is consequently possible to continuously identify the position of the vehicle and the characteristics of the roadway including speed limiting events in the form of curvature and other speed limitation along the vehicle's carriageway and topography including vehicle vehicles.
Medlet 110 for att fortlopande faststalla upptradande av hastighetsbegransande fOreteelser utmed fordonets fardvag inbegriper enligt en variant kameraorgan 116. Kameraorganet 116 är anordnat att detektera karaktdristika has vagbanan inbegripande hastighetsbegransande fOreteelser i form av kurvatur samt andrad hastighetsbegransning utmed fordonets fardvag. Kameraorganet 116 är anordnat att detektera formen has vagbanans utbredning inbegripande krokning hos vagbanan och/eller vagmarkeringar for att sdlunda faststalla krokning hos vagbanan utmed vilken fordonet fardas. Kameraorganet 116 är anordnat att detektera topografi hos vagbanan inbegripande uppfOrslutande fdrdvdgspartier, kron och nedforslutande fardvagspartier. Kameraorganet 116 är anordnat att detektera vagskyltar utmed fordonets fardvag inbegripande skyltar fOr hastighetsbegransning, varvid kameraorganet 116 är anordnat att faststalla andrad hastighetsbegransning utmed fordonets fardvag genom avkanning av skyltar far hastighetsbegransning. Kameraorganet kan inbegripa en oiler flora kameror for detekteringen. The means 110 for continuously determining the occurrence of speed limiting events along the vehicle's carriageway includes according to a variant camera means 116. The camera means 116 is arranged to detect character traits including the speedway limiting events in the form of curvature and other speed limiting devices along the vehicle. The camera means 116 is arranged to detect the shape of the carriageway width, including the curvature of the carriageway and / or carriage markings, so as to determine the curvature of the carriageway along which the vehicle travels. The camera means 116 is arranged to detect topography of the carriageway including closing carriage portions, crown and descending carriageway portions. The camera means 116 is arranged to detect road signs along the vehicle's carriageway including speed limitation signs, the camera means 116 being arranged to determine second speed limitation along the vehicle's carriageway by scanning speed limit signs. The camera means may include an oiler flora of cameras for detection.
Medlet 110 for att faststalla upptradande av hastighetsbegransande foreteelser utmed fordonets fardvag inbegriper enligt en variant kommunikationsmedel fOr kommunikation mellan fordonet och andra fordon eller fordonet och andra enheter fel' att kommunicera hastighetsbegransande foreteelser sasom ett koslut oiler motsvarande. The means 110 for determining the occurrence of speed-limiting phenomena along the vehicle's lane, according to a variant, includes means of communication for communication between the vehicle and other vehicles or the vehicle and other units fail to communicate speed-limiting phenomena such as a decision or the like.
Medlet 110 for att fortlopande faststalla upptradande av hastighetsbegransande fOreteelser utmed fordonets fardvag innefattar model for att utfora namnda faststallande utifran en forutbestdmd strack- och/eller tidshorisont framfOr fordonet utmed fordonets fardvag. The means 110 for continuously determining the occurrence of speed-limiting events along the vehicle's lane includes a model for performing said determining from a predetermined distance and / or time horizon in front of the vehicle along the vehicle's lane.
Enligt en utfOringsform innefattar medlet 110 for att fortlOpande faststalla upptradande av hastighetsbegransande foreteelser utmed fordonets fardvag medel fOr att utf6ra namnda faststallande utifrdn en forutbestamd strackhorisont framfor fordonet utmed fordonets fardvag, dal- strackhorisonten utgOr ett lampligt fOnster i form av en stracka fran fordonets aktuella position och framat utmed fordonets fardvag. Strackhorisonten ligger enligt en utforingsform i storleksordningen nagra hundra meter, exempelvis omkring 500 meter framfor fordonet utmed fordonets fardvag. According to one embodiment, the means 110 for continuously determining the occurrence of speed limiting phenomena along the vehicle's vehicle comprises means for performing said determining on the basis of a predetermined distance horizon in front of the vehicle along the vehicle's vehicle and the valley horizon in the form of the vehicle. forward along the vehicle's carriageway. According to an embodiment, the track horizon is in the order of a few hundred meters, for example about 500 meters in front of the vehicle along the vehicle's carriageway.
Strackhorisonten är enligt en variant beroende av fordonshastigheten. 25 Strackhorisonten är enligt en variant beroende av komfortmassiga Overvaganden,bransleekonomiskaovervagandensamt framforandeeffektivitetsmassiga Overvaganden, dvs. hur tidseffektivt framf6rande av fordonet dr. Genom att satta strackhorisonten relativt kortare erfordras harvid en snabbare negativ acceleration/retardation vid 16 upptradande av en hastighetsbegransande foreteelse vilket mojliggor mer tidseffektivt framforande av fordonet. Genom att satta strackhorisonten relativtlangreerfordrasharvidenlangsammarenegativ acceleration/retardation vid upptradande av en hastighetsbegransande fereteelse vilket majliggar mer komfortmassigt och/eller brdnsleekonomiskt framforande. The track horizon is according to a variant dependent on the vehicle speed. According to a variant, the stretch horizon is dependent on comfort-related considerations, industry-economic considerations and performance-efficiency considerations, ie. how time-efficient driving of the vehicle dr. By setting the stretch horizon relatively shorter, a faster negative acceleration / deceleration is required at the occurrence of a speed-limiting phenomenon, which enables more time-efficient driving of the vehicle. By setting the stretch horizon relatively long, it requires a long-term co-negative acceleration / deceleration when a speed-limiting phenomenon occurs, which may be more comfort-efficient and / or fuel-efficient.
Genom att satta strackhorisonten relativt kortare erfordras i fall dar den hastighetsbegransande foreteelsen foregas av en nedforsbacke och dar fordonet int& nedforsbacken bringats till en hastighet som är lagre an malhastigheten far den hastighetsbegransande fareteelsen kan valet av bromsstrategi paverkas, dvs. vilket bromsfarlopp som är mojligt. By setting the stretch horizon relatively shorter is required in cases where the speed limiting phenomenon is preceded by a downhill slope and where the vehicle in the downhill slope is brought to a speed that is lower than the grinding speed for the speed limiting danger phenomenon, the choice of braking strategy can be affected, ie. which brake travel is possible.
Systemet innefattar enligt en variant medel 120 far att reglera Onskad strackhorisont for onskat framforande av fordonet, dar Onskad strackhorisont motsvarar Onskad framforandemod sasom ekonomiskt mod, komfortmassigt mod, eller hageffektsmod. Medlet far att reglera Onskad strackhorisont inbegriper enligt en utfaringsform ett manovreringsorgan far sadan reglering. According to a variant, the system comprises an average of 120 feet to regulate the desired stretching horizon for the desired driving of the vehicle, where the desired stretching horizon corresponds to the desired driving mode such as economic mode, comfort mode, or garden effect mode. According to one embodiment, the means for regulating the desired stretch horizon includes an actuating means for regulating such.
Systemet I innefattar medel 130 for att fortlopande faststalla fordonets hastighet. Medlet 130 far att fortlopande faststalla fordonets hastighet inbegriper enligt en variant hastighetsmatarorgan. System I includes means 130 for continuously determining the speed of the vehicle. The means 130 for continuously determining the speed of the vehicle includes, according to a variant, a speed feeder means.
Systemet I innefattar medel 140 far att vid faststalld hastighetsbegransande foreteelse faststalla erforderlig acceleration for att nã foreskriven malhastighet vid en upptradande hastighetsbegransande foreteelse. System I comprises means 140 for determining the required acceleration in the event of a determined speed-limiting phenomenon in order to reach the prescribed grinding speed in the event of an occurring speed-limiting phenomenon.
Medlet 140 far att faststalla erforderlig acceleration far att na fareskriven malhastighet vid en faststalld upptradande hastighetsbegransande fareteelse är anordnat far fortlapande faststallande. Genom att fortlapande faststalla erforderlig acceleration far att nã foreskriven hastighet vid en upptradande hastighetsbegransande fareteelse kan en ur framforandesynpunkt lampligare hastighetsprofil uppnas. 17 Medlet 140 far att faststdlla erforderlig acceleration far att nã foreskriven hastighet vid en upptrddande hastighetsbegransande fareteelse utifran en farutbestamd strackhorisont framfor fordonet utmed fordonets fardvag sker enligt en variant baserat pa faljande ekvationer: 1) v = vo + a * t Har är v den hastighet som motsvarar den foreskrivna hastigheten vid en upptradande hastighetsbegransande foreteelse, vo nuvarande hastighet, a erforderliga accelerationen och t tiden till position far den hastighetsbegrdnsande fareteelsen. Ekvation 1) galler utifran en tidshorisont. The means 140 for determining the required acceleration for reaching the hazardous grinding speed at a determined occurring velocity-limiting hazard phenomenon is provided for continuously determining. By continuously determining the required acceleration in order to reach the prescribed speed in the event of a speed limitation occurring, a speed profile which is more suitable from a performance point of view can be achieved. 17 The means 140 for determining the required acceleration must reach the prescribed speed in the event of a speed limiting phenomenon occurring from a predetermined distance horizon in front of the vehicle along the vehicle's carriageway takes place according to a variant based on the following equations: 1) v = vo + a * t Har is v the speed which corresponds to the prescribed speed in the event of an occurrence of speed limiting phenomenon, vo current speed, a required acceleration and t time to position of the speed limiting danger phenomenon. Equation 1) applies from a time horizon.
Vid berdkning ddr faststallning sker utifran en farutbestamd strackhorisont behaver t(s) losas ut enligt ekvation 2): t= Strackan s erhalles genom: s = vo , t + a*:2 Genom att sOtta in ekvation 2) i ekvation 3) och los ut erforderliga accelerationen a erhalles: a = 2 2 12 — vo 2*s Dar vo foljaktligen är nuvarande hastighet, dvs hastigheten vid simuleringens barjan och v ãr den foreskrivna hastigheten enligt upptrddande hastighetsbegransande foreteelse efter strackan s. Den erforderliga accelerationen a kan saldes faststallas baserat pa den fareskrivna hastigheten v, nuvarande hastighet vo samt strackan s till den hastighetsbegrdnsande fareteelsen. 18 Medlet 140 far att faststalla erforderlig acceleration far att nã foreskriven hastighet vid en upptradande hastighetsbegransande fareteelse inbegriper model 142 far att fortlepande faststalla karmotstand utmed fordonets fardvag. When calculating ddr determination takes place from a danger-determined distance horizon, t (s) needs to be released according to equation 2): t = The distance s is obtained by: s = vo, t + a *: 2 By inserting equation 2) in equation 3) and the required acceleration a is obtained: a = 2 2 12 - vo 2 * s Dar vo is consequently the current velocity, ie the velocity at the beginning of the simulation and is the prescribed velocity according to the occurring velocity-limiting phenomenon after the distance s. The required acceleration a can be determined based on the hazard written speed v, current speed vo and the distance s to the speed limiting hazard. The means 140 for determining the required acceleration for reaching the prescribed speed in the event of an occurring speed limiting event includes model 142 for continuously determining frame resistance along the vehicle's carriageway.
Medlet 142 far att fortlapande faststalla kormotstand utmed fordonets fardvag inbegriper lampligen medel 142a for att faststalla lutningsmotstand. Medlet 142a far att faststalla lutningsmotstand inbegriper eller inbegrips i medel far att faststalla topologi utmed fordonets fardvag, dvs. vagbanans eventuella lutning utmed fordonets fardvag. The means 142 is allowed to continuously determine thrust resistance along the vehicle's carriageway suitably includes means 142a for determining inclination resistance. The means 142a for determining inclination resistance includes or is included in means for determining topology along the vehicle's carriageway, i.e. the possible slope of the carriageway along the vehicle's carriageway.
Medlet 142a far att faststalla lutningsmotstand inbegriper enligt en variant en kartinformationsenhet innefattande kartdata inbegripande karaktaristika hos vagbanan utmed fordonets fardvag inbegripande topologi utmed fordonets fardvag, samt medel for att bestamma fordonets position, enligt en variant innefattande ett geografiskt lagesbestamningssystem, exempelvis GPS, far att fortlapande bestamma fordonets position utmed fardvagen. The means 142a for determining inclination resistance comprises according to a variant a map information unit comprising map data including characteristics of the lane along the vehicle's lane including topology along the vehicle's lane, and means for determining the vehicle's position, according to a variant comprising a geographical locating system, e.g. the position of the vehicle along the carriageway.
Kartinformationsenheten och medlet far att bestamma fordonets position utgors enligt en variant av kartinformationsenheten 112 och medlet 114 far att bestamma fordonets position. The map information unit and the means for determining the position of the vehicle constitute according to a variant of the map information unit 112 and the means 114 for determining the position of the vehicle.
Medlet 142 far att fortlapande faststalla kormotstand utmed fordonets fardvag inbegriper lampligen medel 142b for att faststalla friktionskaraktaristika hos fordonets drivlina. Medlet 142b fOr att faststalla friktionskaraktaristika hos fordonets drivlina inbegriper medel far att faststalla hastighetsskillnader i hjulen under drivning/inbromsning, sâ kallad slip. Slip faststalls genom att faststalla hastighetsskillnader i hjulen, exempelvis genom att sensororgan mater rotationshastighet has hjulen. The means 142 for continuously determining choke resistance along the vehicle's carriageway suitably includes means 142b for determining the friction characteristics of the vehicle's driveline. The means 142b for determining the friction characteristics of the vehicle's powertrain includes means for determining speed differences in the wheels during driving / braking, so-called slip. Grinding is determined by determining speed differences in the wheels, for example by sensor means measuring the rotational speed of the wheels.
Medlet 142 far att fortlepande faststalla karmotstand utmed fordonets fardvag inbegriper lampligen medel 142c far att faststalla luftmotstand. Medlet 142c far att faststalla luftmotstand inbegriper modelleringsmedel far att skatta luftmotstandet medels luftmotstandskoefficient samt fordonskaraktaristika inbegripande frontarea och fordonshastigheten i kvadrat. Medlet 142c for att 19 faststalla luftmotstand inbegriper enligt en variant sensororgan far att mata mot fordonet inkommande luft beaktande fordonsgeometri inbegripande luftriktaranordningar fOr luftmotstandsreducering. The means 142 for continuously determining vessel resistance along the vehicle's carriageway suitably includes means 142c for determining air resistance. The means 142c for determining air resistance includes modeling means for estimating the air resistance by means of a coefficient of air resistance as well as vehicle characteristics including the front area and the vehicle speed squared. The means 142c for determining air resistance comprises, according to a variant, sensor means for feeding air entering the vehicle, taking into account vehicle geometry, including air deflector devices for air resistance reduction.
Medlet 142 far att fortlOpande faststalla kormotstand utmed fordonets fardvag inbegriper lampligen medel 142d fOr att faststalla rullmotstand. Medlet 142d for att faststalla rullmotstand inbegriper modelleringsmedel for att skatta rullmotstandet medelst fordonskaraktaristika inbegripande antal axlar hos fordonet, fordonsvikt, och i fOrekommande fall dackstyp. The means 142 is capable of continuously determining thrust resistance along the vehicle's carriageway suitably includes means 142d of determining rolling resistance. The means 142d for determining rolling resistance includes modeling means for estimating the rolling resistance by means of vehicle characteristics including the number of axles of the vehicle, vehicle weight, and, where applicable, the type of roof.
Medlet 142 for att faststalla kOrmotstand F„s inbegriper berakningsmedel. The means 142 for determining the driving resistance F's includes calculating means.
Berakningsmedlet är enligt en variant anordnat att faststalla ett medelvarde pa accelerationsbidraget, aresavg som kormotstandet generar Over en aktuell strackhorisont s. Strackhorisonten s kan vara avstandet fran fordonet till den upptradande hastighetsbegransande foreteelsen. Detta sker i enlighet med: resavg = fos Fres(s)*ds a Den totala erforderliga accelerationen atot som erfordras blir saledes: atot(s) = a + aresavg V — V 2los Fres(S)*C1S 0 2*ss*m Den erforderliga accelerationen kan saledes faststallas baserat pa ett genomsnittligt kOrmotstand. Pa sá salt kan onOdig retardering av fordonet undvikas. The calculating means is according to a variant arranged to determine an average value of the acceleration contribution, aresavg which the chore resistance generates Over a current stretching horizon s. The stretching horizon s can be the distance from the vehicle to the occurring speed-limiting phenomenon. This is done in accordance with: resavg = fos Fres (s) * ds a The total required acceleration atot required is as follows: atot (s) = a + aresavg V - V 2los Fres (S) * C1S 0 2 * ss * m The required acceleration can thus be determined based on an average driving resistance. On such salt, immediate deceleration of the vehicle can be avoided.
Medlet 140 far att faststalla erforderlig acceleration f6r att nã foreskriven hastighet vid en upptradande hastighetsbegransande fOreteelse inbegriper enligt en variant medel 144 fOr att faststalla erforderlig bromsretardation. The means 140 for determining the required acceleration to reach the prescribed speed in the event of an occurring speed limiting event includes, according to a variant, means 144 for determining the required braking deceleration.
Erforderlig bromsretardation awake faststalls pa motsvarande salt enligt: 2 Vbrake2 Vo abrake(s)+ max (0, a —resavg) 2 *s dar Vbrake enligt en variant skulle kunna vara en modifierad foreskriven hastighet/malhastighet. Genom det sistnamnda max-uttrycket max(0, aresavg) utnyttjas eventuell bromskraft Iran karmotstandet pa ett effektivt satt och inbromsning sker ej i °nal:Ian. The required brake deceleration awake is determined on the corresponding salt according to: 2 Vbrake2 Vo abrake (s) + max (0, a —resavg) 2 * s where Vbrake according to a variant could be a modified prescribed speed / grinding speed. Through the latter max-expression max (0, aresavg) any braking force Iran the vessel resistance is utilized in an efficient way and braking does not take place in ° nal: Ian.
Vbrake anvands for att kunna skilja pa den fareskrivna hastigheten v och bromshastigheten, dvs. en hastighet hos fordonet som kraver bromsatgard. Den fareskrivna hastigheten v kan utg6ra en referenshastighet. Exempelvis sans referenshastigheten till 50 km/h info!' en 50-stracka, men en nedforsbacke gar att fordonet rullar upp i en hastighet Over 50 km/h. Vbrake is used to be able to distinguish between the hazardous speed v and the braking speed, ie. a speed of the vehicle that requires braking gear. The hazardous speed v may be a reference speed. For example, sans the reference speed to 50 km / h info! ' a 50-lane, but a downhill slope allows the vehicle to roll up at a speed Over 50 km / h.
Bromshastigheten Vbrake kan dâ exempelvis vara satt till 60 km/h sâ att fordonet dials rulla ut och att bromsaktivering inte sker farran fordonet nar 60 km/h vilket medf6r mer bransleekonomiskt framforande av fordonet. The braking speed Vbrake can then, for example, be set to 60 km / h so that the vehicle dials roll out and that brake activation does not take place until the vehicle reaches 60 km / h, which results in more economical driving of the vehicle.
Dâ en faststalld hastighetsbegransande foreteelse faregas av ett nedforslutande fardvagsparti positivt accelererande paverkande fordonets karmotstand dar fordonets hastighet initialt understiger namnda malhastighet, exempelvis dã fordonet infOr det nedforslutande vagpartiet stryper bransletillfarseln sã att fordonet rullar och darmed i branslesparande syfte reducerar hastigheten int& nedforslutande fardvagspartiet till en hastighet som understiger malhastigheten svarande mot den hastighetsbegransande fereteelsen, majliggars utnyttjande av bromsstrategi enligt fareliggande uppf inning far att salunda farbattra framfarande av fordonet. Fig. 4a och 4b illustrerar ett exempel pa ett sadant scenario och olika bromsstrategier. When a fixed speed limiting phenomenon is caused by a descending carriageway portion positively accelerating affecting the vehicle resistance of the vehicle where the vehicle speed initially falls below said grinding speed, for example when the vehicle in front of the descending carriageway section restricts the fuel supply so that the vehicle ends up rolling and If the grinding speed corresponds to the speed-limiting travel phenomenon, the use of the braking strategy according to the hazardous invention may improve the driving of the vehicle. Figs. 4a and 4b illustrate an example of such a scenario and different braking strategies.
Medlet 140 far att faststalla erforderlig acceleration inbegriper harvid medel 146 for att faststalla bromsstrategi. Medlet 146 for att faststalla bromsstrategi inbegriper faststallande baserat pa karakteristika hos namnda nedfarslutande fardvagsparti. Medlet 146 far att faststalla bromsstrategi baserat pa karakteristika hos namnda nedforslutande fardvagsparti skulle kunna inbegripas i medlet 144. Medlet 146 for att faststalla bromsstrategi inbegriper faststallande baserat pa fordonsinstallning avseende 6nskad grad av komfort vid framforandet. Fordonsinstallningen kan vara en installning far hog grad av 21 komfort, aven kallat komfort-mod, eller en installning fOr snabbare framfart och harvid lagre grad av komfort, aven kallat sport-mod. Fordonsinstallningen är enligt en variant en av fOraren installd installning av fordonet fOr Onskad komfort vid framfOrande ibland annat ett nedfOrslutande fardvagsparti. Medlet 146 fOr att faststalla bromsstrategi är enligt en variant anordnad att faststalla bromsstrategi beaktande bade karakteristika hos namnda nedforslutande fardvagsparti och fordonsinstallning avseende onskad grad av komfort vid framforandet. The means 140 for determining the required acceleration then includes means 146 for determining the braking strategy. The means 146 for determining braking strategy includes determining based on characteristics of said descending carriageway section. The means 146 for determining the braking strategy based on the characteristics of the said downward section of the carriageway could be included in the means 144. The means 146 for determining the braking strategy includes determining based on vehicle installation regarding the desired degree of comfort during driving. The vehicle installation can be an installation for a high degree of 21 comfort, also called comfort mode, or an installation for faster travel and a lower degree of comfort, also called sport mode. According to a variant, the vehicle installation is an installation of the vehicle installed by the driver for desired comfort when driving, among other things a closing carriage section. The means 146 for determining the braking strategy is according to a variant arranged for determining the braking strategy taking into account both characteristics of the said descending carriageway section and vehicle installation regarding the desired degree of comfort during driving.
Namnda karakteristika hos det nedfOrslutande fardvagspartiet inbegriper lutning och/eller langdutstrackning hos fdrdvagspartiet. Said characteristics of the descending carriageway section include the inclination and / or longitudinal extension of the carriageway section.
Medlet 146 fOr att faststalla bromsstrategi baserat pa karakteristika has namnda nedfOrslutande fardvagsparti inbegriper medel 146a fOr att faststalla lutning hos det nedfOrslutande fardvagspartiet. Medlet 146a for att faststalla lutning has det nedfOrslutande partiet inbegriper enligt en utforingsform en kartinformationsenhet. Medlet 146a fOr att faststalla lutning hos det nedfOrslutande partiet inbegriper enligt en utforingsform kameraorgan. The means 146 for determining the braking strategy based on characteristics has the said descending carriageway section includes means 146a for determining the inclination of the descending carriageway portion. The means 146a for determining inclination of the lowering portion according to one embodiment comprises a map information unit. The means 146a for determining the inclination of the lowering portion according to one embodiment comprises camera means.
Medlet 146 fOr att faststalla bromsstrategi baserat pa karakteristika has namnda nedfOrslutande fardvagsparti inbegriper medel 146b fOr att faststalla langdutstrackning has det nedforslutande fardvagspartiet. Medlet 146b for att faststalla langdutstrackning has det nedfOrslutande partiet inbegriper enligt en utfOringsform en kartinformationsenhet. Medlet 146b for att faststalla langdutstrackning has det nedfOrslutande partiet inbegriper enligt en utforingsform kameraorgan. The means 146 for determining braking strategy based on characteristics has the said descending carriageway section includes means 146b for determining longitudinal extent has the descending carriageway portion. The means 146b for determining longitudinal extent has the closing portion according to one embodiment comprising a map information unit. The means 146b for determining longitudinal extension has the lowering portion according to one embodiment includes camera means.
Medlet 146a och/eller medlet 146b enligt en variant inbegrips av eller inbegriper kartinformationsenheten 112. Medlet 146a och/eller medlet 146b enligt en variant inbegrips av eller inbegriper kameraorganet 116. The means 146a and / or the means 146b according to a variant are comprised of or comprise the map information unit 112. The means 146a and / or the means 146b according to a variant are comprised of or include the camera means 116.
Medlet 146 att faststalla bromsstrategi inbegriper vidare medel 146c for att faststalla fordonshastighet for hansynstagande till fordonshastighet. Medlet 146c fOr att faststalla fordonshastighet inbegriper enligt en utforingsform en 22 hastighetsmatare. Medlet 146c enligt en variant inbegrips av eller inbegriper medlet 130 for att faststalla fordonets hastighet. The means 146 for determining braking strategy further includes means 146c for determining the vehicle speed for male inspection to vehicle speed. The means 146c for determining vehicle speed according to one embodiment comprises a 22 speed feeder. The means 146c according to a variant comprises or includes the means 130 for determining the speed of the vehicle.
Medlet 146 att faststalla bromsstrategi vidare medel 146d far att faststalla karmotstand far hansynstagande till kormotstand. Medlet 146d enligt en variant inbegrips av eller inbegriper medlet 142 for att fortlopande faststalla karmotstand. The means 146 for determining the braking strategy further means 146d for determining the frame resistance for the male view to the choir resistance. The means 146d according to a variant comprises or includes the means 142 for continuously determining vessel resistance.
Systemet I innefattar medel 150 for att faststalla en maximalt tillaten sidoacceleration. Medlet 150 far att faststalla en maximalt tillaten sidoacceleration innefattar faststallande av en farutbestamd maximalt tillaten sidoacceleration, vilken baseras pa normala forutsattningar avseende fordonskaraktaristika sasom langd hos fordonet, bredd hos fordonet, ekipagesammansattning hos fordonet, lastfardelning hos fordonet, tyngdpunkt hos fordonet, samt axeltryck hos fordonet och/eller omgivningskaraktaristika sasom effektiv korfaltsbredd, friktionskaraktaristika hos vagbanan, siktfOrhallanden, samt doseringskaraktaristika hos vagbanan. System I includes means 150 for determining a maximum allowable lateral acceleration. The means 150 for determining a maximum permissible lateral acceleration includes determining a predetermined maximum permissible lateral acceleration, which is based on normal assumptions regarding vehicle characteristics such as vehicle length, vehicle width, vehicle composition, vehicle vehicle load, vehicle load, vehicle load and / or environmental characteristics such as effective corphalt width, frictional characteristics of the roadway, visibility conditions, and dosing characteristics of the roadway.
Den forutbestamda maximalt tillatna sidoaccelerationen är enligt en utforingsform i storleksordningen 2 m/s2. Den maximalt tillatna sidoaccelerationen utgors harvid av en forutbestamd maximalt tillaten sidoacceleration. Enligt en alternativ eller kompletterande variant inbegriper den elektroniska styrenheten 100 lagrade data om den maximalt tillatna sidoaccelerationen. The predetermined maximum permissible lateral acceleration is according to an embodiment in the order of 2 m / s2. The maximum permissible lateral acceleration then consists of a predetermined maximum permissible lateral acceleration. According to an alternative or complementary variant, the electronic control unit 100 includes stored data on the maximum allowable lateral acceleration.
Systemet I innefattar medel 160 far att foreskriva hastighet baserat pa upptradande hastighetsbegransande foreteelser utmed fordonets fardvag. System I comprises means 160 for prescribing speed based on occurring speed limiting phenomena along the vehicle's carriageway.
Medlet 160 for att foreskriva hastighet baserat pa upptradande hastighetsbegransande fareteelser utmed fordonets fardvag innefattar lampligen medel 162 for att fareskriva hastighet baserat pa maximalt tillaten sidoacceleration hos fordonet. Medlet 162 for att foreskriva hastighet baserat pa maximalt tillaten sidoacceleration hos fordonet innefattar faststallande av en maximal fordonshastighet baserat pa maximalt tillaten sidoacceleration. 23 Den foreskrivna hastigheten motsvarar saledes den maximala fordonshastigheten. Med fordonshastighet avses har longitudinell fordonshastighet. The means 160 for prescribing speed based on occurring speed limiting hazards along the vehicle's lane suitably comprises means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle. The means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle comprises determining a maximum vehicle speed based on the maximum permissible lateral acceleration. 23 The prescribed speed thus corresponds to the maximum vehicle speed. By vehicle speed is meant having longitudinal vehicle speed.
Medlet 160 far att foreskriva hastighet baserat pa upptradande 5 hastighetsbegransande foreteelser utmed fordonets fardvag innefattar lampligen medel 164 far att foreskriva hastighet baserat pd andrad hastighetsbegransning utmed fordonets fardvag. The means 160 for prescribing speed based on the occurrence of speed limiting phenomena along the vehicle's lane suitably comprises means 164 for prescribing speed based on the second speed limitation along the vehicle's lane.
Systemet I innefattar medel far att fereskriva hastighet i form av en hastighetsprofil utmed fordonets fdrdvdg. Enligt en utfaringsform innefattar medlet 160 for att foreskriva hastighet baserat pa upptradande hastighetsbegransande foreteelser utmed fordonets fdrdvdg medlet far att foreskriva hastighet i form av en hastighetsprofil utmed fordonets fardvag. Medlet 160 är foljaktligen anordnat att foreskriva hastighet i form av en hastighetsprofil utmed fordonets fardvag. System I comprises means for writing speed in the form of a speed profile along the front of the vehicle. According to one embodiment, the means 160 for prescribing speed based on occurring speed limiting phenomena along the vehicle's vehicle comprises the means for prescribing speed in the form of a speed profile along the vehicle's carriageway. The means 160 is consequently arranged to prescribe speed in the form of a speed profile along the vehicle's carriageway.
Systemet I innefattar vidare medel for att fortlopande exekvera namnda foreskrivna hastighetsprofil genom fortlopande faststallande av namnda erforderliga acceleration. Enligt en utfaringsform innefattar medlet 160 for att foreskriva hastighet baserat pa upptradande hastighetsbegransande foreteelser utmed fordonets fardvag medlet for att fortlopande exekvera namnda hastighetsprofil genom fortlapande faststallande av namnda erforderliga acceleration. Medlet 160 är foljaktligen anordnat att fortlapande exekvera namnda hastighetsprofil genom fortlopande faststallande av namnda erforderliga acceleration. System I further comprises means for continuously executing said prescribed velocity profile by continuously determining said required acceleration. According to one embodiment, the means 160 for prescribing speed based on occurring speed limiting phenomena along the vehicle's carriage comprises the means for continuously executing said speed profile by continuously determining said required acceleration. Accordingly, the means 160 is arranged to continuously execute said speed profile by continuously determining said required acceleration.
Faststallning av maximal fordonshastighet och harvid foreskriven 25 hastighet/hastighetsprofil baserat pd maximalt tilldten sidoacceleration utnyttjar information om kurvaturen hos vagbanan utmed fordonets fardvag, varvid faljande ekvation A) utnyttjas: (A) vn,„(s) = \Ilaiat,max(s)/c(s)1 24 ddr vm„(s) är maximala hastigheten vid strackan s framfor fordonet och (91.A/flax (s) är den maximalt tillatna sidoaccelerationen vid strackan s framf6r fordonet och c(s) är kurvaturen vid strdckan s framfor fordonet. Determination of the maximum vehicle speed and the prescribed speed / speed profile based on the maximum permissible lateral acceleration uses information about the curvature of the lane along the vehicle's lane, using the following equation A): (A) vn, „(s) = \ Ilaiat, max (s) / c (s) 1 24 ddr vm „(s) is the maximum speed at the distance s in front of the vehicle and (91.A / flax (s) is the maximum permissible lateral acceleration at the distance s in front of the vehicle and c (s) is the curvature at the distance s in front of the vehicle.
Systemet I innefattar enligt en variant medel 170 far att faststalla huruvida en initial erforderlig acceleration faststalld medelst medlet 140 dr negativ, dvs. erfordrar retardation hos fordonet, eller positiv, dvs. erfordrar hastighetsOkning i form av positiv acceleration, dar medlet 170 ben inbegriper att beakta huruvida den initiala accelerationen, anow, ãr negativ eller positiv och harvid sdrskilja negativ initialt erforderlig acceleration frau positiv. Detta kan enligt en variant ske enligt: Initial accelerationsbegdran är negativ anow = min (anow, a(s)) Initial accelerationsbegdran dr positiv ar,,,, = sat (min (a,,„ a(s)),0,10) Initial accelerationsbegdran positiv enligt ii) innebar att fordonet initialt vill Oka hastigheten. Medlet 170 är anordnat att, fOr det fall en hastighetsbegransande fOreteelse dyker upp inom en forutbestamd tid som dr relativ kort, der negativ acceleration erfordras fOr att nã denna, beroende pd aktuell situation istallet tillse att nuvarande hastighet bibehalls och istallet invanta denna hastighetssankning for att salunda undvika att accelerera i fall ddr kunskap finns om att det om en kort stund anda kommer att behOva bromsas. Exempelvis skulle ano, kunna bestammas enligt ii) Over en forutbestdmd stracka som understiger strackhorisonten, dar en sadan forutbestdmd stracka enligt en variant ãr i storleksordningen 50m. FOr det fall en hastighetssankning erfordras fOr att mOta en hastighetsbegransande fOreteelse inom exempelvis 100m eller 5 sekunder, kan accelerationen ancla sattas till 0 fram till dess att kravet pa negativ acceleration blir sa pass stort att en sldpning av motorn blir nOdvandig. System I comprises, according to a variant, means 170 for determining whether an initial required acceleration determined by means 140 means negative, i.e. requires deceleration in the vehicle, or positive, ie. requires an increase in velocity in the form of positive acceleration, where the average of 170 legs includes considering whether the initial acceleration, anow, is negative or positive and thereby distinguishing negative initially required acceleration from positive. According to a variant, this can be done according to: Initial acceleration request is negative anow = min (anow, a (s)) Initial acceleration request dr positive ar ,,,, = sat (min (a ,, „a (s)), 0.10 ) Initial acceleration request positive according to ii) meant that the vehicle initially wants to increase the speed. The means 170 is arranged that, in the event that a speed limiting event occurs within a predetermined time which is relatively short, where negative acceleration is required to reach it, depending on the current situation instead of ensuring that the current speed is maintained and instead accustoming this speed reduction to salvage Avoid accelerating in case there is knowledge that in a short time the spirit will need to be slowed down. For example, ano, could be determined according to ii) Over a predetermined distance below the distance horizon, where such a predetermined distance according to a variant is in the order of 50m. In the event that a speed reduction is required to meet a speed-limiting event within, for example, 100m or 5 seconds, the acceleration can generally be set to 0 until the requirement for negative acceleration becomes so great that a slowing down of the engine becomes necessary.
Vid kronkorning dar fordonets hastighet infOr krOnpassage reduceras genom reducerat gaspadrag/strypt bransletillforsel sa' att fordonets hastighet infor ett nedfOrslutande fardvagsparti understiger malhastigheten svarande mot en efter nedfOrslutande fardvagspartiet hastighetsbegransande fOreteelse kommer den initiala accelerationsbegaran att vara positiv, varvid bromsstrategi enligt foreliggande uppfinning med fordel kan anvandas. In the case of crown grinding where the vehicle's speed before crown passage is reduced by reduced throttle traction / restricted fuel supply so that the vehicle's speed in front of a descending carriageway section is less than the post-descending carriageway section speed limiting vehicle, the initial invention may be positive. .
Systemet I innefattar medel 180 for att aktivera den medelst medlet 146 faststallda bromsstrategin. Medlet 180 for att aktivera bromsstrategi ãr anordnat att aktivera en bromsverkan far ett bromsforlopp f6rknippat med den faststallda bromsstrategin. System I includes means 180 for activating the braking strategy determined by means 146. The means 180 for activating braking strategy is arranged to activate a braking action for a braking process associated with the established braking strategy.
Bromsstrategin inbegriper ett f6rsta bromsforlopp, ett andra bromsforlopp och ett tredje bromsfOrlopp. Det forsta bromsfOrloppet inbegriper aktivering av en bromsverkan som medfOr positivt accelererande framf6rande av fordonet utmed fardvagspartiet. Det andra bromsfOrloppet inbegriper aktivering av en bromsverkan som medfOr i huvudsak avsaknad av acceleration vid framforande av fordonet utmed namnda fardvagsparti. Det tredje bromsfOrloppet inbegriper tillatande av frirullning av fordonet sã att en hastighet hogre an malhastigheten uppnas, samt darefter aktivering av en bromsverkan som medfOr negativt accelererande framforande av fordonet utmed fardvagspartiet. The braking strategy includes a first braking process, a second braking process and a third braking process. The first braking process involves the activation of a braking action which results in a positively accelerating driving of the vehicle along the carriageway section. The second braking process involves activation of a braking action which mainly entails a lack of acceleration when driving the vehicle along said said carriageway section. The third braking process involves allowing the vehicle to roll free so that a speed higher than the grinding speed is achieved, and then activating a braking effect which results in a negative accelerating driving of the vehicle along the carriageway section.
Vid ovan namnda bromsforlopp enligt fOreliggande uppfinning anvands vid aktivering av bromsverkan lampliga bromsorgan has fordonet. Enligt en utforingsform anvands fordonets hjalpbroms, till exempel retarder. Enligt en utforingsform anvands fordonets fardbroms. Enligt en utforingsform anvands bade hjalpbroms och fardbroms hos fordonet. In the above-mentioned braking process according to the present invention, when the braking action is activated, suitable braking means are used in the vehicle. According to one embodiment, the vehicle's auxiliary brake is used, for example retarder. According to one embodiment, the vehicle's service brake is used. According to one embodiment, both auxiliary brake and service brake are used in the vehicle.
Det forsta bromsforloppet inbegriper medel 182 for att aktivera en bromsverkan som medfOr positivt accelererande framforande av fordonet utmed fardvagspartiet. Medlet 182 fOr att aktivera en bromsverkan enligt forsta bromsfOrloppet är anordnat att aktivera bromsverkan forhallandevis 26 tidigt utmed det nedforslutande fardvagspartiet och med sadan bromsverkan att mdlhastigheten uppnas vid den hastighetsbegransande fOreteelsen. The first braking process includes means 182 for activating a braking action which results in a positively accelerating driving of the vehicle along the carriageway section. The means 182 for activating a braking action according to the first braking process is arranged to activate the braking action relatively early along the descending section of the carriageway and with such a braking effect that the average speed is reached at the speed-limiting event.
Det andra bromsfarloppet inbegriper model 184 far att aktivera en bromsverkan som medfor i huvudsak avsaknad av acceleration vid framforande av fordonet utmed fdrdvdgspartiet. Medlet 184 for att aktivera en bromsverkan enligt andra bromsforloppet är anordnat att aktivera bromsverkan fOrhdllandevis tidigt utmed det nedfarslutande fdrdvdgspartiet och med sadan bromsverkan att mdlhastigheten uppnas vid den hastighetsbegransande fOreteelsen. The second braking operation involves model 184 being able to activate a braking action which mainly entails a lack of acceleration when driving the vehicle along the vehicle section. The means 184 for activating a braking action according to the second braking process is arranged to activate the braking action relatively early along the descending conveying section and with such a braking effect that the average speed is achieved at the speed-limiting event.
Det tredje bromsforloppet inbegriper medel 186a for att inledningsvis tilldta frirullning hos fordonet; och medel 186b for att darefter aktivera en bromsverkan som medfor negativt accelererande framforande av fordonet utmed fardvagspartiet. Medlet 186b fOr att aktivera en bromsverkan enligt tredje bromsfOrloppet är anordnat att aktivera bromsverkan forhallandevis sent utmed det nedfarslutande fdrdvdgspartiet efter att fordonet Widths frirulla upp till en hastighet aver malhastigheten och med sadan bromsverkan att fordonet retarderas sã att mdlhastigheten uppnas vid den hastighetsbegransande fOreteelsen. The third braking process includes means 186a for initially allowing freewheeling of the vehicle; and means 186b for subsequently activating a braking action which results in a negative accelerating driving of the vehicle along the carriageway section. The means 186b for activating a braking action according to the third braking process is arranged to activate the braking action relatively late along the descending section after the vehicle Widths freewheels up to a speed above the grinding speed and with such braking action that the vehicle is retarded so that the speed is retarded.
Det forsta bromsfarloppet är avsett att tillampas vid forhallandevis kraftig lutning och/eller farhallandevis ringa langdutstrackning hos fardvagspartiet. The first brake travel is intended to be applied in the event of a relatively steep slope and / or a relatively small length extension of the carriageway section.
Det forsta bromsfarloppet tilldmpas normalt vid fOrhallandevis korta tidsforlopp. Enligt en utfaringsform är langdutstrackningen hos det nedforslutande fardvagspartiet vid tilldmpning av det fOrsta bromsforloppet i storleksordningen 50-200 meter, enligt en variant omkring 100 meter. Det farsta bromsfarloppet kan ocksd beroende pd fordonsinstallning och hdrvid en av foraren onskad installning for framfOrandet av fordonet dalforarinstallning for det forsta bromsforloppet motsvarar en komfortinstallning eller komfort-mod med hag grad av komfort. 27 Det andra bromsforloppet är avsett att tillampas vid tidigt uppnaende av en fordonshastighet nara namnda malhastighet. Det andra bromsforloppet tillampas enligt en variant ocksa vid ferhallandevis korta tidsfOrlopp. Det andra bromsfOrloppet tillampas enligt en variant vid langdutstrackning i storleksordningen 300 m. Langdutstrackningen kan givetvis vara langre eller kortare. Det andra bromsfOrloppet kan ocksa tillampas beroende pa fordonsinstallning och harvid en av fOraren onskad installning fOr framforandet av fordonet dar forarinstallning fOr det andra bromsfOrloppet ocksa motsvarar en komfortinstallning eller komfort-mod med hog grad av komfort. The first braking run is normally applied at relatively short time intervals. According to one embodiment, the longitudinal extension of the descending carriageway section when applying the first brake course is in the order of 50-200 meters, according to a variant about 100 meters. The first braking operation can also depend on the vehicle installation and in this case an installation desired by the driver for the performance of the vehicle valley driver installation for the first braking operation corresponds to a comfort installation or comfort mode with a high degree of comfort. 27 The second braking process is intended to be applied at an early attainment of a vehicle speed close to the said grinding speed. According to a variant, the second braking process is also applied in relatively short time cycles. The second braking process is applied according to a variant for longitudinal extension in the order of 300 m. The longitudinal extension can of course be longer or shorter. The second braking process can also be applied depending on the vehicle installation and if an installation desired by the driver for driving the vehicle, the driver installation for the second braking process also corresponds to a comfort installation or comfort mode with a high degree of comfort.
Det tredje bromsforloppet är avsett att tillampas vid fOrhallandevis svag lutning och/eller fOrhallandevis stor langdutstrackning hos fardvagspartiet. Det tredje bromsforloppet kan ocksa tillampas beroende pa fordonsinstallning och harvid en av f6raren 6nskad installning for framfOrandet av fordonet dar fOrarinstallning av fordonet fOr det tredje bromsfOrloppet motsvarar en sportinstallning eller sport-mod fOr onskan att ta sig fram fortare och foljaktligen med lagre grad av komfort. The third braking process is intended to be applied in the event of a relatively slight inclination and / or a relatively large length extension of the carriageway section. The third braking process can also be applied depending on the vehicle installation and has an installation desired by the driver for driving the vehicle, where pre-installation of the vehicle for the third braking process corresponds to a sports installation or sports mode for the desire to travel faster and consequently with lower degrees.
Medlet 146 fOr att faststalla bromsstrategi baserat pa fordonsinstallning avseende 6nskad grad av komfort vid framfOrandet inbegriper enligt en variant att faststalla bromsstrategi sã att en fordonsinstallning avseende hog grad av komfort medfOr att det fOrsta eller andra bromsforloppet normalt faststalls och en fordonsinstallning avseende snabbare framf art och harvid sportigare framf art medfOr att det tredje bromsfOrloppet faststalls. The means 146 for determining braking strategy based on vehicle installation regarding the desired degree of comfort during driving includes, according to a variant, determining braking strategy so that a vehicle installation with a high degree of comfort means that the first or second braking process is normally determined and a vehicle installation with faster forward sportier performance means that the third braking process is determined.
I fall dã fordonet fardas utmed en fardvag och kommer till ett nedforslutande fardvagsparti dar kOrmotstandet faststallas vara negativt och fOljaktligen fordonet faststalls rulla med positiv acceleration, dar upptradandet av hastighetsbegransande foreteelser fortlopande faststalls utmed fordonets fardvag, dar faststallandet utfors utifran en fOrutbestamd strack- och/eller tidshorisont framfor fordonet utmed fordonets fardvag och dar hastigheten foreskrivs i form av en hastighetsprofil och hastighetsprofilen exekveras 28 genom fortlopande faststallande av erforderlig acceleration kan avstandet till punkten for den hastighetsbegransande foreteelsen faststallas genom att simulera olika scenarier. In cases where the vehicle travels along a carriageway and comes to a descending carriageway section where the driving resistance is determined to be negative and consequently the vehicle is determined to roll with positive acceleration, where the occurrence of speed limiting phenomena is continuously determined along the vehicle's carriageway or the fixed vehicle time horizon in front of the vehicle along the vehicle's lane and where the speed is prescribed in the form of a speed profile and the speed profile is executed 28 by continuously determining the required acceleration, the distance to the point of the speed limiting phenomenon can be determined by simulating different scenarios.
Harvid faststalls huruvida det fall det forsta bromsfOrloppet ska appliceras 5 genom att aktivera en bromsverkan som medfor positivt accelererande framforande av fordonet utmed fardvagspartiet. In this case, it is determined whether the case of the first braking process is to be applied by activating a braking action which results in a positively accelerating driving of the vehicle along the carriageway section.
Den genomsnittliga tiden for manOvern givet nuvarande hastighet vo, avstand s och acceleration a är: i)om a == 0 t = SiVo ii)om a > 0 iii)om a < 0 Om t är mindre an det givna troskelvardet, dvs. om t < T(v), kan den onskade bromsprofilen appliceras. Det är normalt inte Onskvart att inleda bromsning forran en viss tid innan den hastighetsbegransande foreteelsen, exempelvis -20 sekunder innan. Detta kan aven bero pa fardvagspartiets utstrackning, siktstracka has fardvagspartiet, dvs. hur langt fOraren ser, samt vagens beskaffenhet och vilka som heist andra parameterar som kan tankas paverka forarens framfart. Om sikten är god kan bromsning ske tidigare an vid dalig sikt. 29 Systemet I innefattar medel 190 fOr att faststalla huruvida radande fordonshastighet Overstiger malhastigheten. Medlet for att faststalla huruvida radande fordonshastighet Overstiger malhastigheten inbegriper model fOr jamfora radande fordonshastigheten med malhastigheten. The average time for manOver given the current velocity vo, distance s and acceleration a is: i) if a == 0 t = SiVo ii) if a> 0 iii) if a <0 If t is less than the given threshold value, ie. if t <T (v), the desired brake profile can be applied. It is normally not uncommon to start braking before a certain time before the speed-limiting phenomenon, for example -20 seconds before. This can also depend on the extent of the carriageway section, the line of sight has the carriageway section, ie. how far the driver sees, as well as the nature of the carriage and what other parameters can be thought of to influence the driver's progress. If visibility is good, braking can take place earlier in the event of poor visibility. System I includes means 190 for determining whether radiating vehicle speed exceeds the milling speed. The means for determining whether radiating vehicle speed exceeds the grinding speed includes a model for comparing the radiating vehicle speed with the grinding speed.
Systemet I innefattar medel 200 for att, fOr det fall radande fordonshastigheten Overstiger malhastigheten, anpassa fordonets hastighet sâ att malhastigheten uppnas vid ett fOreskrivet avsnitt innan kurvaturens ingang utmed fordonets fardvag. Det fOreskrivna avsnittet innan kurvaturens ingang utmed fordonets fardvag och namnda avsnittet i kurvaturen bildar harvid en viss stracka S preann• Se fig. 3a och 3b som beskrivs nedan. System I comprises means 200 for, in case the radiating vehicle speed exceeds the grinding speed, adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the curvature entrance along the vehicle's carriageway. The prescribed section before the entrance of the curvature along the vehicle's carriageway and the said section in the curvature then form a certain distance S preann • See Figs. 3a and 3b as described below.
Systemet I innefattar medel 210 fOr att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag. System I comprises means 210 for determining said prescribed sections before the entrance of the curvature along the vehicle's carriageway.
Medlet 210 fOr att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag innefattar medel 212 f Or att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag baserat pa en foreskriven absolut framfOrhallning relativt dot mot malhastigheten svarande avsnittet. Strackan Spreaim motsvarande avstandet mellan avsnittet upptradande i kurvaturen och avsnittet innan kurvaturens ingang faststalls harvid med en fOrutbestamd stracka, exempelvis 20 meter. The means 210 for determining said prescribed section before the entrance of the curvature along the vehicle's carriage comprises means 212 for determining the said prescribed sections before the entrance of the curvature along the vehicle's carriageway based on a prescribed absolute ratio relative to the section corresponding to the grinding speed. The distance Spreaim corresponds to the distance between the section appearing in the curvature and the section before the entrance of the curvature is determined by a predetermined distance, for example 20 meters.
Medlet 210 for att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag innefattar medel 214 f Or att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag baserat pa en retardation fran en radande fordonshastighet till namnda malhastighet. The means 210 for determining said prescribed sections before the entrance of the curvature along the vehicle lane includes means 214 for determining said prescribed sections before the entrance of the curvature along the vehicle lane based on a deceleration from a radiating vehicle speed to said grinding speed.
Strackan sprea,m motsvarande avstandet mellan avsnittet upptradande i kurvaturen och avsnittet innan kurvaturens ingang faststalls enligt en variant som en funktion av en hastighet, exempelvis kommande hastighetsbegransning, dvs. malhastigheten och kan foljaktligen harledas till en tid t .prealm) dar saledes fordonet skall ha natt denna hastighet motsvarande tiden t .preaim innan hastigheten bOrjar galla. Harvid faststalls spreaim till, dar Vdesired äronskad hastighet : Spreaim = Vdesired * tpreaim Medlet 210 fOr att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag innefattar medel 216 fOr att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag baserat pa ett avsnitt has hastighetsprofilen svarande mot retardation inf6r namnda kurvatur. The distance is spread, m corresponding to the distance between the section appearing in the curvature and the section before the entrance of the curvature is determined according to a variant as a function of a speed, for example future speed limitation, ie. the grinding speed and can consequently be led to a time t .prealm) whereby the vehicle must have had this speed corresponding to the time t .preaim before the speed starts to gall. The means 210 for determining said prescribed sections before the curvature's entrance along the vehicle's vehicle includes means 216 for determining said prescribed sections before the curved section of the vehicle's exit at the curvature of the vehicle. corresponding to deceleration before the said curvature.
Medlet 216 for att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag baserat pa ett avsnitt has hastighetsprofilen svarande mot retardation infOr namnda kurvatur innefattar model 216a fOr att, for det fall avsnitt hos hastighetsprofilen svarande mot retardation infOr namnda kurvatur ligger en forutbestamd position innan det mot malhastigheten svarande avsnittet, satta ett tak pa motsvarande stracka och/eller tid innan kurvaturens ingang. The means 216 for determining said prescribed section before the curvature entrance along the vehicle's route based on a section has the velocity profile corresponding to deceleration before said curvature includes model 216a so that, in case section of the velocity profile corresponding to deceleration before said curvature position is within the predetermined curvature position against the grinding speed corresponding to the section, set a ceiling of the corresponding distance and / or time before the entrance of the curvature.
Medlet 216a for att, for det fall avsnitt hos hastighetsprofilen svarande mot retardation infOr namnda kurvatur ligger en forutbestamd position innan det mot malhastigheten svarande avsnittet, satta ett tak pa motsvarande stracka och/eller tid innan kurvaturens ingang innefattar harvid medel fOr att faststalla huruvida avsnitt hos hastighetsprofilen svarande mot retardation infOr namnda kurvatur ligger en fOrutbestamd position innan det mot malhastigheten svarande avsnittet. The means 216a for, in the case of sections of the velocity profile corresponding to deceleration before said curvature is a predetermined position before the section corresponding to the grinding speed, set a ceiling of the corresponding distance and / or time before the entrance of the curvature comprises means for determining whether sections of the velocity profile corresponding to deceleration in front of the said curvature is a predetermined position before the section corresponding to the grinding speed.
Vid anpassning av fordonets hastighet sã att malhastigheten uppnas vid ett foreskrivet avsnitt innan kurvaturens ingang utmed fordonets fardvag blir enligt en variant den erforderliga accelerationen i form av retardation act saledes: a0( s) = 2 V2 — Vo o Fres(S) * ds Spreaim) S * 171 31 Retardationen genom anpassning av fordonets hastighet sâ att malhastigheten uppnas vid ett foreskrivet avsnitt innan kurvaturens ingang utmed fordonets fardvag kan ske tidigare, dvs. att retardationen initieras tidigare mot retardation far att uppna malhastighetet i kurvatur, och/eller kraftigare sa att fordonet retarderas till hastigheten vid det fareskrivna avsnittet pa en kortare stracka. When adjusting the vehicle's speed so that the grinding speed is reached at a prescribed section before the curvature's entrance along the vehicle's carriageway, according to a variant, the required acceleration in the form of deceleration acts as follows: a0 (s) = 2 V2 - Vo o Fres (S) * ds Spreaim ) S * 171 31 The deceleration by adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the vehicle's carriageway can take place earlier, ie. that the deceleration is initiated earlier towards deceleration may reach the grinding speed in curvature, and / or more strongly so that the vehicle is decelerated to the speed at the danger section on a shorter distance.
Systemet I innefattar medel 220 for att, far det fall radande fordonshastigheten understiger eller motsvarar mdlhastigheten, anpassa fordonets hastighet sa att malhastigheten uppnas vid det mot malhastigheten svarande avsnittet. System I includes means 220 for, if the radiating vehicle speed is less than or equal to the average speed, adjusting the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the grinding speed.
Systemet I innefattar model 230 far att styra fordonets hastighet sa att on hastighet associerad med namnda malhastighet tillats vara hogre an mdlhastigheten med en viss offset. System I includes model 230 for controlling the speed of the vehicle so that the speed associated with said grinding speed is allowed to be higher than the average speed with a certain offset.
Medlet 230 far att styra fordonets hastighet sa att en hastighet associerad med namnda malhastighet tillats vara hogre an malhastigheten med en viss offset innefattar model 232 for att anpassa namnda offset sâ att en relativt starre offset tillats vid icke sakerhetskritisk hastighetsbegransande fareteelse och en relativt mindre offset tillats vid sakerhetskritisk hastighetsbegransande foreteelse. The means 230 for controlling the speed of the vehicle so that a speed associated with said grinding speed is allowed to be higher than the grinding speed with a certain offset includes model 232 for adjusting said offset so that a relatively rigid offset is allowed for non-critical speed limiting hazard and a relatively smaller offset is allowed. in the event of a speed-critical speed-limiting event.
Sakerhetskritisk hastighetsbegransande foreteelse inbegriper hastighetsbegransning vid kurvkarning. lcke sakerhetskritisk hastighetsbegransande foreteelse inbegriper andrad hastighetsbegransning utmed fordonets fardvag. Vid en icke sakerhetskritisk hastighetsbegransandeforeteelseinbegripandeandrad hastighetsbegransning utmed fordonets fardvag är systemet I konfigurerat sa att fararen sjalv finals stalla in offset till onskad niva hogre an malhastigheten. Safety-critical speed-limiting phenomenon includes speed-limiting when cornering. Non-critical speed limiting phenomenon includes other speed limitation along the vehicle's carriageway. In the case of a non-safety-critical speed-limiting phenomenon, including a change in speed limitation along the vehicle's route, the system I is configured so that the driver himself finally sets the offset to the desired level higher than the grinding speed.
Sakerhetskritisk hastighetsbegransande fareteelse inbegriper enligt en variant aven andra fareteelser sasom avsmalnande vag, vagarbete utmed 32 fordonets fardvag, hinder sasom farthinder utmed fordonets fardvag, forsamrat vagunderlag, 6kad trafiktathet/risk f6r kobildning etc. According to a variant, speed-critical speed-limiting hazards include other hazards such as tapered wagons, road work along the vehicle's carriageway, obstacles such as speed barriers along the vehicle's carriageway, congested road surface, increased traffic congestion / risk of cow formation, etc.
Den elektroniska styrenheten 100 är signalansluten till medlet 110 far att fortlapande faststalla upptradande av hastighetsbegransande fareteelser utmed fordonets fardvag via en lank 10. Den elektroniska styrenheten 100 dr via lanken 10 anordnad att mottaga en signal fran medlet 110 representerande data far hastighetsbegransande foreteelser sasom kurvatur och/eller andrad hastighetsbegransning. The electronic control unit 100 is signal connected to the means 110 for continuously determining the occurrence of speed limiting hazards along the vehicle's trolley via a lane 10. The electronic control unit 100 is arranged via the lane 10 to receive a signal from the means 110 representing data for speed limiting phenomena such as curvature / curvature. or other speed limit.
Den elektroniska styrenheten 100 är signalansluten till medlet 110a innefattande kartinformationsenheten 112 och medlet 114 for att bestamma fordonets position via en lank 10a. Den elektroniska styrenheten 100 är via lanken 10a anordnad att mottaga en signal fran medlet 110a representerande kartdata far hastighetsbegransande foreteelser i form av kurvatur samt andrad hastighetsbegransning utmed fordonets fardvag samt positionsdata far position fOr kurvaturen relativt fordonet. The electronic control unit 100 is signal connected to the means 110a comprising the map information unit 112 and the means 114 for determining the position of the vehicle via a link 10a. The electronic control unit 100 is arranged via the line 10a to receive a signal from the means 110a representing map data for speed limiting phenomena in the form of curvature and other speed limitation along the vehicle's carriageway and position data for position for the curvature relative to the vehicle.
Den elektroniska styrenheten 100 as signalansluten till kameraorganet 116 via en lank 16. Den elektroniska styrenheten 100 är via lanken 16 anordnad att mottaga en signal fran kameraorganet 116 representerande data far hastighetsbegransande foreteelser inbegripande kurvaturdata far kurvatur hos vagbanan utmed fordonets fardvag samt data fOr andrad hastighet utmed fordonets fardvag. The electronic control unit 100 is signaled to the camera means 116 via a line 16. The electronic control unit 100 is arranged via the line 16 to receive a signal from the camera means 116 representing data for speed limiting phenomena including curvature data for curvature of the carriageway along the vehicle's carriageway and data for other speeds out the vehicle's cruise control.
Den elektroniska styrenheten 100 ar signalansluten till medlet 120 far att reglera anskad strackhorisont far anskat framforande av fordonet via en lank 20. Den elektroniska styrenheten 100 ãr via lanken 20 anordnad att mottaga en signal fran medlet 120 representerande data far anskad strackhorisont. The electronic control unit 100 is signal connected to the means 120 for regulating the desired stretching horizon if the desired driving of the vehicle via a line 20. The electronic control unit 100 is arranged via the line 20 to receive a signal from the means 120 representing data from the requested stretching horizon.
Den elektroniska styrenheten 100 är signalansluten till medlet 130 far att fortlapande faststalla fordonets hastighet via en lank 30. Den elektroniska styrenheten 100 är via lanken 30 anordnad att mottaga en signal fran medlet 33 130 for att fortlOpande faststalla fordonets hastighet representerande hastighetsdata for aktuell fordonshastighet. The electronic control unit 100 is signal connected to the means 130 for continuously determining the speed of the vehicle via a line 30. The electronic control unit 100 is arranged via the line 30 to receive a signal from the means 33 130 for continuously determining the speed of the vehicle representing speed data for the current vehicle speed.
Den elektroniska styrenheten 100 är signalansluten till medlet 140 fOr att vid faststalld hastighetsbegransande foreteelse faststalla erforderlig acceleration for att nã foreskriven hastighet vid en upptrddande hastighetsbegransande foreteelse via en lank 40a. Den elektroniska styrenheten 100 är via lanken 40a anordnad att mottaga en signal frail medlet 140 representerande accelerationsdata for erforderlig acceleration for att nã hastigheten enligt faststalld hastighetsbegransande fOreteelse vid den hastighetsbegransande fereteelsen. The electronic control unit 100 is signal-connected to the means 140 for determining the required acceleration in the event of a determined speed-limiting phenomenon in order to reach the prescribed speed in the event of a speed-limiting phenomenon occurring via a line 40a. The electronic control unit 100 is arranged via the line 40a to receive a signal from the means 140 representing acceleration data for the required acceleration in order to reach the speed according to a fixed speed-limiting event at the speed-limiting travel event.
Den elektroniska styrenheten 100 är signalansluten till medlet 142 fOr att fortlOpande faststalla kormotstand utmed fordonets fardvag via en lank 42. Den elektroniska styrenheten 100 ãr via Idnken 42 anordnad att mottaga en signal Iran medlet 142 representerande kormotstandsdata. The electronic control unit 100 is signal connected to the means 142 for continuously determining choke resistance along the vehicle's trolley via a lane 42. The electronic control unit 100 is arranged via the Idnken 42 to receive a signal from the means 142 representing choke resistance data.
Den elektroniska styrenheten 100 dr signalansluten till medlet 142a fOr att faststalla lutningsmotstand via en lank 42a. Den elektroniska styrenheten 100 dr via &ken 42a anordnad att mottaga en signal fran medlet 142a representerande lutningsdata fOr lutning hos vagbanan utmed fordonets fardvag. The electronic control unit 100 dr signal connected to the means 142a for determining inclination resistance via a link 42a. The electronic control unit 100 is arranged via receiver 42a to receive a signal from the means 142a representing slope data for inclination of the carriageway along the vehicle's carriageway.
Den elektroniska styrenheten 100 dr signalansluten till medlet 142b fOr att faststalla friktionskaraktaristika hos fordonets drivlina via en lank 42b. Den elektroniska styrenheten 100 är via Idnken 42b anordnad att mottaga en signal fran medlet 142b representerande friktionsdata fOr friktionskaraktaristika hos fordonets drivlina. The electronic control unit 100 dr signal connected to the means 142b for determining friction characteristics of the vehicle driveline via a link 42b. The electronic control unit 100 is arranged via Idnken 42b to receive a signal from the means 142b representing friction data for friction characteristics of the vehicle driveline.
Den elektroniska styrenheten 100 är signalansluten till medlet 142c fOr att faststalla luftmotstand via en lank 42c. Den elektroniska styrenheten 100 dr via &ken 42c anordnad att mottaga en signal fran medlet 142c representerande luftmotstandsdata for fordonet utmed vagbanan utmed fordonets fdrdvag. 34 Den elektroniska styrenheten 100 as signalansluten till medlet 142d far att faststalla rullmotstand via en lank 42d. Den elektroniska styrenheten 100 dr via lanken 42d anordnad att mottaga en signal fran medlet 142d representerande rullmotstandsdata far fordonet utmed vagbanan utmed fordonets fdrdvdg. The electronic control unit 100 is signal connected to the means 142c for determining air resistance via a link 42c. The electronic control unit 100 is arranged via the channel 42c to receive a signal from the means 142c representing air resistance data for the vehicle along the carriageway along the vehicle's vehicle. 34 The electronic control unit 100 as signal connected to the means 142d is allowed to determine rolling resistance via a link 42d. The electronic control unit 100 is arranged via the line 42d to receive a signal from the means 142d representing rolling resistance data, the vehicle travels along the carriageway along the vehicle's vehicle.
Den elektroniska styrenheten 100 as signalansluten till medlet 140 for att vid faststalld hastighetsbegransande foreteelse faststdlla erforderlig acceleration for att nâ fareskriven hastighet vid en upptrddande hastighetsbegrdnsande foreteelse via en lank 40b. Den elektroniska styrenheten 100 är via lanken 40b anordnad att sanda en signal till medlet 140 representerande hastighetsdata far aktuell fordonshastighet, data for hastighetsbegrdnsande foreteelse och avstandsdata till hastighetsbegransande foreteelse, samt karmotstandsdata. The electronic control unit 100 is signal-connected to the means 140 for determining the required acceleration in the event of a determined speed-limiting phenomenon in order to reach a danger-driven speed in the event of an occurring speed-limiting phenomenon via a line 40b. The electronic control unit 100 is arranged via the line 40b to send a signal to the means 140 representing speed data for the current vehicle speed, data for speed limiting phenomenon and distance data for speed limiting phenomenon, as well as vessel resistance data.
Den elektroniska styrenheten 100 är signalansluten till medlet 144 far att faststalla erforderlig bromsretardation via en lank 44. Den elektroniska styrenheten 100 är via Idnken 44 anordnad att mottaga en signal fran medlet 144 representerande bromsretardationsdata for erforderlig bromsretardation. The electronic control unit 100 is signal connected to the means 144 for determining the required brake deceleration via a link 44. The electronic control unit 100 is arranged via the port 44 to receive a signal from the means 144 representing the brake deceleration data for the required brake deceleration.
Den elektroniska styrenheten 100 är signalansluten till medlet 146 far att faststalla bromsstrategi bland annat baserat pa karakteristika hos namnda nedfOrslutande fardvdgsparti via en lank 46:1. Den elektroniska styrenheten 100 as via lanken 46:1 anordnad att sdnda en signal till medlet 146 representerande data f6r karaktdristika hos fardvagspartiet inbegripande Idngdutstrdckning och/eller lutning erhallet fran medlet 112 och/eller medlet 116, och/eller data f6r fordonshastighet erhallet fran medlet 130 och/eller data far kOrmotstand erhallet fran medlet 142. The electronic control unit 100 is signal-connected to the means 146 capable of determining braking strategy based, inter alia, on the characteristics of said descending vessel section via a long 46: 1. The electronic control unit 100 is arranged via the line 46: 1 to send a signal to the means 146 representing data for character characteristics of the carriageway section including steam extension and / or inclination obtained from the means 112 and / or the means 116, and / or data for vehicle speed obtained from the means 130 and / or data is obtained from the means 142.
Den elektroniska styrenheten 100 är signalansluten till medlet 146a far att faststalla lutning hos det nedforslutande fdrdvdgspartiet via en lank 46a. Den elektroniska styrenheten 100 as via Idnken 46a anordnad att mottaga en signal fran medlet 146a representerande data f6r lutning hos fardvagspartiet. The electronic control unit 100 is signal-connected to the means 146a for determining the inclination of the down-closing conveying portion via a link 46a. The electronic control unit 100 is arranged via the receiver 46a to receive a signal from the means 146a representing data for inclination of the carriageway section.
Den elektroniska styrenheten 100 as signalansluten till medlet 146b fOr att faststalla langdutstrackning hos det nedforslutande fardvagspartiet via en lank 46b. Den elektroniska styrenheten 100 är via lanken 46h anordnad att mottaga en signal fran medlet 146b representerande data fOr langdutstrackning hos fardvagspartiet. The electronic control unit 100 is signal connected to the means 146b to determine the length extension of the descending carriageway portion via a link 46b. The electronic control unit 100 is arranged via the line 46h to receive a signal from the means 146b representing data for longitudinal extension of the carriageway section.
Den elektroniska styrenheten 100 as signalansluten till medlet 146c fOr att faststalla fordonshastighet fOr hansynstagande till fordonshastighet via en lank 46c. Den elektroniska styrenheten 100 är via lanken 46c anordnad att mottaga en signal fran medlet 146c representerande hastighetsdata fOr aktuell fordonshastighet. The electronic control unit 100 is signal connected to the means 146c to determine vehicle speed for male observation to vehicle speed via a link 46c. The electronic control unit 100 is arranged via the line 46c to receive a signal from the means 146c representing speed data for the current vehicle speed.
Den elektroniska styrenheten 100 as signalansluten till medlet 146d fOr att faststalla kOrmotstand fOr hansynstagande till kormotstand via en lank 46d. Den elektroniska styrenheten 100 är via lanken 46d anordnad att mottaga en signal fran medlet 146d representerande kOrmotstandsdata. The electronic control unit 100 is signal connected to the means 146d for determining choral resistance for male access to choral resistance via a long 46d. The electronic control unit 100 is arranged via the line 46d to receive a signal from the means 146d representing core resistance data.
Den elektroniska styrenheten 100 är signalansluten till medlet 146 fOr att faststalla bromsstrategi via en lank 46:2. Den elektroniska styrenheten 100 as via lanken 46:2 anordnad att mottaga en signal fran medlet 146 representerande data for faststallda bromsstrategi, dar bromsstrategin kan vara flagon av det fOrsta bromsforloppet, det andra bromsforloppet eller det tredje bromsfOrloppet, och beror pa faststallda karaktaristika hos det nedforslutande fardvagspartiet, fordonshastighet och/eller kormotstand. The electronic control unit 100 is signal connected to the means 146 for determining braking strategy via a long 46: 2. The electronic control unit 100 is arranged via the line 46: 2 to receive a signal from the means 146 representing data for a determined braking strategy, where the braking strategy may be flakes of the first braking process, the second braking process or the third braking process, and depends on the determined characteristics of the downforce. the carriageway section, vehicle speed and / or choir resistance.
Den elektroniska styrenheten 100 är signalansluten till medlet 150 fOr att faststalla en maximalt tillaten sidoacceleration via en lank 50. Den elektroniska styrenheten 100 är via lanken 50 anordnad att mottaga en signal fran medlet 150 representerande sidoaccelerationsdata fOr maximalt tilldten sidoacceleration. The electronic control unit 100 is signal connected to the means 150 for determining a maximum permissible lateral acceleration via a link 50. The electronic control unit 100 is arranged via the line 50 to receive a signal from the means 150 representing side acceleration data for a maximum permitted side acceleration.
Den elektroniska styrenheten 100 är signalansluten till medlet 160 fOr att foreskriva hastighet baserat pa upptradande hastighetsbegransande foreteelser utmed fordonets fardvag via en lank 60a. Den elektroniska 36 styrenheten 100 ãr via lanken 60a anordnad att sanda en signal till medlet 160 representerande data for hastighetsbegransande foreteelser sasom kurvatur och/eller andrad hastighetsbegransning. The electronic control unit 100 is signal-connected to the means 160 for prescribing speed based on occurring speed-limiting phenomena along the vehicle's route via a long 60a. The electronic control unit 100 is arranged via the line 60a to send a signal to the means 160 representing data for speed limiting phenomena such as curvature and / or other speed limitation.
Den elektroniska styrenheten 100 är signalansluten till medlet 160 far att foreskriva hastighet baserat pa upptradande hastighetsbegransande foreteelser utmed fordonets fardvag via en lank 60b. Den elektroniska styrenheten 100 är via lanken 60b anordnad att mottaga en signal fran medlet 160 representerande hastighetsdata for foreskriven hastighet svarande mot en hastighetsprofil samt exekveringsdata far att exekvera hastighetsprofilen. The electronic control unit 100 is signal-connected to the means 160 for prescribing speed based on occurring speed-limiting phenomena along the vehicle's route via a long 60b. The electronic control unit 100 is arranged via the line 60b to receive a signal from the means 160 representing speed data for prescribed speed corresponding to a speed profile and execution data for executing the speed profile.
Den elektroniska styrenheten 100 är signalansluten till medlet 162 far att foreskriva hastighet baserat pa maximalt tillaten sidoacceleration hos fordonet och kurvatur hos vagbanan utmed fordonets fardvag via en lank 62a. Den elektroniska styrenheten 100 är via lanken 62a anordnad att sanda en signal till medlet 162 representerande sidoaccelerationsdata far maximalt tillaten sidoacceleration och kurvaturdata far kurvatur utmed fordonets fdrdvag. The electronic control unit 100 is signal connected to the means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle and the curvature of the carriageway along the vehicle's carriageway via a line 62a. The electronic control unit 100 is arranged via the line 62a to send a signal to the means 162 representing lateral acceleration data for maximum permissible lateral acceleration and curvature data for curvature along the vehicle's vehicle.
Den elektroniska styrenheten 100 är signalansluten till medlet 162 far att foreskriva hastighet baserat pa maximalt tillaten sidoacceleration hos fordonet och kurvatur via en lank 62b. Den elektroniska styrenheten 100 är via lanken 62b anordnad att mottaga en signal fran medlet 162 representerande hastighetsdata for faststalld maximal fordonshastighet beaktande kurvatur och maximalt tillaten sidoacceleration. The electronic control unit 100 is signal connected to the means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle and curvature via a line 62b. The electronic control unit 100 is arranged via the line 62b to receive a signal from the means 162 representing speed data for a determined maximum vehicle speed taking into account curvature and maximum permissible lateral acceleration.
Den elektroniska styrenheten 100 är signalansluten till medlet 164 far att fereskriva hastighet baserat pa andrad hastighetsbegransning utmed fordonets fardvag via en lank 64a. Den elektroniska styrenheten 100 dr via lanken 64a anordnad att sanda en signal till medlet 164 representerande accelerationsdata for erforderlig longitudinell acceleration far kommande andrad hastighetsbegransning. 37 Den elektroniska styrenheten 100 är signalansluten till medlet 164 fOr att foreskriva hastighet baserat pa andrad hastighetsbegransning utmed fordonets fardvag via en lank 64b. Den elektroniska styrenheten 100 är via &ken 64b anordnad att mottaga en signal frdn medlet 164 representerande hastighetsdata fOr fOreskriven hastighet svarande mot andrad hastighetsbeg rdnsn i ng . The electronic control unit 100 is signal-connected to the means 164 for recording speed based on the second speed limit along the vehicle's route via a line 64a. The electronic control unit 100 dr via the line 64a arranged to send a signal to the means 164 representing acceleration data for the required longitudinal acceleration may come second speed limitation. The electronic control unit 100 is signal connected to the means 164 for prescribing speed based on the second speed limit along the vehicle's route via a line 64b. The electronic control unit 100 is arranged via the receiver 64b to receive a signal from the means 164 representing speed data for the prescribed speed corresponding to the second speed request in ng.
Den elektroniska styrenheten 100 är signalansluten till medlet 170 fOr att faststalla huruvida en initial erforderlig acceleration är negativ eller positiv via en lank 70. Den elektroniska styrenheten 100 är via &ken 70 anordnad att mottaga en signal fran medlet 170 representerande accelerationsdata fOr negativ/positiv acceleration. The electronic control unit 100 is signal connected to the means 170 for determining whether an initial required acceleration is negative or positive via a line 70. The electronic control unit 100 is arranged via the device 70 to receive a signal from the means 170 representing acceleration data for negative / positive acceleration.
Den elektroniska styrenheten 100 är signalansluten till medlet 180 fOr att aktivera den medelst medlet 146 faststallda bromsstrategin via en lank 80. Den elektroniska styrenheten 100 ãr via &ken 80 anordnad att sanda en signal till medlet 180 representerande aktiveringsdata far aktivering av faststalld bromsstrategi. The electronic control unit 100 is signal connected to the means 180 for activating the braking strategy determined by the means 146 via a link 80. The electronic control unit 100 is via the device 80 arranged to send an activation data representing the means 180 to the means 180 for activating the determined braking strategy.
Den elektroniska styrenheten 100 är signalansluten till medlet 182 fOr att aktivera en bromsverkan enligt det forsta bromsfOrloppet som medfor positivt accelererande framf6rande av fordonet utmed fardvagspartiet via en lank 82. The electronic control unit 100 is signal-connected to the means 182 for activating a braking action according to the first braking process which results in a positively accelerating driving of the vehicle along the carriageway section via a line 82.
Den elektroniska styrenheten 100 är via &ken 82 anordnad att sanda en signal till medlet 182 representerande aktiveringsdata for aktivering av bromsverkan enligt det forsta bromsforloppet. The electronic control unit 100 is arranged via the channel 82 to send a signal to the means 182 representing activation data for activating the braking action according to the first braking process.
Den elektroniska styrenheten 100 är signalansluten till medlet 184 fOr att aktivera en bromsverkan som medf6r i huvudsak avsaknad av acceleration vid framfOrande av fordonet utmed fardvagspartiet via en lank 84. Den elektroniska styrenheten 100 är via &ken 84 anordnad att sanda en signal till medlet 184 representerande aktiveringsdata for aktivering av bromsverkan enligt det andra bromsfOrloppet. 38 Den elektroniska styrenheten 100 as signalansluten till medlet 186a far att inledningsvis tillâta frirullning hos fordonet via en lank 86a. Den elektroniska styrenheten 100 är via lanken 86a anordnad att sanda en signal till medlet 186a representerande data far att lata fordonet frirulla utmed den nedfarslutande fdrdvdgen en viss stracka och/eller tid och/eller upp till en viss hastighet overstigande malhastigheten. The electronic control unit 100 is signal connected to the means 184 for activating a braking action which essentially causes no acceleration when driving the vehicle along the carriageway section via a lane 84. The electronic control unit 100 is arranged via the 84 to transmit a signal to the means 184 representing activation data for activating the braking action according to the second braking process. The electronic control unit 100 as signal connected to the means 186a is initially allowed to allow freewheeling of the vehicle via a link 86a. The electronic control unit 100 is arranged via the line 86a to send a signal to the data representing the means 186a causing the vehicle to roll free along the descending vehicle a certain distance and / or time and / or up to a certain speed exceeding the grinding speed.
Den elektroniska styrenheten 100 är signalansluten till medlet 186b medel 186b far att darefter aktivera en bromsverkan som medfor negativt accelererande framforande av fordonet utmed fdrdvdgspartiet via en lank 86b. Den elektroniska styrenheten 100 är via &ken 86b anordnad att sanda en signal till medlet 186b representerande aktiveringsdata for aktivering av bromsverkan enligt det tredje bromsforloppet. The electronic control unit 100 is signal connected to the means 186b, means 186b then activates a braking action which results in a negative accelerating travel of the vehicle along the vehicle portion via a link 86b. The electronic control unit 100 is arranged via the valve 86b to send a signal to the means 186b representing activation data for activating the braking action according to the third braking process.
Den elektroniska styrenheten 100 är anordnad att behandla namnda data far hastighetsbegransande fareteelser och data for onskad strackhorisont samt hastighetsdata och karmotstandsdata fran medlet 142 och sanda namnda data till medlet 140 far att faststalla erforderlig acceleration far att nã foreskriven hastighet vid en upptradande hastighetsbegransande fareteelse. The electronic control unit 100 is arranged to process said data for speed limiting hazards and data for desired stretching horizon as well as speed data and vessel resistance data from means 142 and true said data to means 140 for determining required acceleration for reaching prescribed speed at an emerging hazardous speed limiting.
Medlet 140 for att faststalla erforderlig acceleration for att nã foreskriven hastighet vid en upptradande hastighetsbegransande foreteelse är anordnat 20 att behandla namnda data fran den elektroniska styrenheten 100 far att sdlunda faststalla den erforderliga accelerationen. The means 140 for determining the required acceleration in order to reach the prescribed speed in the event of an occurring speed-limiting phenomenon is arranged to process said data from the electronic control unit 100 so as to determine the required acceleration.
Medlet 160 for att foreskriva hastighet baserat pa upptradande hastighetsbegransande fareteelser utmed fordonets fardvag är anordnat att behandla namnda data far hastighetsbegransande foreteelser sasom kurvatur och/eller andrad hastighetsbegransning och sidoaccelerationsdata for att faststalla hastighet svarande mot en hastighetsprofil och sanda hastighetsdata far foreskriven hastighet svarande mot en hastighetsprofil samt exekveringsdata for att exekvera hastighetsprofilen till den elektroniska styrenheten. 39 Den elektroniska styrenheten 100 är enligt en utfOringsform anordnad att behandla namnda data for hastighetsbegransande foreteelser och data fOr Onskad strackhorisont samt hastighetsdata och kOrmotstandsdata fran medlet 142 och data fOr karaktaristika hos fardvagspartiet inbegripande atminstone nagot av data fOr lutning hos fardvagspartiet, data fOr langdutstrackning hos fardvagspartiet, hastighetsdata fOr aktuell fordonshastighet och kormotstandsdata for att faststalla bromsstrategi inbegripande vilket bromsforlopp som skall anvandas. Den elektroniska styrenheten 100 sander sedan den valda bromsstrategin till det medel 182, 184, 186a, 186b hos medlet 180 som är anordnat att aktivera bromsverkan f6r det faststallda bromsfOrloppet. The means 160 for prescribing speed based on occurring speed limiting phenomena along the vehicle lane is arranged to process said data for speed limiting phenomena such as curvature and / or other speed limitation and side acceleration data to determine speed corresponding to a speed profile and corresponding speed profile. and execution data for executing the speed profile of the electronic control unit. The electronic control unit 100 is according to one embodiment arranged to process said data for speed limiting phenomena and data for the desired distance horizon as well as speed data and driving resistance data from the means 142 and data for characteristics of the carriageway section including at least some detail of the data. , speed data for current vehicle speed and choke resistance data to determine braking strategy including which braking sequence to use. The electronic control unit 100 then transmits the selected braking strategy to the means 182, 184, 186a, 186b of the means 180 which is arranged to activate the braking action for the determined braking process.
Den elektroniska styrenheten 100 är signalansluten till medlet 190 fOr att faststalla huruvida radande fordonshastighet Overstiger malhastigheten via en lank 90a. Den elektroniska styrenheten 100 är via lanken 90a anordnad att sanda en signal till medlet 190 representerande hastighetsdata fel' radande hastighet samt malhastighetsdata far malhastighet. The electronic control unit 100 is signal connected to the means 190 for determining whether radiating vehicle speed exceeds the grinding speed via a link 90a. The electronic control unit 100 is arranged via the line 90a to send a signal to the means 190 representing velocity data at the erasing speed and grinding speed data for grinding speed.
Medlet 190 for att faststalla huruvida radande fordonshastighet Overstiger malhastigheten ãr anordnat att jamfOra namnda hastighetsdata och malhastighetsdata for att salunda faststalla data fOr huruvida radande fordonshastighet Overstiger malhastigheten. The means 190 for determining whether radiating vehicle speed exceeds the grinding speed is arranged to compare said speed data and grinding speed data to thus determine data for whether radiating vehicle speed exceeds the grinding speed.
Den elektroniska styrenheten 100 är signalansluten till medlet 190 fOr att faststalla huruvida radande fordonshastighet Overstiger malhastigheten via en lank 90b. Den elektroniska styrenheten 100 är via lanken 90b anordnad att mottaga en signal fran medlet 190 representerande data fOr huruvida (Mande fordonshastighet Overstiger malhastigheten. The electronic control unit 100 is signal connected to the means 190 to determine whether radiating vehicle speed exceeds the grinding speed via a link 90b. The electronic control unit 100 is arranged via the line 90b to receive a signal from the means 190 representing data for whether (Mande vehicle speed Exceeds the grinding speed.
Den elektroniska styrenheten 100 är signalansluten till medlet 200 fOr att anpassa fordonets hastighet sa att malhastigheten uppnas vid ett foreskrivet avsnitt innan kurvaturens ingang utmed fordonets fardvag via en lank 200a. Den elektroniska styrenheten 100 dr via lanken 200a anordnad att sanda en signal till medlet 200 representerande data att radande fordonshastighet Overstiger malhastigheten. The electronic control unit 100 is signal connected to the means 200 for adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the vehicle's carriageway via a link 200a. The electronic control unit 100 dr via the line 200a arranged to send a signal to the means 200 representing data that radiating vehicle speed exceeds the grinding speed.
Den elektroniska styrenheten 100 är signalansluten till medlet 200 fel' att anpassa fordonets hastighet sa att malhastigheten uppnas vid ett foreskrivet avsnitt innan kurvaturens ingang utmed fordonets fardvdg via en lank 200b. Den elektroniska styrenheten 100 är via lanken 200b anordnad att mottaga en signal fran medlet 200 representerande anpassningsdata for anpassning av fordonets hastighet sâ att malhastigheten uppnas vid ett foreskrivet avsnitt innan kurvaturens ingang utmed fordonets fardvag. The electronic control unit 100 is signal-connected to the means 200 for adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the course of the vehicle via a line 200b. The electronic control unit 100 is arranged via the line 200b to receive a signal from the means 200 representing adaptation data for adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the vehicle's carriageway.
Den elektroniska styrenheten 100 är signalansluten till medlet 210 fOr att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag via en lank 210a. Den elektroniska styrenheten 100 dr via lanken 210a anordnad att mottaga en signal fran medlet 210 representerande data fOr faststallt foreskrivet avsnitt innan kurvaturens ingang. The electronic control unit 100 is signal connected to the means 210 for determining said prescribed sections before the entrance of the curvature along the vehicle's carriageway via a link 210a. The electronic control unit 100 is arranged via the line 210a to receive a signal from the means 210 representing data for a determined prescribed section before the input of the curvature.
Den elektroniska styrenheten 100 är signalansluten till medlet 212 fOr att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag baserat pa en fOreskriven absolut framfOrhallning relativt det mot mdlhastigheten svarande avsnittet via en lank 212a. Den elektroniska styrenheten 100 är via lanken 212a anordnad att mottaga en signal fran medlet 212 representerande data far faststallt foreskrivet avsnitt innan kurvaturens ingang. The electronic control unit 100 is signal-connected to the means 212 for determining the said prescribed sections before the entrance of the curvature along the vehicle's vessel based on a prescribed absolute ratio relative to the section corresponding to the medium speed via a line 212a. The electronic control unit 100 is arranged via the line 212a to receive a signal from the data representing the means 212 until the prescribed section is determined before the input of the curvature.
Den elektroniska styrenheten 100 är signalansluten till medlet 214 fOr att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag baserat pa en retardation fran en radande fordonshastighet till namnda malhastighet via en lank 214a. Den elektroniska styrenheten 100 dr via lanken 214a anordnad att mottaga en signal fran medlet 214 representerande data fOr faststallt foreskrivet avsnitt innan kurvaturens ingang. 41 Den elektroniska styrenheten 100 är signalansluten till medlet 216 fOr att faststalla namnda fOreskrivna avsnitt innan kurvaturens ingang utmed fordonets fardvag baserat pa ett avsnitt hos hastighetsprofilen svarande mot retardation infOr namnda kurvatur via en lank 216x. Den elektroniska styrenheten 100 är via lanken 216x anordnad att mottaga en signal fran medlet 216 representerande data f6r faststallt fOreskrivet avsnitt innan kurvaturens ingang. The electronic control unit 100 is signal connected to the means 214 for determining said prescribed sections before the entrance of the curvature along the vehicle's vessel based on a deceleration from a radiating vehicle speed to said grinding speed via a line 214a. The electronic control unit 100 is arranged via the line 214a to receive a signal from the means 214 representing data for a determined prescribed section before the input of the curvature. The electronic control unit 100 is signal connected to the means 216 for determining said prescribed sections before the entrance of the curvature along the vehicle's carriageway based on a section of the speed profile corresponding to deceleration before said curvature via a long 216x. The electronic control unit 100 is arranged via the line 216x to receive a signal from the means 216 representing data for a determined prescribed section before the input of the curvature.
Den elektroniska styrenheten 100 är signalansluten till medlet 220 fOr att anpassa fordonets hastighet sa att malhastigheten uppnas vid det mot malhastigheten svarande avsnittet via en lank 220a. Den elektroniska styrenheten 100 är via lanken 220a anordnad att sanda en signal till medlet 220 representerande data att radande fordonshastighet understiger eller motsvarar malhastigheten. The electronic control unit 100 is signal connected to the means 220 for adjusting the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the grinding speed via a link 220a. The electronic control unit 100 is arranged via the line 220a to send a signal to the means 220 representing data that radiating vehicle speed is less than or corresponds to the grinding speed.
Den elektroniska styrenheten 100 är signalansluten till medlet 220 fOr att anpassa fordonets hastighet sâ att malhastigheten uppnas vid det mot malhastigheten svarande avsnittet via en lank 220b. Den elektroniska styrenheten 100 är via lanken 220b anordnad att mottaga en signal fran medlet 220 representerande anpassningsdata fOr anpassning av fordonets hastighet sa att malhastigheten uppnas vid det mot malhastigheten svarande avsnittet. The electronic control unit 100 is signal connected to the means 220 for adjusting the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the grinding speed via a link 220b. The electronic control unit 100 is arranged via the line 220b to receive a signal from the means 220 representing adaptation data for adjusting the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the grinding speed.
Den elektroniska styrenheten 100 är signalansluten till medlet 230 fOr att styra fordonets hastighet sa att en hastighet associerad med namnda malhastighet tillats vara hogre an malhastigheten med en viss offset via en lank 230a. Den elektroniska styrenheten 100 är via lanken 230a anordnad att mottaga en signal fran medlet 230 representerande hastighetsdata fOr hastighet associerad med malhastigheten och hogre an malhastigheten med en viss offset. The electronic control unit 100 is signal connected to the means 230 for controlling the speed of the vehicle so that a speed associated with said grinding speed is allowed to be higher than the grinding speed with a certain offset via a line 230a. The electronic control unit 100 is arranged via the line 230a to receive a signal from the means 230 representing speed data for speed associated with the grinding speed and higher than the grinding speed with a certain offset.
Den elektroniska styrenheten 100 ar signalansluten till medlet 232 fOr att anpassa namnda offset sa att en relativt storre offset Rats vid icke 42 sakerhetskritisk hastighetsbegransande foreteelse och en relativt mindre offset Oats vid sdkerhetskritisk hastighetsbegransande foreteelse via en lank Den elektroniska styrenheten 100 är via lanken 232a anordnad att sanda en signal till medlet 232 representerande data far typ av hastighetsbegransandefOreteelse,dvs.sakerhetskritisk hastighetsbegransande fOreteelse sasom kurvatur eller icke sakerhetskritisk hastighetsbegransande foreteelse sasom andrad hastighetsbegransning utmed fordonets fardvag. The electronic control unit 100 is signal-connected to the means 232 for adapting said offset so that a relatively larger offset is detected at non-42 speed-critical speed limiting phenomenon and a relatively smaller offset Oats at safety-critical speed-limiting phenomenon via a link. The electronic control unit 100 is connected via link 232a. send a signal to the means 232 representing data for the type of speed limiting phenomenon, i.e. safety-critical speed-limiting phenomenon such as curvature or non-safety-critical speed-limiting phenomenon such as other speed limitation along the vehicle's carriageway.
Den elektroniska styrenheten 100 är signalansluten till medlet 232 fOr att anpassa namnda offset sâ att en relativt sterre offset dials vid icke sakerhetskritisk hastighetsbegransande fOreteelse och en relativt mindre offset Oats vid sdkerhetskritisk hastighetsbegransande fOreteelse via en lank Den elektroniska styrenheten 100 ãr via lanken 232b anordnad att mottaga en signal fran medlet 232 representerande offsetdata for vilken offset pd fordonsastigheten hOgre an mdlhastigheten fordonet skall styras med baserat pa om den hastighetsbegransande foreteelsen är sdkerhetskritisk eller icke sdkerhetskritisk. The electronic control unit 100 is signal connected to the means 232 for adapting said offset so that a relatively larger offset dials in the case of a non-critical speed limiting event and a relatively smaller offset Oats in the case of a safety critical speed limiting device via a long The electronic control unit 100 is provided via the link. a signal from the means 232 representing offset data for which offset of the vehicle speed higher than the average speed the vehicle is to be controlled with based on whether the speed limiting phenomenon is safety critical or non safety safety.
Enligt en utfOringsform innefattar systemet I presentationsmedel, ej visat, fOr att for f6raren presentera vald bromsstrategi. Presentationen kan ske medelst vilkets som heist lampligt presentationsmedel. Presentationsmedelet innefattar enligt en variant visuellt presentationsmedel. Det visuella presentationsmedlet innefattar enligt en variant en displayenhet synlig fOr foraren, dar displayenheten enligt en variant är anordnad i instrumentpanelen hos fordonet. Det visuella presentationsmedlet innefattar enligt en variant en sd. kallad "head-up display" fOr pa vindrutan overlagrad information. According to one embodiment, the system comprises means of presentation, not shown, for presenting the selected braking strategy to the driver. The presentation can take place by means of a suitable means of presentation. According to a variant, the means of presentation comprises a visual means of presentation. According to a variant, the visual presentation means comprises a display unit visible to the driver, where the display unit according to a variant is arranged in the instrument panel of the vehicle. According to a variant, the visual presentation means comprises an sd. called "head-up display" for information superimposed on the windshield.
Presentationsmedeletinnefattarenligtenvariantakustiskt presentationsmedel i form av vilken som heist lamplig ljudenhet. The means of presentation comprises only a variant acoustic means of presentation in the form of any suitable sound unit.
Fig. 3a illustrerar schematiskt en kurvaturprofil i form av en S-kurva med en forsta kurvatur c1 med en krokningsradie r1 och en andra kurvatur c2 med en krOkningsradie r2. 43 Fig. 3b illustrerar schematiskt hastighetsprofiler fOr kurvaturprofilen i fig. 3a faststallda medelst systemet I enligt foreliggande uppfinning. Den hastighetsbegransande fOreteelsen utgors saledes av en fOrsta och en andra kurvatur. Fig. 3a schematically illustrates a curvature profile in the form of an S-curve with a first curvature c1 with a radius of curvature r1 and a second curvature c2 with a radius of curvature r2. Fig. 3b schematically illustrates velocity profiles for the curvature profile in Fig. 3a determined by the system I according to the present invention. The speed-limiting phenomenon thus consists of a first and a second curvature.
Den punktade linjen i fig. 3b visar en referenshastighetsprofil baserad pa den faststallda erforderliga accelerationen fOr att uppna den foreskrivna hastigheten. Referenshastighetsprofilen visar saledes den hastighetsbegaran som skickas till fordonets motor baserad pa den erforderliga accelerationen. Harvid begars positiv acceleration mellan fOrsta och andra kurvaturen fOr Okning av fordonets hastighet fOr att i anslutning till den andra kurvaturen begara negativ acceleration fOr att retardera fordonet till en fOr kurvan anpassad hastighet svarande mot tillaten sidoacceleration. The dotted line in Fig. 3b shows a reference velocity profile based on the determined required acceleration to achieve the prescribed velocity. The reference speed profile thus shows the speed request sent to the vehicle's engine based on the required acceleration. In this case, positive acceleration is requested between the first and second curves in order to increase the speed of the vehicle in order to request negative acceleration in connection with the second curvature in order to decelerate the vehicle to a speed adapted to the curve corresponding to the permissible lateral acceleration.
Den streckade linjen i fig. 3b aterspeglar fordonets faktiska hastighet. Den utgor harvid den exekverade hastighetsprofilen baserat pa den faststallda erforderliga accelerationen baserat pa hastighetsbegransande fOreteelser i form av kurvaturerna beaktande kormotstand, dvs. hur fordonets hastighet styrs baserat pa erforderliga acceleration. Harvid accelereras fordonet mellan fOrsta och andra kurvaturen fOr okning av fordonets hastighet for att i anslutning till den andra kurvaturen retarderas till en for kurvan anpassad hastighet svarande mot tillaten sidoacceleration. The dashed line in Fig. 3b reflects the actual speed of the vehicle. It then constitutes the executed velocity profile based on the determined required acceleration based on velocity-limiting phenomena in the form of the curvatures taking into account chore resistance, ie. how the vehicle's speed is controlled based on the required acceleration. In this case, the vehicle is accelerated between the first and second curvatures to increase the speed of the vehicle so that in connection with the second curvature it decelerates to a speed adapted to the curve corresponding to the permissible lateral acceleration.
Den heldragna linjen i fig. 3b visar hastighetsprofil baserad pa maximalt tillaten sidoacceleration. Den heldragna linjen visar saledes en hastighetsprofil baserad pa den hastighetsbegransande fOreteelsen. The solid line in Fig. 3b shows the velocity profile based on the maximum permissible lateral acceleration. The solid line thus shows a speed profile based on the speed-limiting phenomenon.
Fig. 4a illustrerar schematiskt en topologiprofil for en fardvag inbegripande kurvaturparti. Fardvagen har fOrst ett uppfOrslutande parti feljt av ett kren och ett nedforslutande fardvagsparti. I anslutning till det nedforslutande fardvagspartiet foljer en hastighetsbegransande foreteelse i form av ett kurvaturparti. Kurvaturpartiet skulle exempelvis kunna motsvara den i fig. 3a illustrerade kurvaturen c1 med krokningsradien r1. 44 Fardvagsparteit har en viss karaktaristika med en lutning a och en langdutstrackning L. Lutningen a kan variera och eventuell variation hos lutningen beaktas ocksa. Fig. 4a schematically illustrates a topology profile for a roadway including curvature portion. Fardvagen first has a closing section followed by a crane and a closing section section. Adjacent to the descending carriageway section follows a speed-limiting phenomenon in the form of a curvature section. The curvature portion could, for example, correspond to the curvature c1 illustrated in Fig. 3a with the radius of curvature r1. 44 Fardvagsparteit has a certain characteristic with a slope a and a longitudinal extent L. The slope a can vary and any variation in the slope is also taken into account.
Fig. 4b illustrerar schematiskt hastighetsprofiler far topologiprofilen i fig. 4a. Fig. 4b schematically illustrates velocity profiles for the topology profile in Fig. 4a.
Den tjocka heldragna linjen i fig. 4b visar hastighetsprofil baserad pa maximalt tillaten sidoacceleration. The thick solid line in Fig. 4b shows the velocity profile based on the maximum permissible lateral acceleration.
Den tunna heldragna linjen i fig. 4b aterspeglar fordonets faktiska hastighet. Den utger harvid den exekverade hastighetsprofilen baserat pa den faststallda erforderliga accelerationen baserat pa hastighetsbegransande foreteelsen i form av kurvaturen beaktande topologi inbegripande det nedforslutande fardvagspartiets lutning och utstrackning, fordonets hastighet samt kormotstand, dvs. hur fordonets hastighet styrs baserat pa erforderliga acceleration. The thin solid line in Fig. 4b reflects the actual speed of the vehicle. It then constitutes the executed velocity profile based on the determined required acceleration based on the velocity-limiting phenomenon in the form of the curvature topology including the slope and extent of the descending carriageway section, the vehicle speed and cornering resistance, ie. how the vehicle's speed is controlled based on the required acceleration.
En atgard i form av reducerat gaspadrag infor kronpassagen, dvs. strypning av fordonets bransletillforsel, sâ att fordonets hastighet finals sjunka i en forutbestamd omfattning relativt en referenshastighet innan kronpassagen sa att fordonets hastighet initialt i det nedforslutande fardvagspartiet understiger malhastigheten fOr den hastighetsbegransande fOreteelsen i form av kurvaturpartiet. Genom sadan kronkorning erhalles minskad drivmedelsforbrukning hos fordonet. An atgard in the form of a reduced gas path in front of the crown passage, ie. restriction of the vehicle's fuel supply, so that the vehicle's speed finally drops to a predetermined extent relative to a reference speed before the crown passage said that the vehicle's speed initially in the descending carriageway section is less than the grinding speed for the speed limiting event in the form of the curvature section. Through such crown grinding, reduced fuel consumption is obtained in the vehicle.
Vid framf6rande av fordonet i anslutning till det nedforslutande fardvagspartiet inf6r den hastighetsbegransande foreteelsen faststalls lamplig bromsstrategi baserat pa karakteristika hos det nedfOrslutande fardvagspartiet inbegripande fardvagspartiets lutning och utstrackning. When driving the vehicle in connection with the descending section of the carriageway, a suitable braking strategy is established for the speed-limiting phenomenon based on the characteristics of the descending section of the carriageway, including the inclination and extent of the section of the carriageway.
Vidare beaktas hastigheten hos fordonet samt kormotstandet i det nedforslutande fardvagspartiet. Furthermore, the speed of the vehicle and the choke resistance in the downhill section of the carriageway are taken into account.
Det nedforslutande fardvagspartiet paverkar fordonets kOrmotstand positivt accelererande. The descending section of the carriageway has a positive accelerating effect on the vehicle's driving resistance.
Den streckade linjen visar ett farsta bromsfarlopp enligt bromsstrategin, dar en bromsverkan aktiveras tidigt utmed det nedforslutande fardvagspartiet, vilken bromsverkan medlar positivt accelererande framforande av fordonet utmed namnda fardvagsparti sâ att fordonet positivt bromsande accelereras fran en hastighet som understiger den fareskrivna malhastigheten svarande mot den hastighetsbegransande foreteelsen i form av kurvaturpartiet och upp till en hastighet svarande mot malhastigheten. Vilket som heist lampligt bromsorgan hos fordonet kan harvid aktiveras far sadan positivit accelererande bromsverkan. Enligt en utfaringsform aktiveras fordonets hjalpbroms exempelvisfordonets retarder och/eller fordonets fardbroms. The dashed line shows a first braking approach according to the braking strategy, where a braking action is activated early along the descending carriageway section, which braking action mediates positively accelerating driving of the vehicle along said carriageway portion so that the vehicle positively braking is accelerated from a speed less than in the form of the curvature portion and up to a speed corresponding to the grinding speed. Which, as a result, a suitable braking member of the vehicle can be activated in this case has such a positively accelerating braking effect. According to one embodiment, the vehicle's auxiliary brake is activated, for example the vehicle's retarder and / or the vehicle's service brake.
Den punktstreckade linjen visar ett andra bromsfarlopp enligt bromsstrategin, dar en bromsverkan aktiveras forhallandevis tidigt utmed det nedforslutande fardvagspartiet, har nagot senare an aktivering av bromsverkan enligt det forsta bromsfarloppet, dar bromsverkan enligt det andra bromsforloppet medfar i huvudsak avsaknad av acceleration vid framfarande av fordonet utmed namnda fardvagsparti. Bromsverkan enligt det andra bromsfarloppet aktiveras harvid cla fordonets hastighet motsvarar den foreskrivna malhastigheten svarande mot den hastighetsbegransande foreteelsen i form av kurvpartiet och hailer malhastigheten genom namnda bromsverkan i det nedforslutande fardvagspartiet fram till kurvaturpartiet. Vilket som heist lampligt bromsorgan hos fordonet kan harvid aktiveras far sadan positivit accelererande bromsverkan. Enligt en utferingsform aktiveras fordonets hjalpbroms, exempelvis fordonets retarder och/eller fordonets fardbroms. The dotted line shows a second braking action according to the braking strategy, where a braking action is activated relatively early along the descending section of the carriageway, has a somewhat later activation of braking action according to the first braking action, where braking action according to the second braking action mainly results in lack of acceleration. named fardvagsparti. The braking action according to the second braking course is activated when the cla of the vehicle's speed corresponds to the prescribed grinding speed corresponding to the speed-limiting phenomenon in the form of the curve section and increases the grinding speed through said braking action in the descending carriageway section up to the curvature section. Which, as a result, a suitable braking member of the vehicle can be activated thereby having a positively accelerating braking effect. According to one embodiment, the vehicle's auxiliary brake is activated, for example the vehicle's retarder and / or the vehicle's service brake.
Dar det forsta eller andra bromsfarloppet tillampas anpassas enligt en utforingsform fordonets hastighet sa att malhastigheten uppnas vid det mot malhastigheten svarande avsnittet. When the first or second brake travel is applied, the speed of the vehicle is adapted according to one embodiment so that the grinding speed is achieved at the section corresponding to the grinding speed.
Den punktade linjen visar ett tredje bromsfarlopp enligt bromsstrategin, dar inledningsvis frirullning tillats hos fordonet utmed en viss stracka hos det nedforslutande fardvagspartiet medforande positiv acceleration hos fordonet 30 sa att fordonet uppnar en hastighet som Overstiger den foreskrivna 46 malhastigheten svarande mot den hastighetsbegransande foreteelsen i form av kurvaturpartiet, varvid darefter en bromsverkan aktiveras som medfOr negativt accelererande framfOrande av fordonet utmed namnda fardvagsparti. Vilket som heist lampligt bromsorgan hos fordonet kan harvid aktiveras fer sadan positivit accelererande bromsverkan. Enligt en utforingsform aktiveras fordonets fardbroms Enligt en utfOringsform anpassas fordonets hastighet dã det tredje bromsforloppet tillampas sa att malhastigheten uppnas vid ett foreskrivet avsnitt So reaim innan kurvaturpartiets ingang utmed fordonets fardvag. En sadan utfOringsform beskrivs ovan med hanvisning till fig. 2 samt nedan med hanvisning till fig. 5a-b. The dotted line shows a third braking run according to the braking strategy, where initially freewheeling is allowed in the vehicle along a certain distance of the descending carriageway leading to positive acceleration of the vehicle 30 so that the vehicle reaches a speed exceeding the prescribed 46 grinding speed corresponding to the speed limit. the curvature section, whereupon a braking effect is activated which results in a negatively accelerating driving of the vehicle along the said carriageway section. Which, as mentioned, suitable braking means of the vehicle can thereby be activated for such a positively accelerating braking effect. According to one embodiment, the vehicle's service brake is activated. According to one embodiment, the vehicle's speed is adjusted when the third braking process is applied so that the grinding speed is reached at a prescribed section So reaim before the curvature portion entrance along the vehicle's carriageway. Such an embodiment is described above with reference to Fig. 2 and below with reference to Figs. 5a-b.
Vid tillampande av det tredje bromsforloppet styrs fordonets hastighet enligt en utforingsform sa att en hastighet associerad med namnda malhastighet finals vara hogre an malhastigheten med en viss offset, dar namnda offset anpassas sâ att en relativt sterre offset tillats vid icke sakerhetskritisk hastighetsbegransande fOreteelse sasom en hastighetsbegransning och en relativt mindre offset Wats vid sakerhetskritisk hastighetsbegransande foreteelse sasom kurvaturpartiet enligt fig. 4a-b. En sadan utforingsform beskrivs ovan med hanvisning till fig. 2 samt nedan med hanvisning till fig. 6a-b. When applying the third braking process, the speed of the vehicle is controlled according to an embodiment so that a speed associated with said grinding speed finishes is higher than the grinding speed with a certain offset, where said offset is adjusted so that a relatively larger offset is allowed for non-critical speed limiting and speed limiting. a relatively smaller offset Wats in the case of a speed-critical speed-limiting phenomenon such as the curvature portion according to Figs. 4a-b. Such an embodiment is described above with reference to Fig. 2 and below with reference to Figs. 6a-b.
Det fOrsta bromsforloppet anvands med fOrdel vid forhallandevis kraftig lutning och/eller fOrhallandevis ringa langdutstrackning hos namnda fardvagsparti. Det andra bromsforloppet tillampas med fOrdel vid tidigt uppnaende av en fordonshastighet nara namnda malhastighet. Det andra bromsfarloppet tillampas ocksa vid fOrhallandevis kraftig lutning och/eller forhallandevis ringa langdutstrackning hos namnda fardvagsparti. Det tredje bromsforloppet tillampas vid fOrhallandevis svag lutning och/eller forhallandevis stor langdutstrackning hos namnda fardvagsparti. 47 Fig. 5a illustrerar schematiskt en kurvaturprofil i form av en rondell med en viss krokningsradie. Fordonet framfars pa en vagbana och är vid kurvkarningen i rondellen avsett att utfara en vanstersvang i enlighet med pilens A riktning. The first braking process is used to advantage with a relatively steep slope and / or a relatively small length extension of the said carriageway section. The second braking process is applied to advantage with the early attainment of a vehicle speed close to the said grinding speed. The second braking path is also applied in the case of a relatively steep slope and / or a relatively small longitudinal extension of the said carriageway section. The third braking process is applied in the case of a relatively slight inclination and / or a relatively large longitudinal extension of the said carriageway section. Fig. 5a schematically illustrates a curvature profile in the form of a disc with a certain radius of curvature. The vehicle is driven on a lane and is at the curve turn in the roundabout intended to perform a left turn in accordance with the direction of the arrow A.
Fig. 5b illustrerar schematiskt hastighetsprofiler far kurvaturprofilen i fig. 5a faststallda medelst systemet I enligt fareliggande uppfinning. Fig. 5b schematically illustrates velocity profiles for the curvature profile in Fig. 5a determined by the system I according to the present invention.
Harvid faststalls en hastighetsprofil baserad pd radande fordonshastighet och innefattande en mdlhastighet baserad pd en maximalt tilldten sidoacceleration hos fordonet associerad med ett avsnitt P1 upptradande i kurvaturen, hdr rondellen, hos fardvagen. A velocity profile based on radiating vehicle speed is established and comprising a mean speed based on a maximum permissible lateral acceleration of the vehicle associated with a section P1 appearing in the curvature, hdr roundabout, of the carriage.
I fallet da radande fordonshastigheten vo overstiger mdlhastigheten v, anpassas fordonets hastighet sá att mdlhastigheten v uppnas vid ett fereskrivet avsnitt P2 innan kurvaturens, bar rondellens, ingang utmed fordonets fardvag. In the case where the radiating vehicle speed vo exceeds the measuring speed v, the speed of the vehicle is adjusted so that the measuring speed v is reached at a written section P2 before the entrance of the curvature, the roundabout, along the vehicle's carriageway.
I fallet cid' radande fordonshastigheten understiger eller motsvarar mdlhastigheten, anpassa fordonets hastighet sâ att malhastigheten uppnas vid det mot mdlhastigheten svarande avsnittet Den heldragna linjen i fig. 5b visar feljaktligen den faststallda hastighetsprofilen baserad pa maximalt tilldten sidoacceleration. In case the vehicle speed is below or equal to the target speed, adjust the vehicle speed so that the grinding speed is reached at the section corresponding to the target speed. The solid line in Fig. 5b incorrectly shows the determined speed profile based on the maximum permissible lateral acceleration.
Den streckade linjen i fig. 5b visar harvid den Onskade hastighetsprofilen far framforande av fordonet dar mdlhastigheten v uppnas vid det foreskrivna avsnittet P2 innan kurvaturens ingang, ddr avsnittet P2 ãr farefintligt en stracka S preaim innan avsnittet P1 i kurvaturen. The dashed line in Fig. 5b shows that the desired speed profile is driven by the vehicle where the average speed v is reached at the prescribed section P2 before the entrance of the curvature, where section P2 is dangerously a straight S preaim before section P1 in the curvature.
I fig. 5b illusterars hur det fareskrivna avsnittet P2 faststalls innan kurvaturens ingang utmed fordonets fardvag baserat pa ett avsnitt hos den pd maximalt tilldten sidoacceleration baserade hastighetsprofilen svarande mot retardation info!' namnda kurvatur, dvs. i omradet far initiering av retardation enligt den hastighetsprofilen. 48 Den punktstreckade linjen i fig. 5b visar icke onskad hastighetsprofil. Fig. 5b illustrates how the danger-written section P2 is determined before the entrance of the curvature along the vehicle's route based on a section of the speed profile based on the maximum permissible lateral acceleration corresponding to deceleration info! ' named curvature, i.e. in the area initiates deceleration according to that speed profile. 48 The dotted line in Fig. 5b shows the undesired speed profile.
Fig. 6a schematiskt illustrerar en hastighetsprofil vid kurvkorning representerande malhastighet v,„ samt tillaten hastighet v, ax,brake over malhastigheten med viss offset Voffseti enligt en utforingsform av fOreliggande uppf inning. Fig. 6a schematically illustrates a velocity profile at curve grain representing grinding speed v, „and permitted speed v, ax, brake over the grinding speed with a certain offset Voffseti according to an embodiment of the present invention.
Fig. 6b schematiskt illustrerar en hastighetsprofil vid andrad hastighetsbegransning representerande malhastighet vmax samt tillaten hastighet vmax,brake Over malhastigheten med viss offset Voffset2 enligt en utforingsform av fOreliggande uppfinning. Fig. 6b schematically illustrates a velocity profile in the second velocity limitation representing grinding speed vmax and permitted speed vmax, brake Over grinding speed with certain offset Voffset2 according to an embodiment of the present invention.
Fig. 7 schematiskt illustrerar ett blockschema av ett forfarande for att anpassa ett fordons acceleration vid framforande av fordonet utmed en fardvag enligt en utforingsform av fOreliggande uppf inning. Fig. 7 schematically illustrates a block diagram of a method for adapting the acceleration of a vehicle when driving the vehicle along a carriageway according to an embodiment of the present invention.
Enligt en utfOringsform innefattar ferfarandet fOr att anpassa ett fordons acceleration vid framforande av fordonet utmed en fardvag ett fOrsta steg Si. According to one embodiment, the method of adjusting the acceleration of a vehicle when driving the vehicle along a carriage comprises a first step Si.
I detta steg faststalls fortlOpande upptradande av hastighetsbegransande foreteelser utmed fordonets fardvag. In this step, the continuous occurrence of speed-limiting phenomena along the vehicle's carriageway is determined.
Enligt en utforingsform innefattar fOrfarandet fOr att anpassa ett fordons acceleration vid framfOrande av fordonet utmed en fardvag ett andra steg S2. I detta steg faststalls, vid faststalld hastighetsbegransande foreteelse, erforderlig acceleration fOr att na en foreskriven malhastighet vid en sadan faststalld upptradande hastighetsbegransande foreteelse. According to one embodiment, the method for adjusting the acceleration of a vehicle when driving the vehicle along a carriage comprises a second step S2. In this step, in the case of a fixed speed-limiting phenomenon, the necessary acceleration is determined in order to reach a prescribed grinding speed in the case of such a fixed speed-limiting phenomenon.
Enligt en utforingsform innefattar steget att faststalla erforderlig acceleration, da en faststalld hastighetsbegransande fOreteelse fOregas av ett nedforslutande fardvagsparti positivt accelererande paverkande fordonets kOrmotstand dar fordonets hastighet initialt understiger namnda malhastighet, steget S2a att faststalla bromsstrategi baserat pa karakteristika hos namnda nedforslutande fardvagsparti och/eller pa fordonsinstallning avseende Onskad grad av komfort vid framf6randet. 49 Enligt en utforingsform av forfarandet inbegriper namnda karakteristika hos namnda nedforslutande fardvagsparti lutning och/eller langdutstrackning. According to one embodiment, the step of determining the required acceleration, when a determined speed limiting event is preceded by a descending carriageway portion, comprises positively accelerating affecting the driving resistance of the vehicle where the vehicle speed is initially less than said grinding speed, step S2a of determining regarding Desired degree of comfort when performing. 49 According to one embodiment of the method, said characteristics of said descending carriageway section include inclination and / or longitudinal extension.
Enligt en utfOringsform av fOrfarandet inbegriper steget att faststalla bromsstrategi vidare hansynstagande till fordonshastighet och/eller 5 kOrmotstand. According to one embodiment of the method, the step of determining braking strategy further comprises taking into account vehicle speed and / or driving resistance.
Enligt en utforingsform av fOrfarandet inbegriper namnda bromsstrategi ett forsta bromsforlopp inbegripande steget att aktivera en bromsverkan som medfOr positivt accelererande framfOrande av fordonet utmed fardvagspartiet. According to an embodiment of the method, said braking strategy comprises a first braking process, including the step of activating a braking action which results in a positive accelerating driving of the vehicle along the carriageway section.
Enligt en utforingsform av fOrfarandet inbegriper namnda bromsstrategi ett andra bromsfOrlopp inbegripande steget att aktivera en bromsverkan som medfor i huvudsak avsaknad av acceleration vid framforande av fordonet utmed fardvagspartiet. According to an embodiment of the method, said braking strategy comprises a second braking process, including the step of activating a braking action which mainly entails a lack of acceleration when driving the vehicle along the carriageway section.
Enligt en utforingsform av fOrfarandet inbegriper namnda bromsstrategi ett tredje bromsfOrlopp inbegripande stegen att: inledningsvis tillata frirullning hos fordonet; och att darefter aktivera en bromsverkan som medfor negativt accelererande framforande av fordonet utmed fardvagspartiet. According to one embodiment of the method, said braking strategy comprises a third braking process including the steps of: initially allowing freewheeling of the vehicle; and subsequently activating a braking action which results in a negatively accelerating driving of the vehicle along the carriageway section.
Enligt en utfOringsform av fOrfarandet tillampas namnda fOrsta bromsfOrlopp vid forhallandevis kraftig lutning och/eller forhallandevis ringa langdutstrackning hos fardvagspartiet och varvid namnda tredje bromsforlopp tillampas vid forhallandevis svag lutning och/eller forhallandevis stor langdutstrackning hos fardvagspartiet, och varvid namnda andra bromsfOrlopp tillampas vid tidigt uppnaende av en fordonshastighet nara namnda malhastighet. According to an embodiment of the method, said first braking process is applied at relatively steep slope and / or relatively small longitudinal extension of the carriageway portion and said third braking process is applied at relatively slight slope and / or relatively large longitudinal extension of time. a vehicle speed close to the said grinding speed.
Enligt en utforingsform av forfarandet sker steget att faststalla erforderlig acceleration far att na foreskriven hastighet vid en upptradande hastighetsbegransande fOreteelse fortlopande. According to an embodiment of the method, the step of determining the required acceleration takes place until the prescribed speed is reached in the event of an occurring speed-limiting event.
Enligt en utforingsform av forfarandet inbegriper namnda hastighetsbegransande fOreteelser kurvatur has fardvagen, varvid hastighet fOreskrivs baserat pa maximalt tillaten sidoacceleration hos fordonet. According to one embodiment of the method, said speed limiting events include curvature of the carriage, speed being prescribed based on the maximum permissible lateral acceleration of the vehicle.
Enligt en utforingsform av fOrfarandet inbegriper namnda 5 hastighetsbegransande fOreteelser andrad hastighetsbegransning utmed fordonets fardvag. According to one embodiment of the method, said speed limiting objects comprise other speed limiting along the vehicle's carriageway.
Enligt en utforingsform av forfarandet inbegriper steget att faststalla erforderlig acceleration fOr att na fOreskriven hastighet vid en upptradande hastighetsbegransande foreteelse steget att fortlOpande faststalla 10 kOrmotstand utmed fordonets fardvag. According to one embodiment of the method, the step of determining the required acceleration to reach the prescribed speed in the event of an occurring speed limiting phenomenon comprises the step of continuously determining the driving resistance along the vehicle's carriageway.
Enligt en utfOringsform av fOrfarandet sker steget att fortlOpande faststalla upptradande av hastighetsbegransande fOreteelser utmed fordonets fardvag utifran en fOrutbestamd strack- och/eller tidshorisont framfOr fordonet utmed fordonets fardvag. According to an embodiment of the method, the step of continuously determining the occurrence of speed-limiting events along the vehicle's route takes place from a predetermined distance and / or time horizon in front of the vehicle along the vehicle's route.
Enligt en utforingsform innefattar forfarandet steget att foreskriva hastighet i form av en hastighetsprofil utmed fordonets fardvag och att fortlOpande exekvera namnda hastighetsprofil genom fortlOpande faststallande av namnda erforderliga acceleration. According to one embodiment, the method comprises the step of prescribing speed in the form of a speed profile along the vehicle's route and continuously executing said speed profile by continuously determining said required acceleration.
Enligt en utfOringsform av innefattar fOrfarandet steget att styra fordonets hastighet sa att en hastighet associerad med namnda malhastighet tillats vara hogre an malhastigheten med en viss offset, varvid namnda offset anpassas sá att en relativt storre offset tillats vid icke sakerhetskritisk hastighetsbegransande fOreteelse och en relativt mindre offset tillats vid sakerhetskritisk hastighetsbegransande foreteelse. According to an embodiment of, the method comprises the step of controlling the speed of the vehicle so that a speed associated with said grinding speed is allowed to be higher than the grinding speed with a certain offset, said offset being adapted so that a relatively larger offset is allowed for non-critical speed limiting offset and a relatively smaller offset. allowed in the event of a critical speed-limiting phenomenon.
Enligt en utforingsform av innefattar fOrfarandet steget att: for det fall tredje bromsforloppet tillampas, anpassa fordonets hastighet sa att malhastigheten uppnas vid ett foreskrivet avsnitt innan kurvaturens ingang utmed fordonets fardvag; och, for det fall forsta eller andra bromsfOrloppet tillampas, anpassa 51 fordonets hastighet sâ att malhastigheten uppnas vid det mot mdlhastigheten svarande avsnittet. According to an embodiment of, the method comprises the step of: in case the third braking process is applied, adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the vehicle's carriageway; and, in case the first or second braking process is applied, adjust the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the average speed.
Enligt en utfOringsform av innefattar ferfarandet steget att fOr fOraren presentera vald bromsstrategi. Presentationen av bromsstrategi kan ske visuellt och eller akustiskt. Presentationen kan ske medelst vilkets som heist lampligt presentationsmedel sasom visuellt presentationsmedel och/eller akustiskt presentationsmedel. According to an embodiment of, the method comprises the step of presenting the selected braking strategy to the driver. The presentation of braking strategy can take place visually and or acoustically. The presentation can take place by means of any suitable means of presentation such as visual means of presentation and / or acoustic means of presentation.
Med hanvisning till fig. 8, visas ett diagram av ett utfOrande av en anordning 500. Styrenheten 100 som beskrivs med hanvisning till fig. 2 kan i ett utforande innefatta anordningen 500. Anordningen 500 innefattar ett icke- flyktigt minne 520, en databehandlingsenhet 510 och ett Ids/skriv-minne 550. Det icke-flyktiga minnet 520 har en fOrsta minnesdel 530 van i ett datorprogram, sa som ett operativsystem, är lagrat for att styra funktionen hos anordningen 500. Vidare innefattar anordningen 500 en buss-controller, en seriell kommunikationsport, 1/0-organ, en ND-omvandlare, en tids- och datum inmatnings- och overfOringsenhet, en handelserdknare och en avbrytningscontroller (ej visade). Det icke-flyktiga minnet 520 har ocksã en andra minnesdel 540. Referring to Fig. 8, there is shown a diagram of an embodiment of a device 500. The controller 100 described with reference to Fig. 2 may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510, and an Ids / write memory 550. The non-volatile memory 520 has a first memory portion 530 used in a computer program, such as an operating system, stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port, I / O means, an ND converter, a time and date input and transfer unit, a handheld counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
Det tillhandahalles ett datorprogram P som innefattar rutiner fOr att anpassa ett fordons acceleration vid framfOrande av fordonet utmed en fardvag enligt det innovativa forfarandet. Programmet P innefattar rutiner for att fortlOpande faststalla upptradande av hastighetsbegransande foreteelser utmed fordonets fardvag. Programmet P innefattar rutiner for att vid faststalld hastighetsbegrdnsande fOreteelse faststalla erforderlig acceleration fOr att na. en fOreskriven mdlhastighet vid en sadan faststalld upptradande hastighetsbegransande fOreteelse. Programmet P innefattar rutiner fOr att dâ en faststalld hastighetsbegrdnsande fOreteelse foregas av ett nedforslutande fardvagsparti positivt accelererande paverkande fordonets kOrmotstand dar fordonets hastighet initialt understiger namnda mdlhastighet, faststalla erforderlig acceleration inbegripande att faststalla bromsstrategi baserat pd. 52 karakteristika hos namnda nedfarslutande fardvagsparti och/eller pa fordonsinstallning avseende onskad grad av komfort vid framfarandet. Programmet P innefattar rutiner far att utfara utfaringsformerna av farfarandet I enlighet med fig. 7. Programmet P kan vara lagrat pa ett exekverbart vis eller pa komprimerat vis i ett minne 560 och/eller i ett las/skrivminne 550. A computer program P is provided which includes routines for adjusting a vehicle's acceleration when driving the vehicle along a carriageway according to the innovative method. Program P includes routines for continuously determining the occurrence of speed-limiting phenomena along the vehicle's carriageway. The program P includes routines for determining the required acceleration to reach at a determined speed-limiting event. a prescribed target velocity at such a determined occurring velocity-limiting event. The program P includes routines for when a determined speed-limiting event is performed by a descending carriageway section positively accelerating affecting the vehicle's driving resistance where the vehicle's speed initially falls below the said average speed, determining the required acceleration including determining the braking distance. 52 characteristics of said descending carriageway section and / or on vehicle installation with respect to the desired degree of comfort during driving. The program P includes routines for performing the embodiments of the procedure in accordance with Fig. 7. The program P may be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.
Nar det är beskrivet att databehandlingsenheten 510 utfar en viss funktion ska det forstas att databehandlingsenheten 510 utfar en viss del av programmet vilket är lagrat i minnet 560, eller en viss del av programmet som är lagrat i las/skrivminnet 550. When it is described that the data processing unit 510 performs a certain function, it should be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.
Databehandlingsanordningen 510 kan kommunicera med en dataport 599 via en databuss 515. Det icke-flyktiga minnet 520 är avsett for kommunikation med databehandlingsenheten 510 via en databuss 512. Det separata minnet 560 är avsett att kommunicera med databehandlingsenheten 510 via en databuss 511. Las/skrivminnet 550 ãr anordnat att kommunicera med databehandlingsenheten 510 via en databuss 514. Till dataporten 599 kan t.ex. lankarna farbundna med styrenheten 100 anslutas. The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. Read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. The lanes are connected to the control unit 100.
Nar data mottages pa dataporten 599 lagras det temporart i den andra minnesdelen 540. Nar mottaget indata temporart har lagrats, ãr databehandlingsenheten 510 iordningstalld att utfara exekvering av kod pa ett vis som beskrivits ovan. De mottagna signalerna pa dataporten 599 kan anvandas av anordningen 500 far att fortlopande faststalla upptradande av hastighetsbegransande foreteelser utmed fordonets fardvag. De mottagna signalerna pa dataporten 599 kan anvandas av anordningen 500 far att vid faststalld hastighetsbegransande foreteelse faststalla erforderlig acceleration far att ná en fareskriven malhastighet vid en sadan faststalld upptradande hastighetsbegransande foreteelse. De mottagna signalerna pa dataporten 599 kan anvandas av anordningen 500 for att da en faststalld hastighetsbegransande foreteelse faregas av ett nedforslutande fardvagsparti positivt accelererande paverkande fordonets karmotstand dar fordonets hastighet initialt understiger namnda malhastighet, faststalla 53 erforderlig acceleration inbegripande att faststdlla bromsstrategi baserat pa karakteristika hos namnda nedfOrslutande fardvagsparti och/eller pa fordonsinstallning avseende Onskad grad av komfort vid framfOrandet. De mottagna signalerna pa dataporten 599 kan anvandas av anordningen 500 fel' att utfOra utfOringsformerna hos fOrfarandet enligt fig. 7. When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is ready to perform code execution in a manner described above. The received signals on the data port 599 can be used by the device 500 to continuously detect the occurrence of speed limiting phenomena along the vehicle's carriageway. The received signals on the data port 599 can be used by the device 500 to determine the required acceleration in the case of a fixed speed limiting phenomenon, to reach a hazardous grinding speed in the case of such a fixed speed limiting phenomenon. The received signals on the data port 599 may be used by the device 500 so that when a determined speed limiting phenomenon is threatened by a descending carriageway portion positively accelerating affecting the vehicle resistance of the vehicle where the vehicle speed is initially below said grinding speed, determining 53 carriageway section and / or on vehicle installation regarding Desired degree of comfort during driving. The received signals at the data port 599 may be used by the device 500 to perform the embodiments of the method of Fig. 7.
Delar av metoderna beskrivna hdri kan utforas av anordningen 500 med hjdlp av databehandlingsenheten 510 som Icor programmet lagrat i minnet 560 eller Ids/skrivminnet 550. Nan anordningen 500 kor programmet, exekveras hari beskrivna forfaranden. Parts of the methods described herein may be performed by the device 500 using the data processing unit 510 stored by the Icor program in the memory 560 or the Ids / write memory 550. After the device 500 runs the program, the methods described are executed.
Beskrivningen ovan av de f6redragna utforingsformerna av foreliggande uppfinning har tillhandahdllits i illustrerande och beskrivande syfte. Den är inte avsedd att vara uttommande eller begransa uppfinningen till de beskrivna varianterna. Uppenbarligen kommer manga modifieringar och variationer att framga for fackmannen. UtfOringsformerna har valts och beskrivits fel' att bast fOrklara principerna av uppfinningen och doss praktiska tilldmpningar, och claimed mojliggora for en fackman att forsta uppfinningen for olika utforingsformer och med de olika modifieringarna som an lampliga f6r det avsedda bruket. 54 The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been chosen and described incorrectly in order to best explain the principles of the invention and their practical applications, and are claimed to enable one skilled in the art to understand the invention for various embodiments and with the various modifications as appropriate to the intended use. 54
Claims (33)
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE1550638A SE539309C2 (en) | 2014-05-21 | 2015-05-20 | Method and system for adapting a vehicle's acceleration when driving the vehicle along a route |
| BR112017022471-2A BR112017022471B1 (en) | 2015-05-20 | 2016-05-19 | METHOD AND SYSTEM FOR ADJUSTING THE ACCELERATION OF A VEHICLE TRAVELING ALONG A ROUTE AND VEHICLE EQUIPPED WITH SUCH SYSTEM |
| EP16796836.1A EP3297885A4 (en) | 2015-05-20 | 2016-05-19 | Method and system for adjusting the acceleration of a vehicle along a route |
| EP16730038.3A EP3297883A1 (en) | 2015-05-20 | 2016-05-19 | Method and system for adjusting the acceleration of a vehicle travelling along a route |
| PCT/SE2016/050454 WO2016186560A1 (en) | 2015-05-20 | 2016-05-19 | Method and system for adjusting the acceleration of a vehicle along a route |
| PCT/SE2016/050455 WO2016186561A1 (en) | 2015-05-20 | 2016-05-19 | Method and system for adjusting the acceleration of a vehicle travelling along a route |
| BR112017022470-4A BR112017022470B1 (en) | 2015-05-20 | 2016-05-19 | METHOD AND SYSTEM FOR ADJUSTING THE ACCELERATION OF A VEHICLE OVER A COURSE AND VEHICLE PROVIDED WITH SUCH SYSTEM |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE1450599A SE540524C2 (en) | 2014-05-21 | 2014-05-21 | Method and system for adjusting the speed of a vehicle while driving the vehicle along a route |
| SE1450598A SE539599C2 (en) | 2014-05-21 | 2014-05-21 | Method and system for adapting a vehicle's acceleration when driving the vehicle along a route |
| SE1450602A SE539778C2 (en) | 2014-05-21 | 2014-05-21 | Procedure and system for adapting a vehicle's performance on a roadway in conjunction with cornering |
| SE1550638A SE539309C2 (en) | 2014-05-21 | 2015-05-20 | Method and system for adapting a vehicle's acceleration when driving the vehicle along a route |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| SE1550638A1 true SE1550638A1 (en) | 2015-11-22 |
| SE539309C2 SE539309C2 (en) | 2017-06-27 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| SE1550638A SE539309C2 (en) | 2014-05-21 | 2015-05-20 | Method and system for adapting a vehicle's acceleration when driving the vehicle along a route |
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| Country | Link |
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| SE (1) | SE539309C2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20220034679A1 (en) * | 2020-07-29 | 2022-02-03 | Kawasaki Jukogyo Kabushiki Kaisha | Travel route generation system, travel route generation program, and travel route generation method |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022237956A1 (en) * | 2021-05-10 | 2022-11-17 | Volvo Truck Corporation | A method for controlling a vehicle |
| SE546093C2 (en) * | 2022-03-01 | 2024-05-21 | Scania Cv Ab | Method and control arrangement for controlling a speed of a vehicle comprising a regenerative brake system |
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2015
- 2015-05-20 SE SE1550638A patent/SE539309C2/en unknown
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20220034679A1 (en) * | 2020-07-29 | 2022-02-03 | Kawasaki Jukogyo Kabushiki Kaisha | Travel route generation system, travel route generation program, and travel route generation method |
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| Publication number | Publication date |
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| SE539309C2 (en) | 2017-06-27 |
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