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GB2265042A - A process for adjusting the driving speed of a motor vehicle - Google Patents

A process for adjusting the driving speed of a motor vehicle Download PDF

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Publication number
GB2265042A
GB2265042A GB9304671A GB9304671A GB2265042A GB 2265042 A GB2265042 A GB 2265042A GB 9304671 A GB9304671 A GB 9304671A GB 9304671 A GB9304671 A GB 9304671A GB 2265042 A GB2265042 A GB 2265042A
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GB
United Kingdom
Prior art keywords
vehicle
driving
speed
bend
process according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB9304671A
Other versions
GB2265042B (en
GB9304671D0 (en
Inventor
Klaus Weiss
Max Reeb
Thilo Wieske
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler Benz AG
Original Assignee
Daimler Benz AG
Mercedes Benz AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Benz AG, Mercedes Benz AG filed Critical Daimler Benz AG
Publication of GB9304671D0 publication Critical patent/GB9304671D0/en
Publication of GB2265042A publication Critical patent/GB2265042A/en
Application granted granted Critical
Publication of GB2265042B publication Critical patent/GB2265042B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • 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
    • 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
    • B60W2552/30—Road curve radius
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B60W2710/0622—Air-fuel ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/93185—Controlling the brakes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9319—Controlling the accelerator
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/932—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles using own vehicle data, e.g. ground speed, steering wheel direction
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9321—Velocity regulation, e.g. cruise control
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9325—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles for inter-vehicle distance regulation, e.g. navigating in platoons
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9329—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles cooperating with reflectors or transponders

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Electromagnetism (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Controls For Constant Speed Travelling (AREA)

Description

2265042 1 A process for adjusting the driving speed of a motor vehicle The
invention relates to a process for adjusting the driving speed of a motor vehicle by means of a driving-speed controller.
The European Patent Specification 146,851 makes known a system for the automatic adjustment of the speed of a motor vehicle, which is equipped with a driving-speed controller, with a distance control relative to a vehicle in front, overriding said driving-speed controller, and with a f bend-recognition device. The speed of the vehicle is adjusted in such a way that it is maintained by the drivingspeed controller at a speed preselectable by the vehicle driver, when' no vehicle is moving within a predetermined distance-in front of the vehicle, and in such a way that, on the other hand, the speed is controlled by the distance control according to the distance of tt-he vehicle from an obstacle located in front of it, a signal being generated in the event of distance control in response to a vehicle in front and the disappearance of the vehicle in front, along with simultaneous recognition of a bend, and the drivingspeed control being f aded out up to the end of the bend and/or the reappearance of the vehicle in front, the Speed last adopted during the distance control being maintained, and a speed predetermined by the driving-speed controller or the distance control being assumed af ter the end of the bend.
The publication 11Abstandsregelung mit Radar" ["Distance control with Radar"] in the German periodical 11Spektrum der Wissenschaft11 ["Science Spectrum"], issue of June 1980, mentions, on page 30, designing a distancecontrol system suitable for queues, as desired, in such a way that, from the moment when a bend is recognised, the respective instantaneous driving speed is lowered by means of a corresponding steering-angle signal, specifically 2 irrespective of whether the vehicle in f ront has disappeared. This measure is provided there in order to make sufficient time available for the control system to suppress the detection of insignificant objects at the edge of the road at a moment when the vehicle in front is disappearing or has already disappeared because of the bend curve.
The present invention seeks to provide a process for adjusting the driving speed of a motor vehicle which ensures increased safety.
According to the present invention there is provided a process for adjusting the driving speed of a motor vehicle which is equipped with a driving-speed controller, a distance control overriding this and a bendrecognition device, the speed of the vehicle being maintained by the driving-speed controller at a speed preselectable by the vehicle driver, when no vehicle is moving within a predeter-#ned distance in the same direction in front of the vehicle, and on the other hand the speed being controlled by the distance control according to the distance of the vehicle from a vehicle located in front" of it and driving in the same direction, and a signal being generated in the event of distance control and the disappearance of the vehicle in front, along with simultaneous recognition of a bend, and the driving-speed controller being faded out up to the end of the bend and/or the reappearance of a vehicle in C front driving in the same direction, and a speed predetermined by the driving-speed controller or the distance control being assumed at all events after the end of the bend, wherein a significant deceleration of the vehicle is brought about in response to the signal.
The process advantageously prevents the vehicle from travelling further automatically at a constant speed on the bend after the vehicle in front has disappeared.
In particular, in such a situation, the process ensures early action by the driver, so that, for example on a bend which becomes narrower, there can be no prospect of dangerous situations, such as, for example, swerving as a 3 4 -S result of oversteering or pulling out when an obstacle unexpectedly appears on the driver's side of the road.
Accordingly, when, in the course of an existing distance control in response to a leading vehicle in front, the latter disappears and a bend is recognized at this moment, a signal is generated, and by means of this, according to the invention, the vehicle is decelerated significantly, that is to say, at all events, to an extent detectable by the vehicle driver. The driving-speed controller then remains faded out up to the end of the bend and/or the reappearance of a vehicle in front, and a speed predetermined by the driving-speed controller or the distance control is resumed at all eventsf after the end of the bend.
By means of this process step, at all events, the vehicle is influenced with the effect of slowing it by the driving-;peed/distance-control system, only in those instances in which a driving situation requiring the driver's attentiveness is to be expected on the bend. Because the vehicle therefore reacts to an impending and possibly difficult bend- driving situation more specifically and consequently less frequently, not only substantially higher safety, but also greater acceptance by the vehicle driver is achieved, in that he does not have to tolerate unnecessary decelerating actions on the driving speed. In turn, safety is further increased as a result of the greater acceptance.
Thus, for example, a corresponding deceleration is advantageously suppressed when the vehicle is not on a bend, but approaches a slower-moving vehicle in front at a higher travelling speed set in the driving-speed controller and the vehicle driver changes track in order to overtake it. A threshold-value discrimination of a signal representing a road bend can also be used advantageously in this respect.
The process can also be carried out highly advantageously in vehicles which are equipped with accumulator for influencing the a brake-pressure traction moment 4 electronically, as performed, for example, by known antislip control systems.
The invention will now be described with reference to the single Figure of the drawing which illustrates a block structure of an exemplary system for adjusting the driving speed of a motor vehicle, in which the process according to the invention can be carried out. This system in no way constitutes a restriction; on the contrary, the system according to the invention can be put into practice on a large number of similar systems.
The system suitable by way of example for carrying out the process is described below.
A motor vehicle with wheels 1. 1 and 1. 2 on a steering axle 2 and wheels 1. 3 and 1. 4 on a non-steering axle 3 is equipped with a driving-speed controller 10 having a comparator 10a as a component of a driving controller 25, with a distance controller 10 overriding this and with a bend-recognition device. The bend-recognition device can be based on a steering-angle transmitter 5, on a calculation of different wheel speeds on the/a steering axle 2 or on object recognition by means of a distancedetection device 9, especially a radar unit. The distance -detection device is designed in a known way so that it can differentiate between objects moving in the same direction, oncoming objects and objects stationary on and/or at the edge of the road. The bend recognition, preferably discriminating a threshold value, can thus be implemented as hardware and/or software, for example in the electronic evaluation unit 17, for which purpose it can be connected via an input line 6 to a steering-angle transmitter 5 on the column of the steering wheel 4 or via input lines 8 to wheel-speed sensors 7.1 and 7.2 on the steering axle 2. The di stance- dete cti on device is itself connected to the evaluation unit 17 via a signal path 18. The evaluation unit 17 has two activating outputs A and F. The distance controller 20 can be activated f rom the activating output A via a control path 21. The driving-speed controller 10 can be activated from the activating output F 4 via a control path 12. Along signal paths indicated, the evaluation unit 17.presets in the distance controller, for example, values for the distance, a minimum distance and a value for the speed of the vehicle in front. or the instantaneous difference between the driver's vehicle and the speed of the vehicle in front. The evaluation unit 17 acquires via signal path 22 a speed signal which is obtained, for example, either from a special speed transmitter 19 coupled to the output of the gear 33 or from a signal linkage 19A to form an average value from the wheel speeds of the vehicle. For the purpose of providing the actual value of the driving speed, the signal path 22 is also connected to the comparator 10a of the driving-speed controller 10. The driving controller 25 also includes an actuator 11 which is acted upon by the driving-speed controller and.which acts in the manner of the accelerator pedal 13 -on the fuel metering and/or air metering and/or the ignition of th.e internal-combustion engine 3 via the control path 14. Moreover, an integral part, of the driving controller 25 is a brake controller 30 having a comparator 30a, which is followed by an actuator 31 for influencing the activation 33 of the brake master cylinder 29 with the effect of an actuation of the brake Dedal 32; the brake master cylinder is connected to a brake-pressure accumulator 35 and feeds the wheel-brake cylinders (not shown) via individual braking-means paths 34. The brake- pressure accumulator 35 can, for example, be a part component of an anti- slip control system. A pressure sensor 28 connected to it transmits the actual pressure value to the comparator 30a of the brake controller via a signal path 27. Moreover, there is provided, for example, a value selection 26, to which can be f ed, on the one hand, a desired speed value from the distance controller 20 and, from a register SET of the driving-speed controller 10 via a signal path 16, a value, selected by the driver, of a travelling speed to be maintained. Its two outputs supply a current speed desired value and brake desired value to the comparators 10 and 30a 6 respectively. Via interlock paths 15A and 15B, when the brake pedal 32 is actuated by the vehicle driver, the driving-speed controller 10 and conversely, when the accelerator pedal 13 is actuated, the brake controller can instantaneously be put out of operation. The evaluation device 17 also has by way of example at least one control output M and/or B. In the process, the output M acts on the internalcombustion engine 3 via the path 24 in a manner reducing the engine speed, preferably by action on its fuel metering and/or air metering and/or ignition. According to the process, the output B acts on the brake controller 30 via t L-he path 23 in a manner reducing the driving speed. The attention of the vehicle driver is to that extent aroused via at least one of these z)aths. Such a system allows a complete driving control, in that it performs not only acceleration and speed maintenance, but also the automatic braking of the vehicle.
According to the process, first of all, the speed of the vehicle is maintained in a way known per se by the driving-speed controller 10 at a speed preselectable by the vehicle driver, when no vehicle is moving within a predetermined distance in front of the vehicle, and on the other hand the speed is controlled by the distance control according to the distance of the vehicle from a vehicle located in front of it.
Now in the state of continuous distance control, when the vehicle in front disappears and a recognition of a bend still persists, a signal is generated and the drivingspeed controller is f aded out up to the end of the bend and/or the reappearance of a vehicle in front.
By means of this signal, a deceleration of the vehicle which is significant, that is to say cannot remain unrecognised by the vehicle driver, is then brought about. A speed predetermined by the driving-speed controller or the distance control is resumed automatically at all events at the end of the bend.
7 According to a development of the process, the bringing about of the significant deceleration is prevented or blocked when, immediately before the signal occurs, the driving-speed controller has been active f or a predetermined minimum time and the distance controller has been inactive. Consequently, this measure prevents a deceleration of the vehicle from taking place during an attempt to overtake a slower vehicle in front in response to the recognition of a bend as a result of an overtaking steering angle of the steering wheel.
According to a further development of the process, the signal is not generated below a predetermined threshold value of the detectable bend curve or a variable representing this.
According to a development of the process, the deceleration is brought about by action on the fuel metering and/or ignition of the internalconbustion engine.
According to a further development of the process, the deceleration is brought about by a gradual, bu"L-- at all events non-erratic return of the throttle flap or of the control element of an injection pump towards the no-load position and/or the cancellation of the electrical control of injection valves.
According to a further development of the process, the deceleration is brought about by brake action.
According to a further development of the process, moreover, the signal is used for an optical, acoustic or opto-acoustic. warning-signal transmission to the vehicle driver.
According to a further development of the process, the optical, acoustic or opto-acoustic warning signal is generated more quickly than the vehicle deceleration can be detected by the vehicle driver.
According to a further development of the process, the distance control takes place on the basis of received electromagnetic waves, especially light or radar waves.
According to a further development of the process, 8 the bend recognition takes place by means of the evaluation of different wheel speeds of the wheels on a steering axle.
According to a further development of the process, the bend recognition takes place by means of the evaluation of a steering-angle signal.
According to a further development of the process, the bend recognition takes place on the basis of the evaluation of signal patterns which are received from passive or active reflectors arranged at the edge of the road in a sequence characteristic of particular patterns.
According to a further development of the process, the significant deceleration is increased with a decreasing radius of curvature of the bend.
According to a further development of the process, the increase in the deceleration takes place in inverse proportion to the radius of curvature.
The process according to the invention is, of course, equally suitable f or use in passenger motor vehicles and commercial motor vehicles.
9

Claims (15)

Patent Claims
1. A process for adjusting the driving speed of a motor vehicle which is equipped with a driving-speed controller, a distance control overriding this and a bend-recognition device, the speed of the vehicle being maintained by the driving-speed controller at a speed preselectable by the vehicle driver, when no vehicle is -moving within a predetermined distance in the same direction in front of the vehicle, and on the other hand the speed being controlled by the distance control' according to the distance of the vehicle from a vehicle located in front of it and driving in the same direction, and a signal being generated in the event of distance control and the disappearance of the vehicle in front, along with simultaneous recognition of a bend, and the driving-speed controller being faded out up to the end of the bend and/or the reappearance of a vehicle in front driving in the same direction, and a speed predetermined by the driving-speed controller or the distance control being assumed at all events after the end of the bend, wherein a significant deceleration of the vehicle is br9ught about in response to the signal.
2. A process according to Claim 1, wherein the bringing about of the significant deceleration is prevented or blocked when. immediately before the signal occurs, the driving-speed controller has been active for a predetermined minimum time and the distance controller has been inactive.
3. A process according to Claim 1, wherein the signal is not generated below a predetermined threshold value of the detectable bend curve or a variable representing this.
4. A process according to Claim 1, wherein the significant deceleration takes place by action on the fuel metering and/or air metering and/or ignition of the internal-combustion engine.
S. A process according to Claim 4, wherein the significant deceleration takes place by means of a gradual, but at all events non-erratic return of the throttle flap or of the control element of an injection pump towards the noload position and/or the cancellation of the electrical control of injection valves.
6. A process according to Claim 1, wherein the significant deceleration takes place by brake action.
7. A process according to Claim 1, wherein, moreover, the signal is used for an optical, acoustic or opto-acoustic warning-signal transmission to the vehicle driver.
A process according to Claim 7, wherein the optical, acoustic or optoacoustic warning signal is generated more quickly than the vehicle deceleration can be detected by the vehicle driver.
9. A process according to Claim 1, wherein the distance control takes place on the basis of received light waves or radar waves.
10. A process according to Claim 1, wherein the bend recognition takes place by means of the evaluation of different wheel speeds of the wheels an a steering axle.
A process according to Claim 1, wherein the bend recognition takes place by means of the evaluation of a steeringangle signal.
12. A process according to Claim 1, wherein the bend recognition takes place on the basis of the evaluation of signal patterns which are received from passive or active reflectors arranged at the edge of the road in a sequence characteristic of particular patterns.
11
13. A process according to any one of Claims 1 to 12, wherein the significant deceleration is increased with a decreasing radius of curvature of the bend.
14. A process according to Claim 11, wherein the increase in the deceleration takes place in inverse proportion to the radius of curvature.
15. A process for adjusting the driving speed of a motor vehicle which is equipped with a driving-speed controller, substantially as described herein with reference to and as illustrated in the accompanying drawing.
GB9304671A 1992-03-13 1993-03-08 A process for adjusting the driving speed of a motor vehicle Expired - Fee Related GB2265042B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE4208012A DE4208012C2 (en) 1992-03-13 1992-03-13 Method for adjusting the driving speed of a motor vehicle

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GB2265042A true GB2265042A (en) 1993-09-15
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US5995883A (en) * 1996-06-07 1999-11-30 Minolta Co., Ltd. Autonomous vehicle and controlling method for autonomous vehicle

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DE19833645A1 (en) * 1998-07-25 2000-01-27 Daimler Chrysler Ag Procedure for longitudinal movement control of car has operationally ready mode activated and signal displayed when switch-on conditions are present whilst distance control mode deactivated
JP4109798B2 (en) * 1999-06-22 2008-07-02 本田技研工業株式会社 Automatic vehicle steering system
DE19938691A1 (en) * 1999-08-14 2001-02-15 Volkswagen Ag Traffic-guided influencing and/or support of motor vehicles involves detecting objects, including relative speed, using distance measurements to detect traffic situations
DE10047746A1 (en) 2000-09-27 2002-04-11 Bayerische Motoren Werke Ag Method for longitudinal control of a vehicle, in which information from a navigation system is recorded
DE10135824A1 (en) * 2001-07-23 2003-07-24 Bayerische Motoren Werke Ag Electronic control device for controlling gear changes in motor vehicle automatic gearboxes evaluates sensor signals in order to recognize a steep journey.
EP1369283B1 (en) * 2002-05-31 2009-09-02 Volkswagen AG Automatic distance control system
DE102004001909A1 (en) * 2004-01-14 2005-08-04 Daimlerchrysler Ag Data processing circuit for data from large number of sensors in road vehicle detects faulty signals or dropout of damaged sensor and has circuit producing substitution signals
DE102017206569B3 (en) 2017-04-19 2018-07-05 Robert Bosch Gmbh Control method for the slipstream of a two-wheeler, control unit and two-wheeler

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EP0760485A1 (en) * 1995-08-30 1997-03-05 Volkswagen Aktiengesellschaft Method of obstacle detection for a speed or distance control in a vehicle
US5995883A (en) * 1996-06-07 1999-11-30 Minolta Co., Ltd. Autonomous vehicle and controlling method for autonomous vehicle

Also Published As

Publication number Publication date
DE4208012C2 (en) 1995-05-24
GB2265042B (en) 1995-03-01
GB9304671D0 (en) 1993-04-28
DE4208012A1 (en) 1993-09-23

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