RU2575331C2 - Car control system and car control method - Google Patents

Abstract

FIELD: radio engineering, communication.

SUBSTANCE: car control system comprises a processor which receives and evaluates area indicator signals from sensors installed on a car. The processor also defines the framework in which each of subsystem control modes is suitable for the area in which the car is moving, and provides a signal indicating the most suitable subsystem control mode. A subsystem controller in automatic response mode configures each car subsystem in the most suitable control mode in response to said processor signal. The invention also relates to a method of controlling a car according to said system.

EFFECT: easier car control.

19 cl, 3 dwg

Description

Technical field

The present invention relates to a car control system for one or more subsystems. The car control system evaluates the operating parameters of the car and allows you to implement the operating mode for one or each subsystem of the car, suitable for the driving conditions in which the car moves. The invention also relates to a method for controlling one or more vehicle subsystems.

State of the art

It is known that a car has various subsystems that can operate in different configurations so as to satisfy the requirements of different driving conditions. For example, an automatic transmission can be controlled in various modes (for example, sports, manual, winter or economical), in which the gear ratio is changed and the control parameters of other subsystems are changed so as to satisfy the terrain or a special style of the driver. It is also known that air suspension with road and off-road modes is provided. Stability control systems can work with reduced activity to give the driver more direct control, and power steering systems can work in different modes to provide different levels of assistance depending on driving conditions.

The applicant had previously realized that a high level of choice for drivers poses complex and confusing scenarios for an effective, safe and enjoyable driving experience. U.S. Patent No. 7,349,776, issued to us, describes a car control system in which the driver can implement improved control in a wide range of driving conditions, and especially in different areas, which can be encountered when driving on the road. In response to a local command entered by the driver, the vehicle control system selects operation in one of several different driving modes. For each of the driving modes, the various subsystems of the car work in some way, suitable for the respective terrain.

At the moment, it is realized that additional improvements in the car control system will provide a more efficient and enjoyable driving experience for a number of driving styles and driver abilities. Therefore, it is an object of the present invention to provide an automobile control system for improving systems of a generally of the aforementioned type.

SUMMARY OF THE INVENTION

According to a first aspect of the present invention, there is provided a car control system for at least one car subsystem, comprising a subsystem controller for initiating control of one or each car subsystem in one of a plurality of control modes, each of which corresponds to one or more different driving conditions for the car. The car control system further includes evaluation means for evaluating one or more indicators of driving conditions to determine a framework within which each subsystem control mode is appropriate, and providing an output signal indicating a subsystem control mode that is most suitable.

Preferably, the output signal is provided to a subsystem controller and, in a preferred embodiment, the vehicle control system further comprises an automatic control means operating in an automatic response mode to select one of the most suitable of the subsystem control modes depending on the output signal.

For the evaluation tool, it is preferable to determine the probability that each of the subsystem control modes is suitable, and output a signal that indicates the subsystem control mode with the highest probability as being suitable.

The evaluation tool may preferably be a form of software-based evaluation tool in the form of a processor located in the vehicle control unit of the vehicle control system.

The subsystem controller can be a central controller, as well as the initiation of control in the most suitable of the many control modes, selecting one of the most suitable, and is also configured to control one or each car subsystem in the selected control mode. Alternatively, the subsystem controller can initiate control of the car's subsystems in one selected control mode via an intermediate controller, which then controls the car's subsystems in the selected control mode. Different intermediate controllers can be associated with each subsystem of the car. One or each intermediate controller may form an integral part of the subsystem controller.

It may be that only one of the many vehicle subsystems is controlled by a subsystem controller (or an intermediate controller) in the most suitable control mode, depending on driving conditions.

It is preferred, although not essential, that a plurality (i.e., two or more) indicators of driving conditions are provided to the evaluator.

It should be appreciated that there can be only two subsystem control modes (for example, one suitable for a normal road and one suitable for off-road).

In one embodiment, one or each of the driving condition indicators is extracted from signals indicative of the terrain in which the vehicle is traveling. Each of the different driving conditions associated with the different control modes of the subsystem may, therefore, be characteristic or suitable for at least one type of terrain. For example, grass, gravel and snow may be associated with one of the subsystem control modes, and dirt and track with another of the subsystem control modes.

Rather than relying on the driver to identify the most appropriate control mode for the vehicle subsystem or subsystems, the present invention uses an evaluation tool to evaluate vehicle operation signals, such as those that indicate the terrain in which the vehicle is traveling, and in a preferred embodiment allows automatic implementation control mode of the vehicle subsystem, which is suitable for terrain conditions and the driving style of the driver, without requiring the driver to identify and whether to choose the most suitable control mode. Since there is no confidence in the input from the driver to select the appropriate control mode, this allows a more relaxed and pleasant driving experience with a decrease in the workload on the engine.

Alternatively, or in addition, one or each of the driving condition indicators may be derived from signals indicative of the nature of the driving style of the driver of the car. Therefore, each of the many different driving conditions associated with the different control modes of the subsystem may be characteristic or related to a characteristic of the driving style. Driving style characteristics can range from an economy-oriented driving style to an efficiency-oriented driving style, including, for example, dynamic style, sporty style and economical style.

As an example, the assessment tool may take one or more of the following indicators to identify the current driving style of the driver:

(a) engine speed;

(b) the rotation speed of the electric motor means;

(c) vehicle speed;

(d) longitudinal acceleration of the vehicle;

(e) lateral acceleration of the vehicle;

(f) accelerator pedal position;

(g) the state of the accelerator pedal indentation detector;

(h) brake pedal position;

(i) the proportion of braking torque requested by the driver in order to provide regenerative braking;

(j) the speed of at least one portion of the cardan transmission of the vehicle;

(k) the amount of positive torque on the drive shaft;

(l) rate of change of positive torque on the drive shaft;

(m) steering angle; and

(n) rate of change of steering angle.

In a preferred embodiment, the evaluation means includes an evaluator means for receiving one or more input signals representing one or more indicators of driving conditions and for evaluating one or more additional indicators of driving conditions based on the input signals.

The estimator may further include means for calculating the combined probability value for each subsystem control mode based on individual probability values for each subsystem control mode obtained from one or each indicator of driving conditions, where the control signal output by the estimator indicates the control mode with the highest value joint probability.

The combined probability (Pb) value for each control mode, in one embodiment, can be calculated by the following equation:

Pb = (a.b.c.d. ... n) / ((a.b.c.d. ... n) + (1-a). (1-b). (1st). (1-d) .... (1-n))

where a, b, c, d ... n represent individual probability values obtained from the corresponding indicators of driving conditions (the value of individual probability is an indication that the control mode is suitable, based on one of the indicators of driving conditions).

Certain terrain indicators can make the control mode more or less suitable when combined together, compared with the one based on the selection of a single terrain indicator. Therefore, it is preferable that the automatic response be based on the value of the combined probability depending on the set of different indicators of driving conditions, and not rely on the probability value of only one indicator of driving conditions.

The car control system may further comprise means for calculating, for each control mode, the differences between the probability for the current control mode and the probability for another control mode.

Additionally, means may be provided for integrating each of the difference values, with respect to time, for calculating an integrated difference value for each of the other control modes.

In a preferred embodiment, a comparison tool is provided for comparing each of the integrated difference values with a threshold for change.

Additional means may be provided to initiate a change in the selected subsystem control mode when the integrated difference value for one of the control modes exceeds a threshold for the change.

For a control, it is preferable to compare each of the integrated difference values with a plurality of thresholds for change, rather than with a single threshold. The means for initiating the change in the selected subsystem then acts to initiate the change when one of the first thresholds for the change is reached.

For example, each threshold for a change can be variable depending on various indicators of the driving condition, such as the roughness of the terrain on which the car is moving or the rolling resistance of the terrain on which the car is moving.

It is preferable to provide a variable threshold for a change depending on various terrain indicators, so that the response speed at which the control mode is selected can vary in accordance with the nature of the terrain along which the vehicle is traveling. This ensures that fewer control mode changes are implemented in certain conditions (e.g., road) compared to others (e.g., off-road).

One or each of the driving condition indicators is preferably obtained from the sensor output from the sensor provided in the vehicle. The sensor output signals may include a signal from the windshield wiper sensor providing an ON / OFF status indication of the car windshield wiper and / or providing an indication of the duration during which the car windshield wiper has been in the ON state.

Earlier, it was not proposed to use the signal received from the windshield wiper sensors as an indication of driving conditions for the purpose of driving. This feature of the invention has the advantage that the windshield wiper sensor is in any case mounted on a car, so that additional equipment is not required for implementation.

The sensor output signals may also, or alternatively, include a signal from the vehicle steering system to control the direction of the vehicle, which indicates the force exerted on the steering system.

The sensor output signals may also, or alternatively, include a signal from one or more brake pedals and vehicle accelerator pedals. For example, a car control system is provided with a means for comparing when the sensor signals from the brake pedal and gas pedal are the same, and to provide a means of evaluating an additional indicator of driving conditions based on this comparison. Thus, the dual use of both gas and brake pedals, which indicates the terrain in which the car is moving, can be used to influence the automatic selection of the appropriate control mode for the car's subsystems.

The car control system may further include switching means allowing the driver to switch between an automatic response mode, in which the automatic control means automatically controls a subsystem or subsystems of the vehicle depending on the output signals, a manual response mode in which a subsystem control mode is manually selected by the driver. Additionally, or alternatively, the car control system may further include means for automatically switching the manual mode to the automatic response mode, for example, depending on one or more indicators of driving conditions.

At least one car subsystem may include, but is not limited to, one or more of: an engine management system, a steering controller, a brake controller, a suspension controller, a transmission controller, a tire pressure controller.

According to a second aspect of the invention, there is provided a method for controlling at least one car subsystem, comprising initiating control of one or each of the car subsystems in a selected one of a plurality of different subsystem control modes, each of which corresponds to one or more different car driving conditions, evaluating one or more indicators of driving conditions to determine the framework in which each of the subsystem control modes is appropriate, and providing an output indicating the most suitable Standby control mode. Preferably, the method includes automatically selecting one suitable subsystem control mode depending on the output signal.

In a preferred embodiment, the evaluation step includes evaluating one or more indicators of the driving condition to determine the likelihood that each of the subsystem control modes is appropriate, the method further comprising providing an output indicating the control mode with the highest probability.

According to a third aspect of the invention, there is provided an automobile having a vehicle control system according to the first aspect of the invention.

According to an additional aspect of the present invention, there is provided a car control system for at least one car subsystem, comprising a subsystem controller for controlling one or each of the car subsystems in a plurality of control modes, each of which corresponds to one or more different driving conditions for the car. The car control system further includes an assessment tool for evaluating one or more indicators of the driving condition to determine the likelihood that each of the subsystem control modes is appropriate and provide an output indicating the control mode with the highest probability as appropriate; automatic control means operating in an automatic response mode to select one suitable subsystem control mode depending on the output signal.

It should be appreciated that the preferred and / or optional features of the first aspect of the invention can be included in the second, third and additional aspects of the invention alone or in a suitable combination.

Brief Description of the Drawings

In order for the invention to be understood more quickly, references will be made, solely as examples, to the following figures in which:

FIG. 1 is a block diagram illustrating a car control system according to one embodiment of the invention, including various car subsystems under the control of a car control system;

FIG. 2 is a more detailed block diagram of human-machine interface (HMI) elements forming part of the vehicle control system of FIG. one; and

FIG. 3 is a schematic flowchart showing operating parameters associated with a car control system configured to determine a value of a driver behavior evaluation index.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 and 2 show a vehicle control unit (VCU) 10 for a vehicle intended for off-road use, that is, for use in areas other than the surfaces of a conventional tarmac. The VCU 10 controls a plurality of automobile subsystems 12 including, but not limited to, an engine control system 12a, a gearbox system 12b, a steering system 12c, a brake system 12d, and a suspension system 12e. Although five subsystems have been illustrated as being managed by VCU 10, in practice, a vehicle may include more subsystems being managed by VCU 10. VCU 10 includes a subsystem control module 14 that provides control signals via each line 13 from car subsystems to initiate control of the subsystems in a manner suitable for the driving condition, such as the terrain in which the car is traveling (called terrain conditions). Subsystems 12 are also connected to the subsystem control module 14 through the signal line 13 for the reverse flow of information about the status of the subsystem.

The VCU 10 receives a plurality of signals, represented mainly by arrows 16 and 17, received from a plurality of vehicle sensors and providing various parameters related to the movement and status of the vehicle. As will be further described in detail below, signals 16 and 17 provide, or use for calculation, a plurality of indicators of driving conditions (also called terrain indicators) that indicate the nature of the conditions in which the vehicle is traveling. One advantageous feature of the invention is that the VCU 10 determines the most suitable control mode for various subsystems based on terrain indicators, and accordingly automatically controls the subsystems.

Sensors (not shown) on a vehicle include, but are not limited to, sensors that provide continuous output 16 from sensors on the VCU 10, including wheel speed sensors, an ambient temperature sensor, atmospheric pressure sensor, tire pressure sensors , a car rotation sensor around a vertical axis to detect rotation around a vertical axis, roll and tilt of the car, a car speed sensor, a longitudinal acceleration sensor, an engine torque sensor (or a torque estimator engine), steering angle sensor, wheel speed sensor, gradient sensor (or gradient evaluator), lateral acceleration sensor in the stability control system (SCS), brake pedal position sensor, accelerator pedal position sensor and longitudinal, lateral and vertical motion sensors.

In other embodiments, implementation, only selected from the above sensors can be used. The VCU 10 also receives a signal from the vehicle’s electronic power steering control unit (ePAS) indicating the force applied to the rim of the steering wheel applied to the wheels (the force applied to the steering wheel rim of the driver combined with the force applied to the steering wheel rim of the ePAS system).

The car is also provided with a variety of sensors that provide a discrete sensor output 17 of the sensor to the VCU 10, including a status signal (ON / OFF) to automatically maintain a constant speed, a transfer case status signal (whether the gear ratio is set to HI or LO), signal Hill Descent Control (ON / OFF) status, trailer attachment status signal (ON / OFF), signal indicating activation (ON / OFF) of the Stability Control System (SCS), windshield wiper signal (ON / OFF) status pne aticheskoy suspension (HI / LO) and a signal (ON / OFF) Office dynamic stability (DSC).

VCU 10 includes an evaluation tool in the form of an evaluator or processor module 18 and a calculation and selection tool in the form of a selector or processor module 20. In the initial stage, continuous output signals 16 from the sensors are provided to the evaluator module 18, while discrete signals 17 are provided to the selector module 20.

At the first stage of the evaluator module 18, various output signals of 16 sensors are used to obtain a certain number of terrain indicators. At the first stage of the evaluator module 18, the vehicle speed is obtained from the wheel speed sensors, the wheel acceleration is obtained from the wheel speed sensors, the longitudinal force on the wheels is obtained from the longitudinal acceleration sensor, the torque at which the wheel is slipping (if the wheel is slipping), receive from motion sensors to detect rotation, roll and tilt.

Other calculations performed in the first stage of the evaluator module 18 include the inertial torque of the wheel (torque associated with accelerating or decelerating the rotation of the wheel), "continuity of forward movement" (the assessment that the car starts to move and stops, for example, may be in the case of car movement on rocky terrain), aerodynamic drag, rotation and lateral acceleration of the car.

The appraiser 18 also includes a second stage, on which the following terrain indicators are calculated: surface rolling resistance (based on the inertial torque of the wheel, longitudinal force on the car, aerodynamic resistance and longitudinal force on wheels), the force on the steering wheel rim (based on the transverse acceleration and output from the steering wheel sensor), longitudinal wheel slippage (based on the longitudinal force on the wheels, wheel acceleration, SCS activity and a signal indicating whether the wheel slipped ), transverse friction (calculated from the measured transverse acceleration and rotation versus the predicted transverse acceleration and rotation), detection of a pothole (high-frequency, low-amplitude change in the height of the wheel, indicating a surface like a scour).

The SCS activity signal is obtained from several outputs of the ECU Stability Control System (SCS) (not shown), which contains the DSC (Dynamic Stability Control) function, the TC (Traction Force Regulation) function, ABS and HDC algorithms indicating DSC activity, TC activity, ABS activity, the impact of the brake system on individual wheels and a request for the engine to reduce engine torque from the SCS ECU. All of them indicate the occurrence of slippage and the SCS ECU takes the job of managing it. The evaluator module 18 also uses the output from the wheel speed sensors to determine changes in the wheel speed and the bump detection signal.

Based on the signal (ON / OFF) from the windshield wiper, the evaluator module 18 also calculates how long the windshield wiper has been in the ON state (i.e., rain signal).

VCU 10 also includes a road roughness module 24 for calculating terrain roughness based on air suspension sensors (vehicle body height sensors) and wheel accelerometers. The terrain indicator signal in the form of an output roughness signal 26 is output from the road roughness module 24.

The estimation of the longitudinal wheel slip and the evaluation of the transverse friction are compared one to the other in the evaluator module 18 as a validation check.

The calculations for changing the wheel rotation speed and output signals about a pothole, surface rolling resistance, longitudinal slippage and detection of a pothole, together with checking the accuracy of friction, are output from the evaluator module 18 and provide output signals 22 of the terrain indicator indicating the nature of the terrain along which the car is moving, VCU 10 for further processing.

The terrain indicator signals 22 from the evaluator module 18 are provided to the selector module 20 to determine which of the plurality of vehicle subsystem control modes is appropriate based on the type of terrain on which the vehicle is moving. The most suitable control mode is determined by a probability analysis that each of the different control modes is suitable based on the terrain indicator signals 22, 26 from the appraiser module 18 and the road roughness module 24.

The car subsystem 12 can be controlled automatically (called "automatic mode") in response to the control output signal 30 from the selector module 20 without input from the driver. Alternatively, car subsystems 12 may be controlled in response to manual input from a driver (called "manual mode") through a human-machine interface (HMI) module (not shown in FIG. 1). The controller 14 of the subsystem itself can control the subsystems 12a-12e of the vehicle directly via the signal line 13, or, alternatively, each subsystem can be equipped with its own intermediate controller (not shown in Fig. 1) associated with it to provide control of the relevant subsystem 12a-12e. In the latter case, the subsystem controller 14 can only control the selection of the most suitable subsystem control mode for the subsystems 12a-12e, and not implement the actual control steps for the subsystems. One or each intermediate controller can, in practice, form an integral part of the main controller 14 of the subsystem.

When operating in automatic mode, the choice of the most suitable subsystem control mode can be achieved through a three-phase process:

(1) for each type of control mode, a probability calculation is performed that the control mode is suitable for the terrain in which the vehicle is moving based on terrain indicators;

(2) the integration of "positive differences" between the probability for the current control mode and other control modes; and

(3) a software request to the control module 14 when the integration value exceeds a predetermined threshold or the probability of the current control mode for the terrain is zero.

Next, the specific steps of phases (1), (2) and (3) will be described in detail.

In phase (1), continuous terrain indicator signals, in the form of an output signal 26 of road roughness and output signals 22 from the evaluator module 18, are provided to the selector module 20. The selector module 20 also directly receives discrete terrain indicators 17 from various vehicle sensors, including a transfer case status signal (whether the gear ratio is set to HI or LO range), DSC status signal, status signal (ON / OFF) to automatically keep constant driving speed, trailer connection status signal (whether or not the trailer is attached to the car). Terrain indicator signals indicating ambient temperature and atmospheric pressure also provide the selector module 20.

The selector module 20 is equipped with a probability algorithm 20a for calculating the most suitable control mode for the car subsystems based on discrete terrain indicator signals 17 received directly from the sensors and continuous terrain indicator signals 22, 26 calculated by the appraiser module 18 and the road surface roughness module 24, respectively.

Control modes typically include a grass / gravel / snow control mode (GSC mode) which is suitable when the vehicle is traveling on grassy, gravel or snowy terrain, a dirt / track control mode (MR mode) which is suitable when the vehicle is traveling on terrain with dirt or rut, rock / pebble control mode (RB mode), which is suitable when the vehicle is moving over terrain with stones or pebbles, sand mode, which is suitable when the vehicle is moving along sandy terrain (or deep soft snow) and the special programs shutdown mode (SP OFF mode), which is a suitable compromise mode, or general mode, for all terrain conditions, and especially for a car traveling on a highway or ordinary highway. Many other control modes are also provided.

Different types of terrain are grouped in accordance with the characteristics of the friction of the terrain and the roughness of the terrain. For example, grouping together grass, gravel and snow as a terrain providing low friction and a flat surface is suitable, and it is suitable to group together a terrain with stones and pebbles as terrains with high friction and very strong roughness.

For each subsystem control mode, the algorithm 20a in the selector module 20 performs a probability calculation based on the terrain indicators to determine that each of the other control modes is appropriate. The selector module 20 includes a customizable data map related to continuous terrain indicators 22, 26 (e.g., vehicle speed, road roughness, steering angle) and the likelihood that a particular control mode is appropriate. Each probability value usually takes a value between 0 and 1. So, for example, calculating a car’s speed can return a probability of 0.7 for RB mode if the car’s speed is relatively low, while if the car’s speed is relatively high, the probability for RB mode will be much less (e.g. 0.2). This is because it is much less likely that a car’s high speed indicates that the car is moving around with rocks or pebbles.

Additionally, for each subsystem control mode, each discrete terrain indicator 17 (for example, the trailer connection status (ON / OFF), the status of automatically maintaining a constant travel speed (ON / OFF)) is also used to calculate the associated probability for each of the modes GGS, RB, Sand, MR or SP OFF. So, for example, if the automatic speed control device is turned on by the car driver, the probability that the SP OFF mode is suitable is relatively high, while the likelihood that the MR mode is suitable will be relatively low.

For each of the different subsystem control modes, the combined probability value, Pb, is calculated based on the individual probability for the control mode, as described above, as obtained from each continuous or discrete terrain indicators 17, 22, 26. In the following equation, for each control mode, an individual probability is determined for each terrain indicator, represented as a, b, c, d ... .n. The combined probability value, Pb, for each control mode is calculated as follows:

Pb = (a.b.c.d. ... n) / ((a.b.c.d. ... n) + (1-a). (1-b). (1-c). (1-d) .... (1-n))

Any number of individual probabilities can be entered into the probability algorithm 20a, and any one probability value entered into the probability algorithm can itself be the output of the Raman function.

Once the combined probability value for each control mode is calculated, the subsystem control program corresponding to the control mode is most likely selected in the selector module 20 and the output signal 30 providing an indication of this is provided to the subsystem control module 14.

The advantage of using the combined probability function, based on a variety of terrain indicators, is that some indicators can make the control mode (for example, GGS or MR) more or less probable when combined together, compared to based on choosing only one single indicator.

An additional control signal 31 from the selector module 20 is provided to the control module 34.

In phase (2), the integration process is implemented continuously in the selector module 20 to determine whether to change the current control mode to one of the alternative control modes.

At the first stage of the integration process, it is determined whether there is a positive difference between the combined probability value for each of the alternative control modes compared to the combined probability value of the current control mode.

As an example, suppose the current control mode is GGS with a value of 0.5. If the value of the combined probability for the sand control mode is 0.7, then the positive difference is calculated between the two probabilities (ie, the value of the positive difference is 0.2.). The value of the positive difference is integrated with respect to time. If the difference remains positive and the integrated value reaches a predetermined change threshold (called a change threshold) or one of a plurality of predetermined change thresholds, the selector module 20 determines that the current control mode (GGS) should be changed to a new, alternative control mode (in this example, the mode sand control). Then, the control output signal 30 is output from the selector module 20 to the subsystem control module 14 to initiate the sand control mode for the car subsystems.

In phase (3), the probability difference is monitored and if, at any time during the integration process, the probability difference changes from a positive value to a negative value, the integration process is canceled and reset to zero. Similarly, if the integrated value for one of the other alternative control modes (that is, different from "sand") reaches a predetermined threshold of change before the probability result for the "sand" control mode, the integration process is canceled and reset to zero, and another alternative mode is selected controls with a higher probability.

If a high response rate is required, one result may be that a frequent and large number of control mode changes are implemented. In some circumstances, a large number of changes may be inappropriate or redundant. The rate of change of the control mode is influenced by two components of the calibration process: the values of the combined probability of each of the control modes and the integrated positive difference of the threshold for change (threshold of change). The problem of frequent changes in the control mode can be countered in two ways. If the change threshold is set to a relatively large value, it will take longer to switch any one control mode to another. This strategy will have an impact on the selection of all control modes. Alternatively, guaranteeing only a small difference between the data cards of the probability values for different control modes, for example, setting all values close to 0.5, it will take longer to implement a change in the control mode compared to a situation in which the difference is large. This strategy, if desired, can be used to influence the speed of response in relation to one selected from the terrain indicators and control modes.

The probability difference between the current control mode and all other control modes is continuously monitored and the integrated value for each control mode is continuously compared with a predetermined threshold of change. The predetermined change threshold is calibrated autonomously, before the vehicle moves, and stored in the memory of the selector module 20.

Preferably, the predetermined threshold of change is variable for the terrain indicator with respect to surface roughness. Then the frequency with which the control mode of the subsystem changes may vary depending on the nature of the roughness of the road along which the car moves. For example, if a car moves on a road (for example, on a normal smooth road surface), where the surface roughness is low, the change threshold is set relatively large so that it takes longer for the integrated difference to reach the threshold and the control mode changes less often. This allows you to avoid changing the control mode if, for example, the car briefly rises to the curb and, otherwise, moves straight along a normal road. Conversely, if the car is traveling on an off-road terrain where the surface roughness is high, the threshold of change is set to a lower value so that the control mode changes more often to accommodate genuine changes in the terrain to guarantee adjustment of the control mode.

In a preferred embodiment, one or more additional change thresholds may also be implemented for comparison with the integrated difference value, each of which is based on different terrain indicators. For example, a different change threshold may be set depending on the rolling resistance of the vehicle. In this case, the value of the integrated difference is compared with both thresholds (one for surface roughness and one for rolling resistance), and when the first one of the thresholds is crossed, a change in control mode is initiated.

If it is determined that the combined probability of the current control mode becomes zero, the output control signal 30 from the selector module 20 is sent to the control module 14 to implement one of the other control modes corresponding to those with the highest combined probability. Basically, this change mode will be implemented to control discrete terrain indicators that indicate that they can no longer remain valid in the current control mode. For example, if the driver chooses to automatically maintain a constant speed, the subsystem control module automatically sets the probability for MR mode and sand mode to zero. This is because only the GGS mode and the SP OFF mode are suitable modes for the subsystems of the car, if the car is in the mode of automatically maintaining a constant speed. If the RB mode is selected at a time when the driver chooses to automatically maintain a constant speed, the probability for the RB mode is immediately set to zero and the subsystem controller immediately selects one of the other control modes with the highest probability.

Other indicators that can be used to apply restrictions for a number of control modes that are “selectable” include DSC ON / OFF status (for example, if the status is OFF, automatic operation is not available), trailer status and distribution status boxes (HI / LO range).

There are a number of circumstances in which the integration process will be suspended and the current integrated value will be stored in memory and not reset to zero, which are as follows: (a) when the car is reversing; (b) for a predetermined forward distance after reversing; (c) when the vehicle is in parking mode; (d) when the car is moving at a speed below a certain speed; (e) when the car changes gears; (f) when the car brakes using zero throttle; (g) when there is active braking. For example, for the above option (b), the selector module 20 can be programmed so that if it is determined that the RB mode has the highest value of the combined probability, the integration process is started immediately, as soon as the car begins to move forward after moving backward, without waiting for movement on preset distance.

The subsystem control module 14 will now be described in more detail. Module 14 includes three functions: confirmation, troubleshooting, and verification function 14a, algorithm 14b for switching between automatic operation and manual operation (as will be described in more detail below), and algorithm 14 from the interface for the module (HMI) to support automatic response mode to action. The HMI module 32 is shown in more detail in FIG. 2.

The subsystem control module 14 provides three output signals to the HMI module 32. The first output signal 35 provides a notification to the HMI module 32 whether automatic mode or manual mode is active. If the automatic mode is active, then the second output signal 36 is provided to notify the driver when the system is “optimized” and a change in control mode takes place. A third output signal 37 may also be provided to the HMI module 32 for other purposes.

Referring to FIG. 2, the HMI module 32 provides an interface between the selector module 20 and the driver of the vehicle, and includes a selector switch 32a, a messaging module 32b, and a High Level Display Function (HLDF) module 32c. The HMI module 32 allows the driver to block, if preferred, the automatic mode and select the manual mode of operation of the selector switch 32a. The HLDF module 32 includes a plurality of graphical indicators (not shown) to indicate to the user when there has been a change in the selected subsystem control mode when the system is operating in an automatic response mode (i.e., obtained from the second output signal 36). Typically, for example, an HLDF module 32 may display a text indication with the lines "MANAGE MODE UPDATED".

When starting the car, the control system is in automatic mode and the selector module 20 continuously performs the probability analysis described above to conclude which of the various control modes is most suitable. The selector module 20 automatically sets the control mode so that the most suitable mode is used to control the subsystems of the car. At any time, the driver can intentionally block the automatic mode by switching the system to manual mode with the selector switch 32a of the HMI module 32.

The output signals from the control module 34 to the subsystem control module 14 include a transfer case settings signal 54, an air suspension settings signal 52 and an additional signal 50. In the subsystem control module 14, the validation and fault detection process 14a is performed. The validation and fault detection process 14a operates to ensure that if one of the subsystems does not support the selected control mode, for example, due to a malfunction, then appropriate action is taken (for example, in the form of a warning output).

A noteworthy advantage of the invention is that the input signals from the brake pedal and accelerator sensors are provided to the evaluator module 18 and used as terrain indicators in probability calculations to determine the most suitable control mode. The indication from the pedal sensors that the gas and brake pedals are used simultaneously provides an indication of the nature of the terrain in which the vehicle is traveling.

An additional advantage of the invention is that the output signals from ePAS indicating the force on the steering wheel rim applied to the wheels (the force on the steering wheel rim applied by the driver combined by the force on the steering wheel rim applied by the ePAS system) is used to determine the most suitable mode for controlling the input of the force signal on the steering wheel rim to the evaluator module 18.

Another additional new aspect of the invention is that the status of the windscreen wiper stacks or headlights and the duration of their operation are used as an indicator of the terrain for input into the evaluator module 18 and / or the selector module 20.

All of the wiper signal, steering wheel rim force signal, and pedal position signals are input to the VCU 10 to assist in determining the most appropriate control mode based on calculating the combined probability in the selector module 20.

Whereas in the aforementioned embodiment, the VCU 10 operates to control the subsystems 12a-12e of the vehicle depending on the indicators of driving conditions that relate to the nature of the terrain in which the vehicle is moving, in another embodiment, the vehicle control system is configured to control the subsystems of the vehicle depending on indicators of driving conditions that represent the characteristics of the driving, or driving style, of the driver. One example where this technology can be implemented is the Hybrid Car (HEV). Such cars use an electric machine as an electric motor in addition to an internal combustion engine to provide traction. HEVs are usually equipped with an electric energy storage battery for powering an electric machine. The internal combustion engine is connected by a detachable connection to the engine / generator of the integrated crankshaft (CIMG) clamping device. CIMG, in turn, is connected to an automatic transmission. The car works to provide torque on the drive shaft to the gearbox by engine only, CIMG only, or parallel to the engine and CIMG. The gearbox is connected to the cardan gear of the car, which is usually configured to drive a pair of front wheels of the car.

The vehicle is configured to operate in one of: a hybrid vehicle mode (HEV), a HEV prohibition mode, and an electric vehicle only mode (EV-only) with a choice. VCU 10 is designed to control the car so that in HEV mode to turn the engine on and off in accordance with the power supply strategy, modified in accordance with the behavior of the driver. To accomplish this, the VCU 10 monitors the driver’s behavior and determines the value of the driver behavior sensitivity index.

FIG. 3 is a flowchart of a process in which the VCU 10 determines a driver rating index 100 that is sensitive to driver behavior. Here, a reference to a block, such as a function block, is to be understood as including a reference to program code to perform a given function or action in which the output is sensitive to one or more input signals. The code may be in the form of a program procedure or function called by the main computer program, or it may be code that forms part of a code stream that is not divided into procedures or functions. References to the function block are made to simplify the explanation of how the controller works.

The brake behavior evaluation unit 102 is configured to receive a regenerative braking torque request signal 104 and a general braking torque request signal 106 from a brake controller (not shown), which is configured to control the operation of the brakes of each of the four wheels of the vehicle. The brake controller is typically an anti-lock brake system (ABS) controller.

The total braking torque request signal 106 is a signal responsive to the amount by which the driver depresses the brake pedal and represents the total amount of braking torque requested by the driver. In some embodiments, the total braking torque request signal 106 is a signal responsive to a driver-initiated increase in brake pressure due to depressing the brake pedal. Other means of measuring the total braking torque requested by the driver are also suitable.

The regenerative braking torque request signal 104 is a signal indicating a magnitude of the total braking force provided by the vehicle in the form of regenerative braking. Regenerative braking means the braking force in the form of negative torque applied by the car to the CIMG cardan gear when it is used as a generator. Other means may also be provided for generating usable energy caused by deceleration of the vehicle.

The brake behavior evaluation unit 102 is configured to calculate a value of a brake calculator gain signal (not shown) based on the regenerative and total braking torque request signals 104, 106 and transmit the gain signal value to the longitudinal acceleration evaluation unit 108. It should be understood that the brake behavior evaluation unit 102 is configured such that the smaller the proportion of the total braking torque provided by regenerative braking, the more aggressive braking must be determined. The value of the amplification signal, therefore, is configured to increase the proportion of the total braking torque provided by the reduction of the regenerative braking.

The longitudinal acceleration evaluation unit 108 receives the brake calculator gain signal from the brake behavior evaluation unit 102 and the total braking torque request signal 106 from the brake controller. Additionally, it receives a longitudinal acceleration signal 110, which is a signal responsive to a longitudinal acceleration value of a car, a cardan speed signal 112, which is a signal responsive to a speed of a cardan transmission portion of an automobile, and an accelerator pedal position signal 114 responsive to an accelerator pedal position. Block 108 is configured to output the increment value of the longitudinal acceleration counter to the driver evaluation counter unit 118, the increment value of the counter 118 is responsive to the brake calculator gain signal, the total braking torque request signal 106, the longitudinal acceleration request signal 110, the cardan transmission speed signal 112 and the position signal 114 accelerometer pedals.

It should be understood that a reference to the speed of a cardan transmission portion of a vehicle may include one or more of: gearbox input shaft speed, gearbox output shaft speed, drive shaft speed, such as an auxiliary drive shaft, front or rear drive shaft, speed of one or more wheels, or any other suitable section of the driveline.

A lateral acceleration estimation unit 120 is also provided configured to calculate a increment value of the lateral acceleration counter. The lateral acceleration estimation unit 120 is configured to receive the cardan transmission speed signal 112 and, in addition to the lateral acceleration signal 122, is a signal responsive to the lateral acceleration value experienced by the vehicle. The lateral acceleration estimation unit 120 is configured to calculate the increment value of the lateral acceleration counter responsive to the cardan transmission speed signal 112 and the lateral acceleration signal 122.

The accelerator pedal indentation switch evaluation unit 124 is configured to calculate an accelerator pedal indent increment value or an accelerator pedal indentation behavior index responsive to an accelerator pedal indentation switch activation signal 126. The accelerator pedal indentation switch activation signal 126 is a signal responsive to whether the driver has depressed the accelerator pedal by an amount sufficient to activate the accelerator pedal indentation switch. The accelerator pedal indentation switch may be configured to be activated when the accelerator pedal is fully depressed. In some schemes, the accelerator pedal indentation switch is configured to be activated when the accelerator pedal is depressed by a smaller amount, for example, 95% or more of its full stroke. Other schemes may also be useful.

The vehicle speed signal 128 is a signal responsive to the vehicle speed, the gear position selector signal 130 having a value responsive to the gear position selected by the car, and the accelerator pedal position signal 114 are also input to the driver evaluation counter function block 118. The counter functional block 118 is configured to calculate a value of 100 of a driver evaluation index responsive to the values of signals and indices entered therein.

The driver rating index value 100 is output to the power supply control section (not shown) of the VCU 10 in FIG. 1. VCU 10 is used to control the operation of the vehicle subsystems responsive to the driver rating index value 100 through the subsystem controller 14 in the manner described previously, so that the control mode that is most suitable for the driver rating index value 100 is selected for each vehicle subsystem 12a-12e .

Therefore, in this embodiment, if it is determined that the driver is driving in an efficiency-oriented driving style, the control means is configured to increase the energy stored in the power control system of the VCU 10 to maintain the state of charge of the battery.

Additionally, or alternatively, other vehicle subsystems can be controlled depending on the value of the driver rating index, for example, an air suspension system (for adjusting the height of the body), so as to provide a driving impression suitable for the characteristics of the driver.

In another addition or alternative, other input signals can be used to determine the value of the driver rating index, individually or in combination, and include engine speed, electric motor speed, accelerator pedal position, accelerator pedal indentation detection state, positive torque on the drive shaft, the rate of change of the request for positive torque on the drive shaft; steering wheel angle; steering wheel angle change rate.

The value of the driver rating index can be used to determine a suitable driving style related to a mode, such as a dynamic, sporty or economical style. Professionals should appreciate that the appropriate mode can be further modified by other indicators of driving, such as: whether DSC, traction control or ABS; roughness of the road; rolling resistance; ambient temperature, known speed limits; or the location of the car (for example, is it known that the car is off-road). For example, the detection of a speed limit of 30 miles per hour or the ambient temperature indicates the possibility of ice conditions, it is possible to prohibit the dynamic mode. It must be appreciated that a control system responsive to driving style or driver characteristics can also be implemented in engine types other than HEV.

You must understand that the embodiments described above are given only as examples and do not imply a limitation of the invention, the technical scope of which is defined in the attached claims. For example, although a separate embodiment describes the calculation of the probability that is used to determine which of the various subsystem control modes is most suitable, it must be appreciated that other mathematical technologies can be used to provide an indication of the probability of each of the modes as appropriate for relevant driving conditions. It should also be understood that the described embodiments may be used individually or in combination.

Claims (19)

1. A car control system for at least one car subsystem, comprising:
a subsystem controller for initiating control of each of the car subsystems in a selected one of a plurality of subsystem control modes, each of which corresponds to one or more different terrain types for the car, and
a processor configured to: receive and evaluate at least one terrain indicator signal from at least one of the plurality of sensors installed in the vehicle, indicating a location on which the vehicle is traveling; defining a framework in which each of the subsystem control modes is appropriate for the terrain in which the vehicle is traveling; and automatically providing an output signal indicating the most suitable control mode of the subsystem, while
the subsystem controller is configured to, in the automatic response mode, automatically configure each vehicle subsystem in the indicated most suitable control mode in response to the specified output signal indicating the specified specific subsystem control mode, which is the most suitable. 2. The vehicle control system according to claim 1, in which the processor is configured to determine the probability that each of the subsystem control modes is suitable, and the output signal provided by the processor indicates the subsystem control mode with the greatest probability. 3. The vehicle control system of claim 2, wherein the processor is configured to evaluate a plurality of indicators of driving conditions to determine the aforementioned probability. 4. The vehicle control system according to claim 1, wherein the processor includes an evaluation unit for receiving one or more input signals corresponding to one or more indicators of driving conditions, and for evaluating one or more additional indicators of driving conditions based on each of said inputs signals. 5. The vehicle control system according to claim 1, wherein the processor is further configured to:
calculating the combined probability value for each subsystem control mode based on the individual probability values for the specified subsystem control mode obtained from the corresponding one of the indicators of the driving condition;
wherein the control output from the processor indicates the control mode with the highest combined probability value. 6. The vehicle control system according to claim 5, in which the value of the combined probability (Pb) for each control mode is calculated as:
Pb = (abcd ... n) / ((abcd ... n) + (1-a). (1-b). (1-c). (1-d) ... (1-n))
where a, b, c, d ... n represent individual probability values obtained from the corresponding indicators of driving conditions. 7. The vehicle control system of claim 1, wherein the processor is configured to
calculating the difference between the probability for the current control mode and the probability for another control mode, for each of the control modes,
integrating each of the difference values, with respect to time, to calculate the value of the integrated difference for each of the other control modes,
comparing each of the values of the integrated difference with a threshold for change, and
initiating changes in the selected subsystem control mode, when the integrated difference value for one of the control modes exceeds the threshold for the change. 8. The vehicle control system of claim 7, wherein the processor is configured to compare each of the values of the integrated difference with a plurality of thresholds for change, and initiate changes when the first one of these thresholds for change is reached, wherein
each threshold for change is variable depending on different indicators of driving conditions. 9. The vehicle control system according to claim 8, in which one or more of the thresholds for change are selected from the following:
depending on the roughness of the surface of the terrain on which the car moves,
depending on the rolling resistance of the terrain in which the car moves. 10. The vehicle control system according to claim 1, in which one or more of the indicators of the driving condition is obtained from the output signal of the sensor from the sensor located on the car. 11. The vehicle control system according to claim 1, further comprising a switch that switches between an automatic response mode in which the automatic control means automatically controls the subsystems of the vehicle and a manual response mode in which the driver controls the subsystems manually . 12. The vehicle control system according to claim 1, wherein said at least one car subsystem includes at least one of: an engine management system, a steering controller, a brake controller, and a suspension controller. 13. A method for controlling at least one vehicle subsystem; including:
initiating control of each of the subsystems of the car in a selected one of the many different control modes of the subsystem, each of which corresponds to one or more different types of terrain for the car,
evaluating one or more terrain indicators comprising at least one terrain indicator signal from at least one of the plurality of sensors installed in the vehicle, indicating the terrain in which the vehicle is traveling to determine the framework in which each of the subsystem control modes is appropriate for the terrain in which the car is moving, and
providing an output signal indicating a subsystem control mode being the most suitable, and
in the automatic response mode, the automatic configuration of each vehicle subsystem in the indicated most suitable control mode in response to the specified output signal indicating the specified specific subsystem control mode, which is the most suitable. 14. The method of claim 13, wherein the evaluation step comprises determining a probability that each of the subsystem control modes is appropriate, and providing an output signal indicating the control mode with the highest probability. 15. A vehicle comprising a vehicle control system according to any one of paragraphs. 1-14. 16. A car control system for at least one car subsystem, comprising:
a subsystem controller for initiating control of each of the car subsystems in a selected one of a plurality of subsystem control modes, each of which corresponds to one or more different driving conditions, each driving condition indicating a driving characteristic of a car driver, and
a processor configured to: receive and evaluate at least a signal of an indicator of a driving condition obtained from an output signal of a sensor from a sensor installed on the vehicle and indicating a driving characteristic of the driver of the vehicle; defining a framework in which each of the subsystem control modes is appropriate for the style in which the car is driven; and automatically providing an output signal indicating the most suitable control mode of the subsystem, while
the subsystem controller is configured to, in automatic response mode, automatically configure each vehicle subsystem in the indicated most suitable control mode, depending on the specified output signal. 17. The car control system according to claim 16, in which one of the indicators of the driving condition is obtained from one of the following components:
windshield wiper sensor for providing an ON / OFF status indication car windshield wiper;
the windshield wiper sensor, designed to provide an indication of the length of the period during which the car windshield wiper was in the ON state;
car steering system for controlling the direction of rotation of the car, which is an indicator of the force exerted on the steering system;
car brake pedal; and
accelerator pedal of the car. 18. The vehicle control system according to claim 16, comprising means for comparing when the sensor signals from the accelerator pedal and the brake pedal coincide, and to provide an additional indicator of the driving condition in the processor based on said comparison. 19. A vehicle comprising a vehicle control system according to any one of paragraphs. 16-18.

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