SE546276C2

SE546276C2 - Control device and method for controlling a look-ahead cruise control of a vehicle

Info

Publication number: SE546276C2
Application number: SE2350056A
Authority: SE
Inventors: Henrik Svärd; Svante Johansson
Original assignee: Scania Cv Ab
Priority date: 2023-01-23
Filing date: 2023-01-23
Publication date: 2024-09-17
Also published as: WO2024158328A1; SE2350056A1

Abstract

ABSTRACT A control device (100) and a method for controlling a look-ahead cruise control (20) of a vehicle (1) are provided. The method comprises determining (S101) a first value of a parameter representing estimated propulsion energy consumption by the vehicle (1) for an upcoming road section based on a first set of control values defining allowable vehicle speed interval, said first set of control values constituting a currently selected set of control values and representing a first estimated vehicle speed profile (31). The method further comprises determining (S102) a second value of the parameter based on a second set of control values defining allowable vehicle speed interval, said second set of control values representing a second estimated vehicle speed profile (32). A first cost variable value (33) is determined based on a difference between the determined first and second values of the parameter and presented to a driver of the vehicle. The method also comprises enabling (S106) the driver to request adjustment of the currently selected set of control values of the look-ahead cruise control (20) to the second set of control values.

Description

CONTROL DEVICE AND METHOD FOR CONTROLLING A LOOK-AHEAD CRUISE CONTROL OF A VEHICLE TECHNICAL FIELD The present disclosure relates in general to a method for controlling a look-ahead cruise control of a vehicle. The present disclosure further relates in general to a control device configured to control a look-ahead cruise control of a vehicle. Moreover, the present disclosure relates in general to a computer program as well as to a computer-readable medium. The present disclosure also relates in general to a look-ahead cruise control and to a vehicle.

BACKGROUND Cruise controls that automatically controls the travelling speed of a motor vehicle are common in modern vehicles today. When activated, a cruise control eliminates the need of a driver to operate an accelerator pedal in order to maintain the vehicle speed and thereby improves driver comfort. A cruise control may also reduce the energy consumption of the vehicle during operation, and can therefore lead to reduced operating costs. There are various types of cruise controls, which are configured to operate according to different control functions and therefore may result in different effects on for example the operation of the vehicle.

One example thereof is a traditional cruise control that aims at maintaining a substantially constant vehicle speed, such as a set speed selected by a driver of the vehicle. Such a traditional cruise control may often be referred to as a constant speed cruise control. A constant speed cruise control is typically configured to maintain the vehicle speed within a narrow allowable speed range about the set speed and with the aim to maintain the vehicle speed at the set speed. The allowable speed range is defined by a maximum allowable vehicle speed and a minimum allowable vehicle speed, which are generally dependent of the set speed. For example, in case the set speed is 70 km/h, the allowable speed range may typically be from 68 km/h to 72 km/h.

A constant speed cruise control thus controls the vehicle with the aim to maintain the set speed set regardless of whether the vehicle is travelling uphill, downhill or on a horizontal running surface. This means that the vehicle may be accelerated over the crest of a hill, only to be immediately braked on a subsequent downgrade to avoid exceeding the set speed. This is an uneconomic way of running the vehicle, particularly in the case of heavy vehicles, since it may often unduly increase the energy consumption of the vehicle and hence the operating costs (such as fuel costs).

Another type of cruise control is a look-ahead cruise control. A look-ahead cruise control is a cruise control which uses information regarding an upcoming road section, i.e. a road section ahead of the vehicle, and plans a vehicle speed profile for the upcoming road section based on said information. The information regarding the upcoming road section may typically include at least topographic data and data relating to the curvature or the like of the upcoming road section, but could also include information relating to for example traffic situation and/or speed limits. The data may typically be derived from map data in combination with information regarding geographical positioning of the vehicle, but may in some situations also be derived from sensors arranged in or on the vehicle and/or supplemented with for example historical data relating to the upcoming road section. The cruise control then controls the vehicle speed in accordance with the planned vehicle speed profile as the vehicle travels the road section in question.

Look-ahead cruise controllers can save substantial amounts of fuel compared to constant speed cruise controllers. For example, in case the upcoming road section comprises an uphill followed by a downhill, the vehicle may be accelerated so as to, at the crest of the hill, having a speed which is lower than the set speed if the vehicle speed will increase during the downhill so as to reach the set speed. ln order to take advantage of the positive effect obtainable by a look-ahead cruise control, the allowable speed range of the vehicle for such a cruise control is typically considerably broader than the allowable speed range of a constant speed cruise control. However, the variations in vehicle speed when using a look-ahead cruise control may sometimes be seen as disturbing by drivers, who may in such cases choose to disable the look-ahead cruise control. This may in turn lead to an increased fuel consumption compared to if the cruise control is used.

Yet another example of a cruise control is an adaptive cruise control, which is configured to automatically adjust the vehicle speed in order to maintain a safe distance to one or more vehicles ahead of the vehicle comprising the adaptive cruise control. An adaptive cruise control typically uses information from sensors arranged in or on the vehicle, such as radar, laser or cameras, for the purpose of obtaining information regarding the surroundings of the vehicle. lt should here be noted that both the constant speed cruise control and the look-ahead cruise control may be supplemented with an adaptive cruise control function, if desired.

US 2014/0200788 A1 discloses an arrangement for adapting a cruise control system in a vehicle. The arrangement comprises a cruise control modifier unit that can temporarily modify cruise control parameters. A temporary modification of cruise control parameters is calculated when the cruise control modifier unit detects a specific circumstance ahead of the vehicle. The purpose of the modification of the cruise control parameters is to optimize the fuel consumption of the vehicle at relatively large changes in road characteristics, such as topographic changes, compared to a cruise control using nominal set parameters (set speed and regulating range in which the actual speed value is maintained) to regulate the operation of the vehicle. Thus, this document discloses an example of modifying cruise control parameters based on look-ahead data for an upcoming road section for the purpose of reducing the fuel consumption of the vehicle.

SUMMARY The object of the present invention is to provide an improved a functionality of a look-ahead cruise control which may enable further reduction in operating costs of a vehicle.

The object is achieved by the subject-matter of the appended independent claim(s). ln accordance with the present disclosure, a method for controlling a look-ahead cruise control of a vehicle is provided. The method is performed by a control device. The method comprises a step of determining a first value of a parameter representing estimated propulsion energy consumption by the vehicle for an upcoming road section based on a first set of control values defining allowable vehicle speed interval, said first set of control values constituting a currently selected set of control values of the look-ahead cruise control for the upcoming road section and representing a first estimated vehicle speed profile for the upcoming road section. The method further comprises a step of determining a second value of the parameter representing estimated propulsion energy consumption of the vehicle for the upcoming road section based on a second set of control values defining allowable vehicle speed interval, said second set of control values representing a second estimated vehicle speed profile for the upcoming road section. The method also comprises a step of determining a first cost variable value based on a difference between the determined first and second values of the parameter representing estimated propulsion energy consumption by the vehicle for the upcoming road section. The method also comprises a step of presenting the first estimated vehicle speed profile and the second estimated vehicle speed profile together with the determined first cost variable value to a driver of the vehicle. The method also comprises a step of enabling the driver to, by use of a user interface, request an adjustment of the currently selected set of control values of the look-ahead cruise control for the upcoming road section to the second set of control values for the upcoming road section.

A look-ahead cruise control is able to significantly reduce the energy consumption of the vehicle and may also increase driver comfort and safety in operation of the vehicle. However, a driver's willingness to utilize any type of cruise control, and thus taking advantage of the intended purpose thereof, is dependent on the vehicle behaving as expected by the driver. The herein described method for controlling a look-ahead cruise control enables the driver to be presented with a first estimated vehicle speed profile for an upcoming road section resulting from the current settings of the look-ahead cruise control. Thereby, the driver will, in advance of the vehicle travelling the upcoming road section, receive information about how the vehicle speed is estimated to vary over the upcoming road section. This means that the driver will not be surprised by such variations in vehicle speed while travelling the upcoming road section.

However, the driver may find that the speed variations according to the first estimated vehicle speed profile would be disturbing and therefore even consider deactivating the cruise control. To reduce said risk, the herein described method comprises, in addition to presenting the first estimated vehicle speed profile, also presenting an alternative second estimated vehicle speed profile together with a value of a cost variable that is associated with a potential adjustment of control values of the look-ahead cruise control such that the vehicle would follow the second estimated vehicle speed profile. Thereby, the herein described method not only increases the driver's understanding of a future behavior of the vehicle, but also provides a possibility for a driver of the vehicle to make an informed decision whether to adjust the estimated vehicle speed profile for the upcoming road section based on knowledge of the cost variable value. This may in turn increase a driver's acceptance of the vehicle speed variations that may result as a result of the look-ahead cruise control and/or may reduce the number of occasions that a driver may choose to disable the look-ahead cruise control. Thus, the herein described method enables a reduced energy consumption for operation of the vehicle over time and therefore improved total cost of operation of the vehicle.

Alternatively, the look-ahead cruise control may in some cases use control values which does not result in the most energy efficient operation of the vehicle for an upcoming road section. Also in these situations, the herein described method enables the driver to be presented with an alternative second estimated vehicle speed profile together with a value of a cost variable that is associated with a potential adjustment of control values of the look-ahead cruise control such that the vehicle would follow the second estimated vehicle speed profile. ln this case, the value of the cost variable would relate to possible savings and the second estimated vehicle speed profile may typically result in greater variations in vehicle speed compared to the first estimated vehicle speed profile (which corresponds to the currently planned driving strategy for the upcoming road section). ln view of the fact that the driver is given the possibility to select between the different estimated vehicle speed profiles, while having knowledge of the first cost variable value, there is less risk of the driver becoming irritated compared to, for example, if the adjustment to the second set of control values would be made automatically by the look-ahead cruise control.

Moreover, the fact that the herein described method comprises a step of enabling the driver to request adjustment of the currently selected set of control values of the look-ahead cruise control for the upcoming road section to the second set of control values has the advantage of the vehicle behaving as expected by the driver when travelling the upcoming road section. This is because the driver already having been presented with the second estimated vehicle speed profile. Furthermore, it avoids the need of the driver to determine the appropriate adjustments in order to arrive at a driving strategy which would result in a vehicle speed profile corresponding to the second estimated vehicle speed profile.

The method may further comprise, in response to a driver-initiated request therefore, adjusting the currently selected set of control values of the look-ahead cruise control for the upcoming road section to the second set of control values for the upcoming road section. Thereby, an easy and reliable control of the look-ahead cruise control is achieved which enables a cost efficient operation of the vehicle while reducing the risk of the driver becoming annoyed.

The parameter representing estimated propulsion energy consumption is selected from the group comprising an estimated fuel consumption, an estimated energy consumption from an energy storage device of the vehicle, or a combination thereof.

The step of presenting the first estimated vehicle speed profile and the second estimated vehicle speed profile together with the determined first cost variable value to a driver of the vehicle may be performed in response to a determination that the determined first cost variable value is greater than a predefined threshold. Thereby, it is avoided that the driver is presented with an unnecessary amount of information which could be seen as disturbing to the driver and, in worst case, cause the driver's attention not to be focused on the surroundings of the vehicle. This may in turn increase the safety in operation of the vehicle.

The first cost variable may for example be selected from the group consisting of a difference in fuel and/or energy consumption, a difference in operating cost of the vehicle, and/or a difference in driving range. These are cost variables that are easily understood by a driver of a vehicle and therefore facilitates the decision making of the driver.

Depending on the circumstances, the first set of control values may define a first allowable vehicle speed interval which is broader or narrower than a second allowable vehicle speed interval defined by the second set of control values. ln general, the first set of control values defines a broadest allowable vehicle speed interval than the second set of control values in case the look-ahead cruise control is currently using the most energy efficient settings for the upcoming road section, and vice VefSa.

The method may further comprise, in response to a driver-initiated request for adjusting one or more control values of the look-ahead cruise control for the upcoming road section other than adjusting to the second set of control values, determining a second cost variable value associated with such an adjustment of the one or more control values compared to the currently selected set of control values of the look-ahead cruise control for the upcoming road section; presenting the second cost variable value to the driver; and, in response to a driver-initiated confirmation of the driver- initiated request, adjusting the one or more control values of the look-ahead cruise control in accordance with the driver-initiated request. Thereby, the herein described method enables the driver to obtain knowledge of the effect on the cost variable value for the adjustment that the driver has requested before said adjustment is actually performed. This reduces the risk of the driver performing adjustments of control values of the look-ahead cruise control that would unintentionally and/or unduly increase the operating costs of the vehicle.

The present disclosure further provides a computer program comprising instructions which, when executed by a control device, cause the control device to carry out the method as described above.

Moreover, the present disclosure provides a computer-readable medium comprising instructions which, when executed by a control device, cause the control device to carry out the method as described above.

Moreover, the present disclosure provides a control device configured to control a look-ahead cruise control of a vehicle. The control device is configured to determine a first value of a parameter representing estimated propulsion energy consumption by the vehicle for an upcoming road section based on a first set of control values defining allowable vehicle speed interval, said first set of control values constituting a currently selected set of control values of the look-ahead cruise control for the upcoming road section and representing a first estimated vehicle speed profile for the upcoming road section. The control device is also configured to determine a second value of the parameter representing estimated propulsion energy consumption of the vehicle for the upcoming road section based on a second set of control values defining allowable vehicle speed interval, said second set of control values representing a second estimated vehicle speed profile for the upcoming road section. Moreover, the control device is configured to determine a first cost variable value based on a difference between the determined first and second values of the parameter representing estimated propulsion energy consumption by the vehicle for the upcoming road section. The control device is also configured to present the first estimated vehicle speed profile and the second estimated vehicle speed profile together with the determined first cost variable value to a driver of the vehicle. Moreover, the control device is configured to allow the driver to, by use of a user interface, request an adjustment of the currently selected set of control values of the look-ahead cruise control for the upcoming road section to the second set of control values for the upcoming road section.

The control device provides the same advantages as described above with regard to the corresponding method for controlling a look-ahead cruise control.

The control device may further be configured to, in response to a driver-initiated request therefore, adjust the currently selected set of control values of the look-ahead cruise control for the upcoming road section to the second set of control values for the upcoming road section.

Moreover, the control device may be configured to present the first estimated vehicle speed profile and the second estimated vehicle speed profile together with the determined first cost variable value to a driver of the vehicle in response to a determination that said first cost values is greater than a threshold.

The control device may also be configured to, in response to a driver-initiated request for adjusting one or more control values of the look-ahead cruise control for the upcoming road section other than adjusting to the second set of control values, determine a second cost variable value associated with such an adjustment of the one or more control values compared to the currently selected set of control values of the look-ahead cruise control for the upcoming road section. ln such a case, the control device is further configured to present the second cost variable value to the driver; and, in response to a driver-initiated confirmation of the driver-initiated request, adjust the one or more control values of the look-ahead cruise control in accordance with the driver-initiated request.

The present disclosure further provides a look-ahead cruise control comprising the control device described above. The look-ahead cruise control may optionally further comprise an adaptive cruise control function, if desired.

The present disclosure further provides a vehicle comprising the control device described above. The vehicle may be a heavy land-based vehicle, such as a truck or a bus. The vehicle may for example be a combustion engine driven vehicle, a hybrid vehicle or a fully electric vehicle.

BRIEF DESCRIPTION OF DRAWINGS Fig. 1 schematically illustrates a side view of an example of a vehicle, Fig. 2 represents a flowchart schematically illustrating a first exemplifying embodiment of the method for controlling a look-ahead cruise control according to the present disclosure, Fig. 3 schematically illustrates an example of a screen configured to present information to a driver of a vehicle and illustrates how a first estimated vehicle speed profile may be presented together with a second estimated vehicle speed profile and a determined first cost variable value, Fig. 4 schematically illustrates an exemplifying embodiment of a device that may comprise, consist of, or be comprised in the herein described control device configured to control a look-ahead cruise control of a vehicle.

DETAILED DESCRIPTION The invention will be described in more detail below with reference to exemplifying embodiments and the accompanying drawings. The invention is however not limited to the exemplifying embodiments discussed and/or shown in the drawings, but may be varied within the scope of the appended claims. Furthermore, the drawings shall not be considered drawn to scale as some features may be exaggerated in order to more clearly illustrate the invention or features thereof. ln the present disclosure, a look-ahead cruise control is considered to mean a cruise control which is configured to use information regarding road characteristics ahead of the vehicle and, based on said information, plan a driving strategy for the upcoming road section and thereafter control the vehicle speed in accordance with said driving strategy. The driving strategy is determined in consideration of a set speed, which may typically be selected by a driver of the vehicle and represents the vehicle speed the driver wishes the vehicle to essentially maintain. Alternatively, the set speed may be selected by a control system of the vehicle e.g. in consideration of legal requirements relating to the upcoming road section (such as speed limit) and in consideration of a speed selected by the driver. Typically, a look-ahead cruise control is configured to at least consider topography and curvature of the upcoming road section. Such information may for example be derived from map data when used in combination with geographical positioning of the vehicle. ln other words, a look-ahead cruise control is configured to vary the vehicle speed in accordance with a predetermined vehicle speed profile for an upcoming road section, said predetermined vehicle speed profile being based on data regarding the upcoming road section. A look-ahead cruise control is also sometimes referred to as a predictive cruise control in the art.

Moreover, in the present disclosure, the term "driver" shall be considered to encompass both a driver present in a vehicle as well as a driver controlling the vehicle but not being present in the vehicle, such as a driver controlling the vehicle from a remote-control center or the like, unless explicitly disclosed otherwise. lt should however be noted that the herein described method and control device are primarily intended to be used when the driver is present in the vehicle.

The term "upcoming road section" is herein used to describe a section of the road in front of a vehicle, and which said vehicle is about to travel on. The upcoming road section may suitably be a road section immediately in front of the vehicle, but the present disclosure is not limited thereto. The upcoming road section may for example start a few meters in front of the vehicle.

The present disclosure provides a method for controlling a look-ahead cruise control of a vehicle.

Such a look-ahead cruise control is configured to automatically control the vehicle speed of the vehicle in consideration of a plurality of control values, said plurality of control values comprising a set speed as well as a set of control values that defines an allowable vehicle speed interval. More specifically, the set of control values that defines an allowable vehicle speed interval comprises (or consists of) a minimum allowable speed threshold (v_min) and a maximum allowable speed threshold (v_max) between which the actual speed of the vehicle may be allowed to vary while the look-ahead cruise control is active. The set of control values that defines an allowable vehicle speed interval may typically be dependent of a current set speed (ccSet) of the look-ahead cruise control. For example, for each possible set speed of the look-ahead cruise control, there may be a default minimum allowable speed threshold and a default the maximum allowable speed threshold, and thus predefined for the look-ahead cruise control in dependence of the set speed. The set of control values may however also be adjusted from such a predefined default set of control values for a specific set speed of the look-ahead cruise control. This means that the minimum allowable speed threshold and the maximum allowable speed threshold may be adjusted independently of each other, or independence of each other, without having to adjust a current set speed of the look-ahead cruise control. lt should however be noted that the maximum allowable speed threshold is always equal to or higher than a current set speed of the look-ahead cruise control. Furthermore, the minimum allowable speed threshold is always lower than the current set speed of the look-ahead cruise control.

The look-ahead cruise control may be configured to determine a driving strategy for the upcoming road section based on simulation of a plurality of vehicle speed profiles for various driving conditions for the upcoming road section, and selecting the simulated vehicle speed profile which appears to be the most appropriate from the plurality of simulated vehicle speed profiles. A simulated vehicle speed profile defines simulated vehicle speed at different distance points along the upcoming road section and at least comprises the extreme points, i.e. the simulated maximum vehicle speed together with its associated distance point as well as the simulated minimum vehicle speed with its associated distance point. The simulated vehicle speed profile may comprise or consist of a plurality of simulated discrete values of vehicle speed at various distance points along the road section. Suitably, the simulated vehicle speed profile may be a simulated continuous vehicle speed profile. Simulation of a vehicle speed profile for an upcoming road section per se is nowadays well known to a person skilled in the art and will therefore not be described in detail here. Examples of factors that may typically be considered in such a simulation, in addition to geographical data relating to the upcoming road section (including topography, curvature of road etc.), include for example vehicle configuration, vehicle load etc. Advanced simulations of vehicle speed profiles for upcoming roadsections may also take into consideration additional factors, such as weather conditions, road conditions and/or traffic situations.

The herein described method for controlling a look-ahead cruise control of a vehicle comprises a first step of determining a first value of a parameter representing estimated propulsion energy consumption by the vehicle for an upcoming road section based on a first set of control values defining allowable vehicle speed interval. The first set of control values constitutes a currently selected set of control values of the look-ahead cruise control for the upcoming road section. The first set of control values affects the driving strategy that may be used by the look-ahead cruise control for the upcoming road section and may therefore be described as representing a first estimated vehicle speed profile for the upcoming road section. ln view of the fact that the first set of control values constitutes a currently selected set of control values, the first estimated vehicle speed profile thus corresponds to the currently planned vehicle speed profile for the upcoming road section. As described above, the planned vehicle speed profile may typically be one of a plurality of simulated vehicle speed profiles for the upcoming road section. Described differently, the first estimated vehicle speed profile may be a simulated vehicle speed profile selected by the look-ahead cruise control for the control of vehicle speed for the upcoming road section taking into account the first set of control values defining allowable vehicle speed interval. lt should here be noted that a certain propulsion energy consumption of a vehicle (and therefore also the parameter representing estimated propulsion energy consumption) is not per se linked to the set of control values which defines the allowable vehicle speed interval, but is dependent of the driving strategy selected. The set of control values however affects the possibility for selecting a certain driving strategy, and thereby indirectly also the energy consumption of the vehicle. The driving strategy selected in turn results in a corresponding vehicle speed profile.

Therefore, the above described first step may alternatively be described as a step of determining a first value of a parameter representing estimated propulsion energy consumption by the vehicle for an upcoming road section in case the look-ahead cruise control would control the vehicle speed according to a first estimated vehicle speed profile, said first estimated vehicle speed profile being associated with a first set of control values defining allowable vehicle speed interval, and wherein the first estimated vehicle speed profile constitutes a currently planned vehicle speed profile for the upcoming road section and said first set of control values constitutes a currently selected set of control values for the look-ahead cruise control.ln the first step, the determination of the first value of the parameter representing estimated propulsion energy consumption may be made based on the first estimated vehicle speed profile. Alternatively, the first value of the parameter representing estimated propulsion energy consumption by the vehicle may be determined based on historical data regarding the value of said parameter relating to previous occasions the vehicle, or a similar vehicle, has travelled the upcoming road section according to a driving strategy which resulted in a vehicle speed profile corresponding to the first estimated vehicle speed profile.

The parameter representing estimated propulsion energy consumption may be the estimated actual energy consumption of the vehicle for travelling the upcoming road section, if desired. However, more appropriately, the parameter representing estimated propulsion energy consumption may be an estimated fuel consumption (in case the vehicle is driven by a combustion engine) or an estimated consumption of electrical energy, such as consumption of state of charge of an energy storage device configured to power one or more propulsion units in the form of electrical machines (in case of an electric vehicle). The parameter representing estimated propulsion energy consumption may alternatively be a weighted value of estimated fuel consumption and electric energy consumption from an energy storage device of the vehicle, where applicable (for example in case of a hybrid vehicle). lt is naturally also possible to consider estimated fuel consumption and electric energy consumption separately, without determining a weighted value thereof, if desired.

The herein described method further comprises a second step of determining a second value of the parameter representing estimated propulsion energy consumption of the vehicle for the upcoming road section based on a second set of control values defining allowable vehicle speed interval, said second set of control values representing a second estimated vehicle speed profile for the upcoming road section. ln contrast to the first set of control values, the second set of control values are not a currently selected set of control values of the look-ahead cruise control. Depending on the circumstances, the allowable speed interval defined by the second set of control values may be narrower, broader or have the same width but being offset in relation to the allowable speed interval defined by the first set of control values. The second step may alternatively be described as a step of determining a second value of the parameter representing estimated propulsion energy consumption of the vehicle for the upcoming road section in case the look-ahead cruise control would control the vehicle speed according to a second estimated vehicle speed profile for said upcoming road section, said second estimated vehicle speed profile being associated with a second set of control values defining allowable vehicle speed interval.Similar to in the first step, the determination in the second step of the second value of the parameter representing estimated propulsion energy consumption may be made based on the second estimated vehicle speed profile. Alternatively, the second value of the parameter representing estimated propulsion energy consumption by the vehicle may be determined based on historical data regarding the value of said parameter relating to previous occasions the vehicle, or a similar vehicle, has travelled the upcoming road section according to a driving strategy which resulted in a vehicle speed profile corresponding to the second estimated vehicle speed profile. lt should here be noted that the first and second steps of the herein described method may be performed in any order or may be performed in parallel. Thus, the fact that they are described as a first step and a second step, respectively, shall not be considered to imply any particular order of said steps.

The method further comprises a third step of determining a first cost variable value based on a difference between the determined first and second values of the parameter representing estimated propulsion energy consumption by the vehicle for the upcoming road section. The first cost variable may for example be the difference in fuel and/or energy consumption. Alternatively, the first cost variable may be a difference in operating cost of the vehicle. The latter may for example be calculated based on the difference in fuel and/or energy consumption in consideration of the monetary cost per each unit of fuel or charging cost of an energy storage device. lf desired, the difference in operating cost may also include an expected difference in wear of constituent parts of the vehicle (such as wear of gears resulting from gear changes or the like). Alternatively, the cost variable may be a difference in driving range of the vehicle. ln such a case, the cost variable could for example be expressed as an increase/reduction in available driving range by X km until the vehicle has to be refueled and/or charged. The first cost variable may alternatively be a cost variable relating to driving comfort (such as speed variation, jerkiness, number of gear changes or variation in distance to another vehicle in front of the vehicle comprising the look-ahead cruise control).

The method further comprises a step of presenting the first estimated vehicle speed profile and the second estimated vehicle speed profile together with the determined first cost variable value to a driver of the vehicle. Such a presentation to the driver of the vehicle is suitably made by visual presentation for example on a screen, but the present disclosure is not limited thereto.

According to one alternative, the step of presenting the first estimated vehicle speed profile and the second estimated vehicle speed profile together with the determined first cost variable value to adriver of the vehicle may be performed each time such information is available. However, in certain cases this may cause irritation to the driver or risk drawing driver's attention from the surroundings of the vehicle, which may present a safety risk. Therefore, the step of presenting the first estimated vehicle speed profile and the second estimated vehicle speed profile together with the determined first cost variable value to a driver of the vehicle may according to another alternative be performed in response to a determination that the determined first cost variable value is greater than a predefined threshold. Thereby, it may be avoided that the driver is presented with information which the driver may perceive as requiring him to make a decision in situations where any decision of the driver would not significantly influence the first cost variable. ln other words, it may thereby be avoided that the driver is presented with an unnecessary amount of information.

The present method also comprises a step of enabling the driver to, by use of a user interface, request an adjustment of the currently selected set of control values of the look-ahead cruise control for the upcoming road section to the second set of control values for the upcoming road section. Said user interface may, if desired, comprise or consist of the means used for presenting the above discussed information to the driver of the vehicle. By way of example only, the interface may comprise a touch screen which is also used for presenting the first estimated vehicle speed profile, the second estimated vehicle speed profile and the determined first cost variable value to the driver. Alternatively, the user interface may be separate from the means used for presenting the information to the driver.

The method may further comprise a step of, in response to a driver-initiated request therefore (via the interface), adjusting the currently selected set of control values of the look-ahead cruise control for the upcoming road section to the second set of control values for the upcoming road section. ln case the driver has not requested such an adjustment of the currently selected set of control values, the method may comprise controlling the look-ahead cruise control in accordance with the currently selected set of control values. ln other words, in case the driver has not requested any adjustment of the set of control values, the look-ahead cruise control may be configured to maintain the current set of control values for the upcoming road section.

The present method enables the driver to being presented with an estimated vehicle speed profile for the upcoming road section, resulting from the currently selected set of control values of the look- ahead cruise control, together with an alternative estimated vehicle speed profile for the upcoming road section, the alternative estimated vehicle speed profile resulting from an alternative set of control values. These two estimated vehicle speed profiles are also presented together with information regarding the difference in the cost variable that would result if the currently selected set of control values would be altered to the second set of control values as the vehicle travels the upcoming road section. The driver may thereby make an informed decision of whether to adjust the set of control values for the look-ahead cruise control in order for the speed of the vehicle to vary according to the alternative vehicle speed profile (i.e. second estimated vehicle speed profile) for the upcoming road section. More specifically, since the driver is presented with information regarding the difference in the cost variable, the driver may obtain a better understanding of the reason for the variation of vehicle speed resulting from the control of vehicle speed performed by the look-ahead cruise control.

For the purpose of increased understanding of the herein described method, it is possible to consider a first example situation where the look-ahead cruise control is currently operative according to a currently selected set of control values (i.e. a first set of control values) defining a first allowable vehicle speed interval, but the herein described control device determines that e.g. a lower fuel and/or electric energy consumption may be achieved in case the currently selected set of control values would be altered to a second set of control values defining a second allowable speed interval for the upcoming road section. The second set of control values may for example define a broader allowable vehicle speed interval than the currently selected set of control values. Each of the first and the second set of control values defining allowable speed interval provides limitations as to the possible driving strategies that may be used for the upcoming road section and are therefore associated with a respective estimated vehicle speed profile for the upcoming road section. ln such a case, the driver may, by means of the herein described method, be presented with the first estimated vehicle speed profile associated with the currently selected set of control values and the second estimated vehicle speed profile associated with the second set of control values together with information as to an advantage of adjustment of the first set of control values to the second set of control values, i.e. the determined first cost variable value. The driver may thus decide whether the second estimated vehicle speed profile would be acceptable in view of the first cost variable value and, if the driver finds it to be acceptable, request adjustment of the currently selected set of control values to the second set of control values for the upcoming road section. Such an adjustment would naturally lead to efficiency savings corresponding to the first cost variable value.

A second example situation could be where the look-ahead cruise control is currently operative using a currently selected set of control values (i.e. first set of control values) defining an allowable vehicle speed interval which is relatively broad, and it is expected/predicted that the driver may become annoyed by the vehicle speed reaching for example the minimum vehicle speed of the first estimatedvehicle speed profile as the vehicle travels the upcoming road section. ln such a case, it may be advantageous to, in advance of the vehicle speed becoming so low that it may risk causing annoyance to the driver, present the first estimated vehicle speed profile together with an alternative vehicle speed profile (i.e. a second estimated vehicle speed profile), which would not result in as low minimum vehicle speed during the upcoming road section, as well as information as to the increase in the cost variable resulting from a possible alteration from the first estimated vehicle speed profile to the second estimated vehicle speed profile. This may increase the driver's understanding of the reasons for the look-ahead cruise control selecting the first estimated vehicle speed profile and/or avoid the driver from becoming annoyed by the vehicle reaching the minimum vehicle speed of the first estimated vehicle speed profile as the vehicle travels the upcoming road section. Alternatively, the driver may, if finding that for example the minimum speed of the first estimated vehicle speed profile would be too low to be acceptable, be inclined to request adjustment of the currently selected set of control values to the second set of control values rather than deactivating the look-ahead cruise control. Thus, also in such a situation, there is a possibility for a more cost efficient operation of the vehicle as it reduces the risk of the driver deactivating the look-ahead cruise control. Although this example situation is described under the assumption that the minimum vehicle speed according to the first estimated vehicle speed being of concern to the driver, the same may be applicable for the maximum vehicle speed that may occur when the vehicle passes the upcoming road section. The driver may for example consider that the maximum vehicle speed defined by the first estimated vehicle speed profile is not considered to be sufficiently safe.

The above described second example situation is based on an expectation or a prediction that the driver may possibly not be satisfied if the look-ahead cruise control would control the vehicle speed in accordance with the first estimated vehicle speed profile as the vehicle travels the upcoming road section. Such an expectation/prediction may in the simplest form be made based on a determination that the first estimated vehicle speed profile comprises a vehicle speed reaching the minimum vehicle speed threshold or a vehicle speed reaching the maximum vehicle speed threshold according to the first set of control values anywhere along the upcoming road section. Alternatively, the expectation/prediction may be occasioned by a detected behavior of the driver. For example, it may have been detected that the driver tends to press an accelerator pedal when the vehicle approaches a vehicle speed close to the minimum vehicle speed threshold. Another example could be that a system configured to monitor and analyze facial expressions of the driver for the purpose of identifying the mood of the driver. Such systems are previously known in the art, and used for example for detecting rage or drowsiness, and will therefore not be further described in the present disclosure. Therefore, in case of the second set of control values defining an allowable vehicle speedinterval that is narrower than the allowable vehicle speed interval defined by the first set of control values, the herein described method may be performed in response to a detected behavior of the driver and/or an identified mood of the driver. ln view of the foregoing, it is evident that the herein described method may be summarized as comprising determining a first value of a cost variable between a situation where the vehicle is operated according to a current strategy selected by the look-ahead cruise control for an upcoming road section and a situation where the vehicle is operated according to an alternative strategy, and enabling the driver to decide to maintain the current strategy or to request an adjustment to a proposed alternative driving strategy for the upcoming road section having knowledge of the first cost variable value.

Furthermore, in certain cases, a driver may of his own motion request adjustment of one or more control values of the look-ahead cruise control, other than to the second set of control values defining a second allowable speed interval. For example, the driver may request adjustment of the first set of control values defining the first allowable vehicle speed interval to a third set of control values defining a third allowable speed interval, while maintaining the current set speed of the look- ahead cruise control. Alternatively, the driver may request adjustment of one or more other control values which do not define an allowable vehicle speed interval but that may, directly or indirectly, influence the driving strategy of the look-ahead cruise control, for example the performance mode of the vehicle. Such a driver-initiated request may for example be occasioned by the driver being presented with the first and second estimated vehicle speed profiles together with the first cost variable value, as described above, and finding that none of the first and second estimated vehicle speed profiles to be desirable. Alternatively, the driver may request adjustment of one or more control values in a reaction to the vehicle behaving in a manner that the driver finds unexpected, undesirable or even disturbing. The principle of presenting the driver with information relating to a difference in the cost variable value may also be utilized in such situations.

Therefore, the herein described method may further comprise a step of, in response to a driver- initiated request for adjusting one or more control values of the look-ahead cruise control for the upcoming road section (other than requesting an adjustment to the second set of control values defining a second allowable vehicle speed interval), determining a second cost variable value associated with such an adjustment of the one or more control values compared to the currently selected set of control values of the look-ahead cruise control (i.e. the first set of control values defining a first allowable vehicle speed interval) for the upcoming road section. The method maythereafter comprise presenting the second cost variable value to the driver, and, in response to a driver-initiated confirmation of the driver-initiated request, adjusting the one or more control values of the look-ahead cruise control in accordance with the driver-initiated request. ln other words, the driver-initiated request for adjusting one or more control values of the look-ahead cruise control for the upcoming road section (other than requesting an adjustment to the second set of control values defining a second allowable vehicle speed interval) may be inhibited until the driver has confirmed the request after having been presented with the second cost variable value. Thereby, it is avoided that the driver causes an unintentional or undesired adjustment of one or more control values that may negatively affect the operational costs of the vehicle. Optionally, the driver may, in addition to the second cost variable value also be presented with an estimated adjusted vehicle speed profile, which would correspond to a planned vehicle speed profile in case the driver-initiated adjustment of the one or more control values would be executed. lt is naturally also plausible that the step of presenting the second cost variable value to the driver is performed in response to a determination that the second cost variable value indicates an increase in the operating costs of the vehicle. This also means that the herein described method need not comprise inhibiting the driver-initiated request for adjusting one or more control values of the look- ahead cruise control (other than requesting an adjustment to the second set of control values defining a second allowable vehicle speed interval) unless the second cost variable value indicates an increase in the operating costs of the vehicle. ln other words, if said driver-initiated request does not negatively influence the operating costs of the vehicle for the upcoming road section, the method may comprise controlling the look-ahead cruise control in accordance with the driver-initiated request.

The performance of the herein described method for controlling a look-ahead cruise control of a vehicle may be governed by programmed instructions. These programmed instructions typically take the form of a computer program which, when executed in or by a control device, cause the control device to effect desired forms of control action. Such instructions may typically be stored on a computer-readable medium.

The present disclosure further relates to a control device configured to control a look-ahead cruise control of a vehicle in accordance with the method described above. The control device may be configured to perform any one of the steps of the method for controlling a look-ahead cruise control as described herein.More specifically, in accordance with the present disclosure, a control device configured to control a look-ahead cruise control of a vehicle is provided. The control device is configured to determine a first value of a parameter representing estimated propulsion energy consumption by the vehicle for an upcoming road section based on a first set of control values defining allowable vehicle speed interval, said first set of control values constituting a currently selected set of control values of the look-ahead cruise control for the upcoming road section and representing a first estimated vehicle speed profile for the upcoming road section. The control device is also configured to determine a second value of the parameter representing estimated propulsion energy consumption of the vehicle for the upcoming road section based on a second set of control values defining allowable vehicle speed interval, said second set of control values representing a second estimated vehicle speed profile for the upcoming road section. Moreover, the control device is configured to determine a first cost variable value based on a difference between the determined first and second values of the parameter representing estimated propulsion energy consumption by the vehicle for the upcoming road section. The control device is also configured to present the first estimated vehicle speed profile and the second estimated vehicle speed profile together with the determined first cost variable value to a driver of the vehicle. Moreover, the control device is configured to allow the driver to, by use of a user interface, request an adjustment of the currently selected set of control values of the look- ahead cruise control for the upcoming road section to the second set of control values for the upcoming road section.

The control device may comprise one or more control units. ln case the control device comprises a plurality of control units, each control unit may be configured to control a certain function/action or a certain function/action may be divided between more than one control units.

The present disclosure also relates to a vehicle comprising the herein described control device. The vehicle may for example be a land-based heavy vehicle, such as a truck or a bus, but is not limited thereto.

Figure 1 schematically illustrates a side view of an example of a vehicle 1. The vehicle 1 comprises a powertrain 2 comprising a combustion engine 3 serving as a propulsion unit. The powertrain 2 may further comprise a gearbox 4. The combustion engine 3 may be connected to the gearbox via a clutch (not shown). The vehicle may optionally also comprise an electrical machine 5 serving as a propulsion unit and being powered by an energy storage device 6. The gearbox 4 may be connected to the driving wheels 8 of the vehicle 1 via an output shaft 7 of the gearbox 4. The vehicle further comprises front wheels 9. The vehicle 1 may typically comprise service brakes 10 arranged at the respective driving wheels 8, and preferably also at any other wheel of the vehicle as shown in the figure.

Albeit not shown in the figure, the vehicle 1 may further comprise one or more auxiliary brake systems. Examples of such auxiliary brake systems include, but are not limited to, a retarder, a compression release brake system and an exhaust brake system. ln case the vehicle comprises at least one electrical machine, the vehicle may also comprise an auxiliary brake system in the form of a regenerative brake system (not shown). ln a regenerative brake system, an electrical machine may be operated as generator for the purpose of converting kinetic energy of the vehicle to electrical energy which may be used to charge an energy storage device of the vehicle. The energy stored in the energy storage device may thereafter be used for the purpose of powering the electrical machine when the electrical machine is operated as a propulsion unit of the vehicle.

As previously mentioned, the present disclosure is not limited to a vehicle driven by a combustion engine 3. Thus, the vehicle may alternatively be a fully electrical vehicle, in which case the vehicle does not comprise the combustion engine 3 but comprises one or more electrical machines The vehicle 1 further comprises a look-ahead cruise control 20 configured to control the vehicle speed of the vehicle 1. More specifically, the look-ahead cruise control 20 may be configured to control the vehicle speed in dependence of a set speed through control of output torque from the propulsion unit(s) of the vehicle 1 and typically also the service brakes 10 and/or auxiliary brake system(s) of the vehicle The vehicle 1 further comprises a control device 100 configured to control the look-ahead cruise control 20. The control device 100 may be a part of the look-ahead cruise control 20, as shown in the figure. Alternatively, the control device 100 may be separate from the look-ahead cruise control 20, but configured to communicate therewith for the purpose of control thereof.

The vehicle 1 may be a land-based heavy vehicle, such as a bus or truck, but is not limited thereto.

Figure 2 represents a flowchart schematically illustrating one exemplifying embodiment of the method for controlling a look-ahead cruise control according to the present disclosure.

The method comprises a step S101 of determining a first value of a parameter representing estimated propulsion energy consumption by the vehicle for an upcoming road section based on afirst set of control values defining a first allowable vehicle speed interval. Said first set of control values constitutes a currently selected set of control values of the look-ahead cruise control for the upcoming road section and represent a first estimated vehicle speed profile for the upcoming road section.

The method further comprises a step S102 of determining a second value of a parameter representing estimated propulsion energy consumption of the vehicle for the upcoming road section based on a second set of control values defining a second allowable vehicle speed interval, said second set of control values representing a second estimated vehicle speed profile for the upcoming road section. lt should here be noted that although the figure illustrates step S102 to be performed after step S101, the present disclosure is not limited thereto and the steps S101 and S102 may be performed in any order or in parallel.

The method further comprises a step S103 of determining a first cost variable value based on a difference between the determined first and second values of the parameter representing estimated propulsion energy consumption by the vehicle for the upcoming road section as obtained in steps S101 and S102, respectively.

The method may further comprise a step S104 of determining whether the first cost variable value obtained in step S103 is greater than a predefined threshold. lf the first cost variable values is not greater that the predefined threshold, the method may be returned to start. However, if the first cost variable value is greater than the predefined threshold, the method proceeds to the subsequent step S The method comprises a step S105 of presenting the first estimated vehicle speed profile and the second estimated vehicle speed profile together with the determined first cost variable value, as obtained in step S103, to the driver of the vehicle.

The method further comprises a step S106 of enabling the driver to, by use of a user interface, request an adjustment of the currently selected set of control values of the look-ahead cruise control for the upcoming road section to the second set of control values. ln other words, step S106 comprises enabling the driver to request a proposed adjustment of a set of control values which define allowable vehicle speed interval within which the look-ahead cruise control should control the vehicle speed to be maintained while the vehicle travels the upcoming road section.The method may further comprise a step S107 of determining whether the driver has requested the proposed adjustment. ln case the driver has not initiated a request therefore, the method may return to start. However, in case the driver has initiated such a request, the method may proceed to a step S108 of adjusting the currently selected set of control values of the look-ahead cruise control for the upcoming road section to the (proposed) second set of control values for the upcoming road section. Thereafter, the method may be returned to start as shown in the figure, or alternatively ended.

Figure 3 schematically illustrates an example of a screen 30 that may be configured to present information to a driver of a vehicle. The screen 30 may suitably be arranged in or at the dashboard (not shown) of the vehicle. The figure further illustrates an example of how a first estimated vehicle speed profile 31, a second estimated vehicle speed profile 32 and a first cost variable value 33 may be presented to the driver by means of the screen 30. The first estimated vehicle speed profile 31 corresponds to the currently planned driving strategy of the look-ahead cruise control and is associated with a first set of control values defining an allowable vehicle speed interval. Said first set of control values is in the figure exemplified as consisting of ccSet-3 and ccSet+3. The second estimated vehicle speed profile 32 may correspond to a driving strategy which may lead to for example a lower fuel consumption, this being illustrated and exemplified in the figure as the determined first cost variable value being -0.4 l. However, the second estimated vehicle speed profile 32 would lead to the vehicle speed falling outside of the current allowable vehicle speed interval, i.e. from ccSet-3 and ccSet+3 according to the illustrated example. Therefore, in order for the look-ahead cruise control to be able to control the vehicle speed in accordance with the more cost efficient second estimated vehicle speed profile 32, the allowable vehicle speed interval for the look-ahead cruise control need to be adjusted. ln the figure, this is exemplified as a change of the minimum allowable speed threshold to ccSet-4. ln case the driver considers that the estimated second vehicle speed profile 32 is acceptable in order to take advantage of a lower fuel consumption as specified by the exemplified first cost variable value 33 in the figure, the driver may request the proposed adjustment of the first set of control values defining a first allowable vehicle speed interval to the second set of control values (here exemplified as comprising ccSet-4 and ccSet+3). Such a request may be made by a user interface, for example by pressing a designated area 34 of the screen 30 in case the screen is a touch screen. lt should here be noted that the user interface may alternatively be a button, a switch or the like, and therefore need not be the same physical means that are used for the purpose of presenting the above described information to the driver.Figure 4 schematically illustrates an exemplifying embodiment of a device 500. The control device 100 described above may for example comprise the device 500, consist of the device 500, or be comprised in the device The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer program, e.g. an operating system, is stored for controlling the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted).

The non-volatile memory 520 has also a second memory element There is provided a computer program P that comprises instructions for controlling a look-ahead cruise control of a vehicle. The computer program comprises instructions for determining a first value of a parameter representing estimated propulsion energy consumption by the vehicle for an upcoming road section based on a first set of control values defining allowable vehicle speed interval, said first set of control values constituting a currently selected set of control values of the look-ahead cruise control for the upcoming road section and representing a first estimated vehicle speed profile for the upcoming road section. The computer program further comprises instructions for determining a second value of the parameter representing estimated propulsion energy consumption of the vehicle for the upcoming road section based on a second set of control values defining allowable vehicle speed interval, said second set of control values representing a second estimated vehicle speed profile for the upcoming road section. The computer program also comprises instructions for determining a first cost variable value based on a difference between the determined first and second values of the parameter representing estimated propulsion energy consumption by the vehicle for the upcoming road section. Moreover, the computer program comprises instructions for presenting the first estimated vehicle speed profile and the second estimated vehicle speed profile together with the determined first cost variable value to a driver of the vehicle. The computer program also comprises instructions for enabling the driver to, by use of a user interface, request an adjustment of the currently selected set of control values of the look- ahead cruise control for the upcoming road section to the second set of control values for the upcoming road section.

The program P may be stored in an executable form or in a compressed form in a memoryand/or in a read/write memoryThe data processing unit 510 may perform one or more functions, i.e. the data processing unit 510 may effect a certain part of the program P stored in the memory 560 or a certain part of the program P stored in the read/write memory The data processing device 510 can communicate with a data port 599 via a data bus 515. The non- volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. The read/write memory 550 is adapted to communicate with the data processing unit 510 via a data bus 514. The communication between the constituent components may be implemented by a communication link. A communication link may be a physical connection such as an optoelectronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.

When data are received on the data port 599, they may be stored temporarily in the second memory element 540. When input data received have been temporarily stored, the data processing unitis prepared to effect code execution as described above.

Parts of the methods herein described may be affected by the device 500 by means of the data processing unit 510 which runs the program stored in the memory 560 or the read/write memory 550. When the device 500 runs the program, methods herein described are executed.

Claims

1.A method, performed by a control device (100), for controlling a look-ahead cruise control (20) of a vehicle (1), / the method " "jtgïvcomprising the following steps: r n determining (S101) a first value of a parameter representing estimated propulsion energy consumption by the vehicle (1) for an upcoming road section based on a first set of control values defining allowable vehicle speed interval, said first set of control values constituting a currently selected set of control values of the look-ahead cruise control (20) for the upcoming road section and representing a first estimated vehicle speed profile (31) for the upcoming road section, determining (S102) a second value of the parameter representing estimated propulsion energy consumption of the vehicle (1) for the upcoming road section based on a second set of control values defining allowable vehicle speed interval, said second set of control values representing a second estimated vehicle speed profile (32) for the upcoming road section, determining (S103) a first cost variable value (33) based on a difference between the determined first and second values of the parameter representing estimated propulsion energy consumption by the vehicle (1) for the upcoming road section, presenting (S105) the first estimated vehicle speed profile (31) and the second estimated vehicle speed profile (32) together with the determined first cost variable value (33) to a driver of the vehicle (1), and enabling (S106) the driver to, by use of a user interface, request an adjustment of the currently selected set of control values of the look-ahead cruise control (20) for the upcoming road section to the second set of control values for the upcoming road section.

2.The method according to claim 1, further comprising: in response to a driver-initiated request therefore, adjusting (S108) the currently selected set of control values of the look-ahead cruise control (20) for the upcoming road section to the second set of control values for the upcoming road section.

3.The method according to any one of claims 1 or 2, wherein the parameter representing estimated propulsion energy consumption comprises an estimated fuel consumption, an estimated energy consumption from an energy storage device (6) of the vehicle (1), or a combination thereof.

4. The method according to any one of the preceding claims, wherein the step of presenting the first estimated vehicle speed profile (31) and the second estimated vehicle speed profile (32) together with the determined first cost variable value (33) to a driver of the vehicle (1) is performed in response to a determination that the determined first cost variable value (33) is greater than a predefined threshold.

5.The method according to any one of the preceding claims, wherein the first cost variable is selected from the group consisting of a difference in fuel and/or energy consumption, a difference in operating cost of the vehicle (1), and/or a difference in driving range.

6.The method according to any one of the preceding claims, wherein the first set of control values defines a first allowable vehicle speed interval which is broader or narrower than a second allowable vehicle speed interval defined by the second set of control values.

7.The method according to any one of the preceding claims, further comprising: in response to a driver-initiated request for adjusting one or more control values of the look-ahead cruise control (20) for the upcoming road section other than adjusting to the second set of control values, determining a second cost variable value associated with such an adjustment of the one or more control values compared to the currently selected set of control values of the look-ahead cruise control (20) for the upcoming road section, presenting the second cost variable value to the driver, and in response to a driver-initiated confirmation of the driver-initiated request, adjusting the one or more control values of the look-ahead cruise control (20) in accordance with the driver-initiated request.

8.A computer program comprising instructions which, when executed by a control device (100), cause the control device (100) to carry out the method according to any one of the preceding claims.

9.A computer-readable medium comprising instructions which, when executed by a control device (100), cause the control device (100) to carry out the method according to any one of claims 1 to

10. A control device (100) configured to control a look-ahead cruise control (20) of a vehicle (1), wherein the control device (100) is jgšggconfigured to: determine a first value of a parameter representing estimated propulsion energy consumption by the vehicle (1) for an upcoming road section based on a first set of control values defining allowable vehicle speed interval, said first set of control values constituting a currently selected set of control values of the look-ahead cruise control (20) for the upcoming road section and representing a first estimated vehicle speed profile (31) for the upcoming road section, determine a second value of the parameter representing estimated propulsion energy consumption of the vehicle (1) for the upcoming road section based on a second set of control values defining allowable vehicle speed interval, said second set of control values representing a second estimated vehicle speed profile (32) for the upcoming road section, determine a first cost variable value (33) based on a difference between the determined first and second values of the parameter representing estimated propulsion energy consumption by the vehicle (1) for the upcoming road section, present the first estimated vehicle speed profile (31) and the second estimated vehicle speed profile (32) together with the determined first cost variable value (33) to a driver of the vehicle (1), and allow the driver to, by use of a user interface, request an adjustment of the currently selected set of control values of the look-ahead cruise control (20) for the upcoming road section to the second set of control values for the upcoming road section.

11. The control device (100) according to claim 10, further configured to, in response to a driver- initiated request therefore, adjust the currently selected set of control values of the look- ahead cruise control (20) for the upcoming road section to the second set of control values for the upcoming road section.

12. The control device (100) according to any one of claims 10 and 11, wherein the control device (100) is configured to present the first estimated vehicle speed profile (31) and the second estimated vehicle speed profile (32) together with the determined first cost variable value (33) to a driver of the vehicle (1) in response to a determination that said first cost values is greater than a threshold.

13. The control device (100) according to any one of claim 10 to 12, wherein the control device (100) further is configured to: in response to a driver-initiated request for adjusting one or more control values of the look-ahead cruise control (20) for the upcoming road section other than adjusting to the second set of control values, determine a second cost variable value associated with such an adjustment of the one or more control values compared to the currently selected set of control values of the look-ahead cruise control (20) for the upcoming road section, present the second cost variable value to the driver, and in response to a driver-initiated confirmation of the driver-initiated request, adjust the one or more control values of the look-ahead cruise control (20) in accordance with the driver-initiated request.

14. A look-ahead cruise control (20) comprising the control device (100) according to any one of claims 10 to

15. A vehicle (1) comprising the control device (100) according to any one of claims 10 to 13.