Control apparatus and method for controlling look-ahead cruise control of vehicle

Abstract

A control apparatus (100) and 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 representative of an estimated propulsion energy consumption of the vehicle (1) for an upcoming road segment based on a first set of control values defining an allowable vehicle speed interval, the first set of control values constituting a currently selected set of control values and representative of a first estimated vehicle speed profile (31). The method additionally includes determining (S102) a second value of the parameter based on a second set of control values defining an allowable vehicle speed interval, the 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 further includes allowing (S106) the driver to request to adjust the current selected set of control values of the look-ahead cruise control (20) to the second set of control values.

Description

Technical Field

[0001] The present disclosure generally relates to a method for controlling a forward-looking cruise control of a vehicle. The present disclosure generally relates to a control device configured to control a forward-looking cruise control of a vehicle. Furthermore, the present disclosure generally relates to a computer program and a computer-readable medium. The present disclosure generally relates to a forward-looking cruise control and a vehicle. Background Art

[0002] Cruise controls that automatically control the speed of a motor vehicle are common in today's modern vehicles. When activated, cruise control eliminates the need for the driver to operate the accelerator pedal to maintain vehicle speed, thereby improving driver comfort. Cruise control can also reduce vehicle energy consumption during operation, thereby lowering operating costs. There are various types of cruise controls, each configured to operate according to different control functions and thus having different effects on, for example, vehicle operation.

[0003] One example is a conventional cruise control, which is designed to maintain a substantially constant vehicle speed, such as a set speed selected by the vehicle driver. This type of conventional cruise control is often referred to as a constant speed cruise control. Constant speed cruise controls are typically configured to maintain the vehicle speed within a narrow permissible speed range around the set speed, with the goal of maintaining the vehicle speed at the set speed. The permissible speed range is defined by a maximum permissible vehicle speed and a minimum permissible vehicle speed, which are typically dependent on the set speed. For example, if the set speed is 70 km / h, the permissible speed range may typically be from 68 km / h to 72 km / h.

[0004] Thus, constant-speed cruise control controls the vehicle with the goal of maintaining a set speed, regardless of whether the vehicle is traveling uphill, downhill, or on a level surface. This means that the vehicle may accelerate over a hilltop, only to brake immediately on the subsequent descent to avoid exceeding the set speed. This is an uneconomical way to operate a vehicle, particularly in the case of heavy vehicles, as it can often excessively increase the vehicle's energy consumption and, therefore, operating costs (e.g., fuel costs).

[0005] Another type of cruise control is a look-ahead cruise control. A look-ahead cruise control uses information about an upcoming road segment (i.e., the road segment ahead of the vehicle) and, based on this information, plans a vehicle speed profile for the upcoming road segment. The information about the upcoming road segment typically includes at least terrain data and data related to the curvature of the upcoming road segment, but may also include information related to, for example, traffic conditions and / or speed limits. This data is typically derived from map data in conjunction with information about the vehicle's geographic location, but in some cases may also be derived from sensors located in or on the vehicle and / or supplemented with, for example, historical data related to the upcoming road segment. The cruise control then controls the vehicle's speed according to the planned vehicle speed profile while the vehicle is traveling on the relevant road segment.

[0006] Compared to constant-speed cruise control, a look-ahead cruise control can save significant fuel. For example, if the upcoming road section includes an uphill slope followed by a downhill slope, and the vehicle's speed will increase during the downhill slope to reach a set speed, the vehicle can be accelerated to a speed lower than the set speed at the top of the hill. To leverage the positive effects of look-ahead cruise control, the permissible speed range for vehicles using this type of cruise control is typically much greater than that of a constant-speed cruise control. However, the changes in vehicle speed when using look-ahead cruise control can sometimes be perceived as intrusive by the driver, in which case the driver may choose to deactivate the look-ahead cruise control. This, in turn, can result in increased fuel consumption compared to using cruise control.

[0007] Another example of a cruise control is an adaptive cruise control, which is configured to automatically adjust the vehicle's speed to maintain a safe distance from one or more vehicles ahead of the vehicle including the adaptive cruise control. Adaptive cruise control typically uses information from sensors (e.g., radar, laser, or camera) located in or on the vehicle to obtain information about the vehicle's surroundings. It should be noted that both constant-speed cruise control and look-ahead cruise control can be supplemented with adaptive cruise control functionality, if necessary.

[0008] US2014 / 0200788 A1 discloses an arrangement for adapting a cruise control system in a vehicle. The arrangement includes a cruise control modifier unit that can temporarily modify cruise control parameters. When the cruise control modifier unit detects a specific situation ahead of the vehicle, it calculates the temporary modification of the cruise control parameters. Compared to cruise controls that use nominal set parameters (a set speed and an adjustment range for maintaining an actual speed value) to regulate the operation of the vehicle, the purpose of modifying the cruise control parameters is to optimize the vehicle's fuel consumption under relatively large changes in road characteristics, such as changes in terrain. Therefore, this document discloses an example of modifying cruise control parameters based on look-ahead data of an upcoming road section to reduce the vehicle's fuel consumption. Summary of the Invention

[0009] It is an object of the present invention to provide an improved look-ahead cruise control functionality which allows a further reduction in the operating costs of the vehicle.

[0010] Said object is achieved by the subject matter of the enclosed independent claims.

[0011] According to 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 includes the steps of determining a first value for a parameter representing an estimated propulsion energy consumption of the vehicle for an upcoming road segment based on a first set of control values defining an allowable vehicle speed interval, the first set of control values constituting a currently selected set of control values for the look-ahead cruise control for the upcoming road segment and representing a first estimated vehicle speed profile for the upcoming road segment. The method further includes the steps of determining a second value for the parameter representing an estimated propulsion energy consumption of the vehicle for the upcoming road segment based on a second set of control values defining an allowable vehicle speed interval, the second set of control values representing a second estimated vehicle speed profile for the upcoming road segment. The method further includes the steps of determining a first cost variable value based on a difference between the determined first and second values of the parameter representing the estimated propulsion energy consumption of the vehicle for the upcoming road segment. The method further includes the steps of presenting the first and second estimated vehicle speed profiles, along with the determined first cost variable value, to a driver of the vehicle. The method further includes the steps of allowing the driver to request, using a user interface, that the currently selected set of control values for the look-ahead cruise control for the upcoming road segment be adjusted to the second set of control values for the upcoming road segment.

[0012] Look-ahead cruise control can significantly reduce a vehicle's energy consumption and also increase driver comfort and safety during vehicle operation. However, a driver's willingness to utilize any type of cruise control, and therefore its intended purpose, depends on the vehicle behaving as the driver expects. The method for controlling a look-ahead cruise control described herein enables the driver to be presented with a first estimated vehicle speed profile for an upcoming road segment, resulting from the current settings of the look-ahead cruise control. Thus, the driver receives information about how the estimated vehicle speed will change on the upcoming road segment before the vehicle is driven on the upcoming road segment. This means that the driver will not be surprised by such changes in vehicle speed while driving on the upcoming road segment.

[0013] However, the driver may find speed changes according to the first estimated vehicle speed profile to be disruptive and, therefore, even consider deactivating the cruise control. To mitigate this risk, in addition to presenting the first estimated vehicle speed profile, the method described herein also includes presenting an alternative second estimated vehicle speed profile and the value of a cost variable associated with a potential adjustment of the control value of the look-ahead cruise control, such that the vehicle will follow the second estimated vehicle speed profile. Thus, the method described herein not only increases the driver's understanding of the vehicle's future behavior, but also provides the vehicle's driver with the ability to make an informed decision about whether to adjust the estimated vehicle speed profile for the upcoming road segment based on knowledge of the cost variable value. This, in turn, may increase the driver's acceptance of vehicle speed changes that may be due to the look-ahead cruise control and / or may reduce the number of occasions when the driver may choose to deactivate the look-ahead cruise control. Consequently, the method described herein enables a reduction in energy consumption used for vehicle operation over time, thereby improving the vehicle's overall operating costs.

[0014] Alternatively, the look-ahead cruise control may, in some cases, use control values that do not result in the most energy-efficient operation of the vehicle for the upcoming road segment. Also in these situations, the method described herein enables the driver to be presented with an alternative second estimated vehicle speed profile and the value of a cost variable associated with potential adjustments to the control values of the look-ahead cruise control, so that the vehicle will follow the second estimated vehicle speed profile. In this case, the value of the cost variable will relate to potential savings, and the second estimated vehicle speed profile may typically result in a greater change in vehicle speed than the first estimated vehicle speed profile (which corresponds to the currently planned driving strategy for the upcoming road segment). Given that the driver has the possibility to select between different estimated vehicle speed profiles when the value of the first cost variable is known, the risk of driver irritation is less than if, for example, adjustments to the second set of control values were made automatically by the look-ahead cruise control.

[0015] Furthermore, the fact that the method described herein includes a step allowing the driver to request an adjustment of the currently selected set of control values for the look-ahead cruise control for the upcoming road segment to a second set of control values has the advantage that the vehicle behaves as the driver intended when traveling on the upcoming road segment. This is because the driver is presented with the second estimated vehicle speed profile. Furthermore, this avoids the driver having to determine appropriate adjustments in order to achieve a driving strategy that will result in a vehicle speed profile corresponding to the second estimated vehicle speed profile.

[0016] Therefore, the method may further include adjusting the currently selected set of control values of the look-ahead cruise control for the upcoming road segment to a second set of control values for the upcoming road segment in response to a driver-initiated request. Thus, simple and reliable control of the look-ahead cruise control is achieved, which enables economical and efficient vehicle operation while reducing the risk of driver annoyance.

[0017] The parameter representing the estimated propulsion energy consumption is selected from the group consisting of estimated fuel consumption, estimated energy consumption from an energy storage device of the vehicle, or a combination thereof.

[0018] The step of presenting the first estimated vehicle speed profile and the second estimated vehicle speed profile, along with the determined value of the first cost variable, to the driver of the vehicle may be performed in response to a determination that the determined value of the first cost variable is greater than a predefined threshold. This avoids presenting the driver with an unnecessary amount of information, which could be perceived as distracting to the driver and, in the worst case, could cause the driver to lose focus on the vehicle's surroundings. This, in turn, can improve the safety of vehicle operation.

[0019] The first cost variable may be selected, for example, from the group consisting of differences in fuel consumption and / or energy consumption, differences in vehicle operating costs and / or differences in range. These are cost variables that are easily understood by the driver of the vehicle and therefore facilitate decision making by the driver.

[0020] Depending on the circumstances, the first set of control values may define a first permissible vehicle speed interval that is wider or narrower than a second permissible vehicle speed interval defined by the second set of control values. Generally speaking, if the look-ahead cruise control is currently using the most energy-efficient setting for an upcoming road segment, the first set of control values will define the widest permissible vehicle speed interval compared to the second set of control values, and vice versa.

[0021] The method may also include: in response to a driver-initiated request to adjust one or more control values of the look-ahead cruise control for an upcoming road segment instead of to a second set of control values, determining a second cost variable value associated with such adjustment of the one or more control values compared to the currently selected set of control values for the look-ahead cruise control for the upcoming road segment; 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. Thus, the method described herein enables the driver to be aware of the impact of the cost variable value on a driver-requested adjustment before actually performing the adjustment. This reduces the risk of the driver performing a look-ahead cruise control control value adjustment that would inadvertently and / or unduly increase the vehicle's operating costs.

[0022] The present disclosure further provides a computer program comprising instructions which, when executed by a control device, cause the control device to implement the method as described above.

[0023] Furthermore, the present disclosure provides a computer-readable medium comprising instructions, which, when executed by a control device, cause the control device to implement the method as described above.

[0024] In addition, 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 for a parameter representing the vehicle's estimated propulsion energy consumption for an upcoming road segment based on a first set of control values defining an allowable vehicle speed interval, the first set of control values constituting a currently selected set of control values for the look-ahead cruise control for the upcoming road segment and representing a first estimated vehicle speed profile for the upcoming road segment. The control device is further configured to determine a second value for the parameter representing the vehicle's estimated propulsion energy consumption for the upcoming road segment based on a second set of control values defining an allowable vehicle speed interval, the second set of control values representing a second estimated vehicle speed profile for the upcoming road segment. Furthermore, 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 the vehicle's estimated propulsion energy consumption for the upcoming road segment. The control device is further configured to present the first and second estimated vehicle speed profiles, along with the determined first cost variable value, to a driver of the vehicle. Furthermore, the control device is configured to allow the driver to request, by using the user interface, that a currently selected set of control values of the look-ahead cruise control for the upcoming road segment be adjusted to a second set of control values for the upcoming road segment.

[0025] The control arrangement provides the same advantages as described above with respect to the corresponding method for controlling a look-ahead cruise control.

[0026] Thus, the control arrangement may be further configured to adjust the currently selected set of control values of the look-ahead cruise control for the upcoming road segment to a second set of control values for the upcoming road segment in response to a driver initiated request.

[0027] Furthermore, the control device may be configured to present the first and second estimated vehicle speed profiles together with the determined first cost variable value to a driver of the vehicle in response to determining that the first cost value is greater than a threshold value.

[0028] The control device may also be configured to, in response to a driver-initiated request to adjust one or more control values of the look-ahead cruise control for an upcoming road segment instead of to a second set of control values, determine a second cost variable value associated with such 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 segment. In 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.

[0029] The present disclosure further provides a forward-looking cruise control comprising the control device described above. If necessary, the forward-looking cruise control may further optionally include an adaptive cruise control function.

[0030] 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 bus. The vehicle may be, for example, a combustion engine-driven vehicle, a hybrid vehicle, or a fully electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 schematically showing a side view of an example of a vehicle,

[0032] Figure 2 1 shows a flow chart schematically illustrating a first exemplary embodiment of a method for controlling a look-ahead cruise control according to the present disclosure,

[0033] Figure 3 schematically illustrates an example of a screen configured to present information to a driver of a vehicle and shows how a first estimated vehicle speed profile and a second estimated vehicle speed profile are presented together with a determined first cost variable value,

[0034] Figure 4 An exemplary embodiment of a device that may include, consist of, or be included in a control device as described herein, which is configured to control a look-ahead cruise control of a vehicle is schematically shown. DETAILED DESCRIPTION

[0035] The present invention will be described in more detail below with reference to exemplary embodiments and the accompanying drawings. However, the present invention is not limited to the exemplary embodiments discussed and / or shown in the drawings, but may be varied within the scope of the appended claims. Furthermore, the drawings should not be considered to be drawn to scale, as some features may be exaggerated in order to more clearly illustrate the invention or its features.

[0036] In the present disclosure, a look-ahead cruise control is considered to mean a cruise control that is configured to use information about the characteristics of the road ahead of the vehicle and, based on this information, to plan a driving strategy for an upcoming road segment and thereafter control the vehicle's speed in accordance with this driving strategy. The driving strategy is determined taking into account a set speed, which may typically be selected by the vehicle driver and represents the vehicle speed that the driver wishes the vehicle to maintain substantially. Alternatively, the set speed may be selected by the vehicle's control system, for example, taking into account regulatory requirements (e.g., speed limits) relating to the upcoming road segment and taking into account the speed selected by the driver. Typically, a look-ahead cruise control is configured to take into account at least the terrain and curvature of the upcoming road segment. When used in combination with the vehicle's geolocation, such information may, for example, be derived from map data. In other words, the look-ahead cruise control is configured to vary the vehicle's speed in accordance with a predetermined vehicle speed profile for the upcoming road segment, the predetermined vehicle speed profile being based on data relating to the upcoming road segment. Look-ahead cruise controls are sometimes also referred to in the art as predictive cruise controls.

[0037] Furthermore, in the present disclosure, unless explicitly disclosed otherwise, the term "driver" should be taken to encompass a driver in the vehicle as well as a driver who controls the vehicle but is not in the vehicle, for example a driver who controls the vehicle from a remote control center, etc. However, it should be noted that the methods and control devices described herein are primarily intended for use when a driver is present in the vehicle.

[0038] The term "upcoming road segment" is used herein to describe a road segment that is ahead of a vehicle and on which the vehicle is about to travel. The upcoming road segment may suitably be the road segment immediately ahead of the vehicle, but the present disclosure is not limited thereto. The upcoming road segment may, for example, begin a few meters ahead of the vehicle.

[0039] The present disclosure provides a method for controlling a forward-looking cruise control (CCC) of a vehicle. Such a forward-looking cruise control is configured to automatically control the vehicle's speed based on a plurality of control values, including a set speed and a set of control values defining an interval of permissible vehicle speeds. More specifically, the set of control values defining the interval of permissible vehicle speeds includes (or consists of) a minimum permissible speed threshold (v_min) and a maximum permissible speed threshold (v_max), between which the actual speed of the vehicle is permitted to vary when the forward-looking cruise control is active. The set of control values defining the interval of permissible vehicle speeds may generally depend on the current set speed (ccSet) of the forward-looking cruise control. For example, a default minimum permissible speed threshold and a default maximum permissible speed threshold may exist for each possible set speed of the forward-looking cruise control, and thus the permissible speed thresholds may be predefined for the forward-looking cruise control depending on the set speed. However, the set of control values may also be adjusted from such a predefined default set of control values for a specific set speed of the forward-looking cruise control. This means that the minimum allowable speed threshold and the maximum allowable speed threshold can be adjusted independently of or in addition to each other, without having to adjust the current set speed of the look-ahead cruise control. However, it should be noted that the maximum allowable speed threshold is always equal to or higher than the 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.

[0040] The look-ahead cruise control can be configured to determine a driving strategy for an upcoming road segment based on a simulation of multiple vehicle speed profiles for various driving conditions along the upcoming road segment, and select the most appropriate simulated vehicle speed profile from the multiple simulated vehicle speed profiles. The simulated vehicle speed profiles define simulated vehicle speeds at various distance points along the upcoming road segment and include at least extreme points, namely, a simulated maximum vehicle speed and its associated distance point, and a simulated minimum vehicle speed and its associated distance point. The simulated vehicle speed profiles can include or consist of multiple simulated discrete values of vehicle speed at various distance points along the road segment. Suitably, the simulated vehicle speed profiles can be simulated continuous vehicle speed profiles. Simulating vehicle speed profiles for an upcoming road segment is well known to those skilled in the art and will not be described in detail herein. In addition to geographic data related to the upcoming road segment (including terrain, road curvature, etc.), examples of factors that can typically be considered in such simulations include, for example, vehicle configuration, vehicle load, etc. Advanced simulations of vehicle speed profiles for the upcoming road segment can also take into account additional factors, such as weather conditions, road conditions, and / or traffic conditions.

[0041] The method described herein for controlling a look-ahead cruise control of a vehicle includes a first step of determining a first value for a parameter representing an estimated propulsion energy consumption of the vehicle for an upcoming road segment based on a first set of control values defining an allowable vehicle speed interval. The first set of control values constitutes a currently selected set of control values for the look-ahead cruise control for the upcoming road segment. The first set of control values influences the driving strategy that can be used by the look-ahead cruise control for the upcoming road segment and can therefore be described as representing a first estimated vehicle speed profile for the upcoming road segment. Given that the first set of control values constitutes the currently selected set of control values, the first estimated vehicle speed profile therefore corresponds to the currently planned vehicle speed profile for the upcoming road segment. As described above, the planned vehicle speed profile can typically be one of a plurality of simulated vehicle speed profiles for the upcoming road segment. In other words, the first estimated vehicle speed profile can be a simulated vehicle speed profile selected by the look-ahead cruise control, taking into account the first set of control values defining the allowable vehicle speed interval, for controlling the vehicle speed for the upcoming road segment.

[0042] It should be noted that a vehicle's propulsion energy consumption (and therefore also the parameter representing the estimated propulsion energy consumption) is not itself linked to a set of control values defining the permissible vehicle speed range, but rather depends on the selected driving strategy. However, the set of control values influences the likelihood of selecting a particular driving strategy and, thus, indirectly, the vehicle's energy consumption. The selected driving strategy, in turn, generates a corresponding vehicle speed profile.

[0043] Therefore, the first step described above may alternatively be described as a step of determining a first value of a parameter representing an estimated propulsion energy consumption of the vehicle for an upcoming road segment if the look-ahead cruise control is to 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 an interval of permissible vehicle speeds, and wherein said first estimated vehicle speed profile constitutes a currently planned vehicle speed profile for the upcoming road segment, and said first set of control values constitutes a currently selected set of control values for the look-ahead cruise control.

[0044] In a first step, a first value of a parameter representing an estimated propulsion energy consumption may be determined based on a first estimated vehicle speed profile. Alternatively, the first value of the parameter representing an estimated propulsion energy consumption of the vehicle may be determined based on historical data regarding values of the parameter relating to previous occasions when the vehicle or similar vehicles have traveled the upcoming road section according to a driving strategy that resulted in a vehicle speed profile corresponding to the first estimated vehicle speed profile.

[0045] If desired, the parameter representing the estimated propulsion energy consumption may be the estimated actual energy consumption of the vehicle for traveling the upcoming road section. More appropriately, however, the parameter representing the estimated propulsion energy consumption may be the estimated fuel consumption (in the case of a vehicle powered by a combustion engine) or the estimated electrical energy consumption, such as the consumption of the state of charge of an energy storage device configured to power one or more propulsion units in the form of electric motors (in the case of an electric vehicle). Where applicable (for example, in the case of a hybrid vehicle), the parameter representing the estimated propulsion energy consumption may alternatively be a weighted value of the estimated fuel consumption and electrical energy consumption of the vehicle's energy storage device. If desired, it is of course also possible to consider the estimated fuel consumption and electrical energy consumption separately, without determining their weighted values.

[0046] The method described herein further includes a second step of determining a second value for a parameter representing an estimated propulsion energy consumption of the vehicle for an upcoming road segment based on a second set of control values defining an allowable vehicle speed interval, the second set of control values representing a second estimated vehicle speed profile for the upcoming road segment. The second set of control values is not the currently selected set of control values for the look-ahead cruise control compared to the first set of control values. Depending on the circumstances, the allowable speed interval defined by the second set of control values may be narrower, wider, or have the same width but be offset relative to the allowable speed interval defined by the first set of control values. Alternatively, the second step may be described as determining the second value for the parameter representing an estimated propulsion energy consumption of the vehicle for the upcoming road segment under the condition that the look-ahead cruise control will control the vehicle speed according to the second estimated vehicle speed profile for the upcoming road segment, the second estimated vehicle speed profile being associated with the second set of control values defining the allowable vehicle speed interval.

[0047] Similar to the first step, a second value of a parameter representing the estimated propulsion energy consumption may be determined in the second step based on the second estimated vehicle speed profile. Alternatively, the second value of the parameter representing the estimated propulsion energy consumption of the vehicle may be determined based on historical data regarding values of the parameter, the historical data relating to previous occasions when the vehicle or similar vehicles have traveled the upcoming road section according to a driving strategy that produced a vehicle speed profile corresponding to the second estimated vehicle speed profile.

[0048] It should be noted here that the first step and the second step of the method described herein may be performed in any order or in parallel. Therefore, describing the steps as the first step and the second step, respectively, should not be considered as implying any particular order of the steps.

[0049] The method further includes a third step of determining a first cost variable value based on the difference between a first value and a second value of a parameter representing the vehicle's estimated propulsion energy consumption for the upcoming road segment. The first cost variable may, for example, be a difference in fuel consumption and / or energy consumption. Alternatively, the first cost variable may be a difference in the vehicle's operating costs. The difference in operating costs may, for example, be calculated based on the difference in fuel consumption and / or energy consumption, taking into account the monetary cost per unit of fuel or charging cost of the energy storage device. If desired, the difference in operating costs may also include an expected difference in wear and tear on component parts of the vehicle (e.g., gear wear caused by gear changes, etc.). Alternatively, the cost variable may be a difference in the vehicle's driving range. In such cases, the cost variable may, for example, be expressed as an increase / decrease in available driving range by X km until the vehicle must refuel and / or recharge. Alternatively, the first cost variable may be a cost variable related to driving comfort (e.g., speed changes, jerkiness, the number of gear changes, or a change in distance to another vehicle ahead of the vehicle including the look-ahead cruise control).

[0050] The method further includes presenting the first estimated vehicle speed profile and the second estimated vehicle speed profile along with the determined first cost variable value to a driver of the vehicle. Such presentation to the driver of the vehicle is suitably performed, for example, via a visual presentation on a screen, although the present disclosure is not limited thereto.

[0051] According to one alternative, the step of presenting the first and second estimated vehicle speed profiles, along with the determined value of the first cost variable, to the driver of the vehicle may be performed whenever such information is available. However, in certain circumstances, this may result in irritation for the driver or the risk of diverting the driver's attention from the vehicle's surroundings, which may pose a safety risk. Therefore, according to another alternative, the step of presenting the first and second estimated vehicle speed profiles, along with the determined value of the first cost variable, to the driver of the vehicle may be performed in response to a determination that the determined value of the first cost variable is greater than a predefined threshold. This avoids presenting the driver with information that the driver might perceive as requiring a decision when any decision made by the driver would not significantly affect the first cost variable. In other words, this avoids presenting the driver with an unnecessary amount of information.

[0052] The method further includes the step of allowing the driver to request, using a user interface, that the currently selected set of control values for the look-ahead cruise control for the upcoming road segment be adjusted to a second set of control values for the upcoming road segment. If desired, the user interface may include or consist of components for presenting the aforementioned information to the driver of the vehicle. By way of example only, the interface may include a touchscreen that also presents the first estimated vehicle speed profile, the second estimated vehicle speed profile, and the determined value of the first cost variable to the driver. Alternatively, the user interface may be separate from the components for presenting the information to the driver.

[0053] Thus, the method may further include the step of adjusting the currently selected set of control values of the look-ahead cruise control for the upcoming road segment to a second set of control values for the upcoming road segment in response to a driver-initiated request (via the interface). In the event that the driver has not requested such an adjustment to the currently selected set of control values, the method may include controlling the look-ahead cruise control according to the currently selected set of control values. In other words, in the event that the driver has not requested any adjustment to 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 segment.

[0054] The present method enables presentation to the driver of an estimated vehicle speed profile for an upcoming road segment generated by a currently selected set of control values for a look-ahead cruise control, and an alternative estimated vehicle speed profile for the upcoming road segment generated by an alternative set of control values. These two estimated vehicle speed profiles are also presented along with information regarding the cost variable difference that would result if the currently selected set of control values were changed to a second set of control values while the vehicle was traveling on the upcoming road segment. Thus, the driver can make an informed decision regarding whether to adjust the set of control values for the look-ahead cruise control so that the vehicle's speed changes according to the alternative vehicle speed profile for the upcoming road segment (i.e., the second estimated vehicle speed profile). More specifically, because the driver is presented with information regarding the cost variable difference, the driver can better understand the causes of vehicle speed changes resulting from vehicle speed control performed by the look-ahead cruise control.

[0055] To enhance understanding of the methods described herein, consider a first example scenario: a look-ahead cruise control is currently operating according to a currently selected set of control values (i.e., a first set of control values) defining a first permissible vehicle speed interval, but the control device described herein determines that lower fuel and / or electrical energy consumption can be achieved, for example, if the currently selected set of control values were to be changed to a second set of control values defining a second permissible speed interval for an upcoming road segment. The second set of control values may, for example, define a wider permissible vehicle speed interval than the currently selected set of control values. Each of the first and second sets of control values defining the permissible speed interval provides constraints on possible driving strategies that can be used for the upcoming road segment and is therefore associated with a corresponding estimated vehicle speed profile for the upcoming road segment. In such a scenario, 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 can be presented to the driver using the methods described herein, along with information regarding the advantages of adjusting the first set of control values to the second set of control values, i.e., the determined value of the first cost variable. Thus, the driver can decide whether the second estimated vehicle speed profile is acceptable in light of the first cost variable value, and if the driver deems it acceptable, request an adjustment of the currently selected set of control values to the second set of control values for the upcoming road segment. Such an adjustment will naturally achieve an efficiency saving corresponding to the first cost variable value.

[0056] A second example scenario may be where the look-ahead cruise control is currently operating using a currently selected set of control values (i.e., a first set of control values) that defines a relatively wide range of permissible vehicle speeds, and it is anticipated / predicted that the driver may become irritated by the vehicle speed reaching, for example, the minimum vehicle speed of a first estimated vehicle speed profile while the vehicle is traveling on an upcoming road segment. In such a scenario, it may be advantageous to present the first estimated vehicle speed profile along with an alternative vehicle speed profile (i.e., a second estimated vehicle speed profile) that does not produce a low minimum vehicle speed during the upcoming road segment, along with information regarding the increase in cost variables resulting from the potential change from the first estimated vehicle speed profile to the second estimated vehicle speed profile, before the vehicle speed becomes so low as to risk irritating the driver. This may increase the driver's understanding of why the look-ahead cruise control selected the first estimated vehicle speed profile and / or prevent the driver from becoming irritated by the vehicle reaching the minimum vehicle speed of the first estimated vehicle speed profile while the vehicle is traveling on the upcoming road segment. Alternatively, the driver may prefer to request an adjustment of the currently selected set of control values to the second set of control values, rather than deactivating the look-ahead cruise control, if, for example, they find the minimum speed of the first estimated vehicle speed profile to be unacceptably low. Consequently, even in such situations, more cost-effective vehicle operation is possible, as the risk of the driver deactivating the look-ahead cruise control is reduced. While this example scenario is described under the assumption that the driver is concerned about the minimum vehicle speed based on the first estimated vehicle speed, the same principle applies to the maximum vehicle speed that may occur when the vehicle traverses the upcoming road section. For example, the driver may determine that the maximum vehicle speed defined by the first estimated vehicle speed profile is not sufficiently safe.

[0057] The second example scenario described above is based on an expectation or prediction that the driver might not be satisfied if the look-ahead cruise control were to control vehicle speed according to a first estimated vehicle speed profile while the vehicle is traveling on the upcoming road segment. In its simplest form, such an expectation / prediction can be based on a determination that, at any location along the upcoming road segment, the first estimated vehicle speed profile includes a vehicle speed that reaches a minimum vehicle speed threshold or a vehicle speed that reaches a maximum vehicle speed threshold according to the first set of control values. Alternatively, the expectation / prediction can be caused by detected driver behavior. For example, it may be detected that the driver tends to depress the accelerator pedal when the vehicle approaches a vehicle speed close to the minimum vehicle speed threshold. Another example may be a system configured to monitor and analyze the driver's facial expressions for the purpose of identifying driver emotion. Such systems are previously known in the art and are used, for example, to detect anger or drowsiness, and therefore will not be described further in this disclosure. Therefore, in situations where the second set of control values defines a permissible vehicle speed range that is narrower than the permissible vehicle speed range defined by the first set of control values, the method described herein can be executed in response to detected driver behavior and / or identified driver emotion.

[0058] In view of the foregoing, it will be apparent that the method described herein can be summarized as comprising: determining a first value of a cost variable between a case where the vehicle operates according to a current strategy selected by the look-ahead cruise control for an upcoming road segment and a case where the vehicle operates according to an alternative strategy; and enabling the driver, knowing the value of the first cost variable, to decide whether to maintain the current strategy or to request an adjustment to a proposed alternative driving strategy for the upcoming road segment.

[0059] Furthermore, in certain circumstances, the driver may autonomously request an adjustment to one or more control values of the look-ahead cruise control, rather than to the second set of control values defining the second permissible speed interval. For example, the driver may request an adjustment from the first set of control values defining the first permissible vehicle speed interval to a third set of control values defining the third permissible speed interval, while maintaining the current set speed of the look-ahead cruise control. Alternatively, the driver may request an adjustment to one or more other control values that do not define the permissible vehicle speed interval but may directly or indirectly affect the driving strategy of the look-ahead cruise control, such as the vehicle's performance mode. Such a driver-initiated request may, for example, result from the driver being presented with the first and second estimated vehicle speed profiles and the first cost variable value as described above and finding both the first and second estimated vehicle speed profiles undesirable. Alternatively, the driver may request an adjustment to one or more control values in response to the vehicle behaving in a manner that the driver finds surprising, undesirable, or even disruptive. In such cases, the principle of presenting information to the driver related to differences in cost variable values may also be employed.

[0060] Therefore, the method described herein may further include the steps of: in response to a driver-initiated request to adjust one or more control values of the look-ahead cruise control for an upcoming road segment (instead of requesting an adjustment to a second set of control values defining a second permissible vehicle speed interval), determining a second cost variable value associated with such adjustment of the one or more control values compared to the currently selected set of control values for the look-ahead cruise control for the upcoming road segment (i.e., the first set of control values defining a first permissible vehicle speed interval). Thereafter, the method may include 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. In other words, the driver-initiated request to adjust one or more control values of the look-ahead cruise control for the upcoming road segment (instead of requesting an adjustment to the second set of control values defining a second permissible vehicle speed interval) may be inhibited until the driver confirms the request after being presented with the second cost variable value. Thus, the driver is prevented from initiating unintentional or undesirable adjustments to one or more control values, which could negatively impact vehicle operating costs. Optionally, in addition to the second cost variable value, the driver may be presented with an estimated adjusted vehicle speed profile that would correspond to the planned vehicle speed profile if the driver-initiated adjustment to one or more control values were to be performed.

[0061] Of course, it is also reasonable to perform the step of presenting the second cost variable value to the driver in response to determining that the second cost variable value indicates an increase in the vehicle's operating cost. This also means that the method described herein need not include a driver-initiated request to prohibit adjustment of one or more control values of the look-ahead cruise control (other than requesting adjustment to a second set of control values defining a second permissible vehicle speed interval) unless the second cost variable value indicates an increase in the vehicle's operating cost. In other words, if the driver-initiated request has no negative impact on the vehicle's operating cost for the upcoming road segment, the method may include controlling the look-ahead cruise control in accordance with the driver-initiated request.

[0062] The execution of the method described herein for controlling a forward-looking cruise control of a vehicle may be governed by programming instructions. These programming instructions typically take the form of a computer program that, when executed in or by a control device, causes the control device to implement a desired form of control action. Such instructions may typically be stored on a computer-readable medium.

[0063] The present disclosure further relates to a control device configured to control a look-ahead cruise control of a vehicle according to the above method. The control device may be configured to perform any one of the steps of the method for controlling a look-ahead cruise control described herein.

[0064] More specifically, according to 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 for a parameter representing the vehicle's estimated propulsion energy consumption for an upcoming road segment based on a first set of control values defining an allowable vehicle speed interval, the first set of control values constituting a currently selected set of control values for the look-ahead cruise control for the upcoming road segment and representing a first estimated vehicle speed profile for the upcoming road segment. The control device is further configured to determine a second value for the parameter representing the vehicle's estimated propulsion energy consumption for the upcoming road segment based on a second set of control values defining an allowable vehicle speed interval, the second set of control values representing a second estimated vehicle speed profile for the upcoming road segment. Furthermore, 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 the vehicle's estimated propulsion energy consumption for the upcoming road segment. The control device is further configured to present the first and second estimated vehicle speed profiles, along with the determined first cost variable value, to a driver of the vehicle. Furthermore, the control device is configured to allow the driver to request, by using the user interface, that a currently selected set of control values of the look-ahead cruise control for the upcoming road segment be adjusted to a second set of control values for the upcoming road segment.

[0065] The control device may comprise one or more control units. Where the control device comprises a plurality of control units, each control unit may be configured to control a specific function / action, or a specific function / action may be divided between more than one control unit.

[0066] The present disclosure also relates to a vehicle comprising the control device described herein.The vehicle may for example be a land-based heavy vehicle such as a truck or a bus, but is not limited thereto.

[0067] Figure 1 A side view of an example of a vehicle 1 is schematically shown. The vehicle 1 comprises a powertrain 2 including 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 further optionally comprise an electric motor 5 serving as a propulsion unit and powered by an energy storage device 6. The gearbox 4 may be connected to drive wheels 8 of the vehicle 1 via an output shaft 7 of the gearbox 4. The vehicle further comprises

[0068] Front wheels 9. The vehicle 1 may typically comprise service brakes 10 arranged at the respective drive wheels 8 and preferably also at any other wheels of the vehicle as shown.

[0069] Although not shown in the figures, the vehicle 1 may also include one or more auxiliary braking systems. Examples of such auxiliary braking systems include, but are not limited to, a retarder, a compression-release braking system, and an exhaust braking system. In the case where the vehicle includes at least one electric motor, the vehicle may also include an auxiliary braking system (not shown) in the form of a regenerative braking system. In a regenerative braking system, the electric motor can operate as a generator to convert the vehicle's kinetic energy into electrical energy, which can be used to charge the vehicle's energy storage device. Thereafter, when the electric motor is operated as a propulsion unit of the vehicle, the energy stored in the energy storage device can be used to power the electric motor.

[0070] As previously mentioned, the present disclosure is not limited to vehicles powered by a combustion engine 3. Therefore, the vehicle may alternatively be a fully electric vehicle, in which case the vehicle does not comprise a combustion engine 3, but rather one or more electric machines 5.

[0071] The vehicle 1 further includes 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 according to a set speed by controlling the output torque from the propulsion unit of the vehicle 1 and typically also controlling the output torque from the service brakes 10 and / or auxiliary braking system of the vehicle 1.

[0072] The vehicle 1 further includes a control device 100 configured to control the forward-looking cruise control 20. The control device 100 may be part of the forward-looking cruise control 20, as shown. Alternatively, the control device 100 may be separate from the forward-looking cruise control 20 but configured to communicate therewith for controlling the forward-looking cruise control.

[0073] The vehicle 1 may be a heavy land vehicle such as a bus or a truck, but is not limited thereto.

[0074] Figure 2 1 shows a flow chart schematically illustrating an exemplary embodiment of a method for controlling a look-ahead cruise control according to the present disclosure.

[0075] The method comprises step S101 of determining a first value of a parameter representing an estimated propulsion energy consumption of the vehicle for an upcoming road section based on a first set of control values,

[0076] The first set of control values defines a first permissible vehicle speed interval.The first set of control values constitutes a currently selected set of control values for the look-ahead cruise control for an upcoming road segment and represents a first estimated vehicle speed profile for the upcoming road segment.

[0077] The method further includes step S102 of determining a second value for a parameter representing an estimated propulsion energy consumption of the vehicle for an upcoming road segment based on a second set of control values defining a second permissible vehicle speed interval, the second set of control values representing a second estimated vehicle speed profile for the upcoming road segment. It should be noted that while step S102 is illustrated as being performed after step S101, the present disclosure is not limited thereto, and steps S101 and S102 may be performed in any order or in parallel.

[0078] 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 the estimated propulsion energy consumption of the vehicle for the upcoming road section obtained in steps S101 and S102 respectively.

[0079] The method may further include a step S104 of determining whether the first cost variable value obtained in step S103 is greater than a predefined threshold. If the first cost variable value is not greater than the predefined threshold, the method may return to the beginning. However, if the first cost variable value is greater than the predefined threshold, the method proceeds to a subsequent step S105.

[0080] The method comprises a step S105 of presenting the first estimated vehicle speed profile and the second estimated vehicle speed profile to a driver of the vehicle together with the determined first cost variable value obtained in step S103 .

[0081] The method further includes step S106 of allowing the driver to request, using the user interface, an adjustment of the currently selected set of control values for the look-ahead cruise control for the upcoming road segment to a second set of control values. In other words, step S106 includes allowing the driver to request a proposed adjustment of the set of control values, the set of control values defining an allowable vehicle speed interval within which the look-ahead cruise control should control the vehicle speed while the vehicle is traveling on the upcoming road segment.

[0082] The method may also include a step S107 of determining whether the driver has requested the proposed adjustment. Thus, if the driver has not yet initiated a request, the method may return to the start. However, if the driver has initiated such a request, the method may proceed to step S108 of adjusting the currently selected set of control values for the look-ahead cruise control for the upcoming road segment to the (proposed) second set of control values for the upcoming road segment. Thereafter, the method may return to the start, as shown in the figure, or end.

[0083] Figure 3An example of a screen 30 that can be configured to present information to a driver of a vehicle is schematically shown. Screen 30 may be suitably arranged in or on the instrument panel (not shown) of the vehicle. The figure also illustrates 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 via 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 that defines a permissible vehicle speed range. This first set of control values is illustrated in the figure as consisting of ccSet-3 and ccSet+3. The second estimated vehicle speed profile 32 may correspond to a driving strategy that may result in, for example, lower fuel consumption, as illustrated and illustrated in the figure by a determined first cost variable value of -0.41. However, the second estimated vehicle speed profile 32 would cause the vehicle speed to fall outside the currently permissible vehicle speed range (i.e., from ccSet-3 to ccSet+3, according to the illustrated example). Therefore, in order for the look-ahead cruise control to control vehicle speed according to the more cost-effective second estimated vehicle speed profile 32, the allowable vehicle speed range of the look-ahead cruise control needs to be adjusted. In the figure, this is illustrated as a change in the minimum allowable speed threshold to ccSet-4. If the driver deems the estimated second vehicle speed profile 32 acceptable in order to utilize the lower fuel consumption specified by the illustrated first cost variable value 33 in the figure, the driver can request the proposed adjustment of the first set of control values defining the first allowable vehicle speed range to a second set of control values (illustrated here as including ccSet-4 and ccSet+3). Such a request can be made via a user interface, for example, by pressing a designated area 34 of the screen 30 if the screen is a touchscreen. It should be noted here that the user interface can alternatively be a button, switch, etc., and therefore need not be the same physical component used to present the above information to the driver.

[0084] Figure 4 Schematically, an exemplary embodiment of the device 500 is shown. The control device 100 described above may, for example, comprise the device 500, consist of the device 500, or be comprised in the device 500.

[0085] The device 500 includes 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, such as an operating system, is stored for controlling the functions of the device 500. The device 500 also includes a bus controller, a serial communication port, an I / O device, an A / D converter, a time and date input and transmission unit, an event counter, and an interrupt controller (not depicted). The non-volatile memory 520 also has a second memory element 540.

[0086] A computer program P is provided, comprising instructions for controlling a look-ahead cruise control of a vehicle. The computer program includes instructions for determining a first value for a parameter representing an estimated propulsion energy consumption of the vehicle for an upcoming road segment based on a first set of control values defining an interval of permissible vehicle speeds, the first set of control values constituting a currently selected set of control values for the look-ahead cruise control for the upcoming road segment and representing a first estimated vehicle speed profile for the upcoming road segment. The computer program further includes instructions for determining a second value for the parameter representing an estimated propulsion energy consumption of the vehicle for the upcoming road segment based on a second set of control values defining an interval of permissible vehicle speeds, the second set of control values representing a second estimated vehicle speed profile for the upcoming road segment. The computer program further includes instructions for determining a first cost variable value based on a difference between the determined first and second values of the parameter representing the estimated propulsion energy consumption of the vehicle for the upcoming road segment. Furthermore, the computer program includes instructions for presenting the first and second estimated vehicle speed profiles, along with the determined first cost variable value, to a driver of the vehicle. The computer program also includes instructions for allowing a driver to request, using a user interface, that a currently selected set of control values of the look-ahead cruise control for an upcoming road segment be adjusted to a second set of control values for the upcoming road segment.

[0087] The program P may be stored in the memory 560 and / or the read / write memory 550 in an executable form or a compressed form.

[0088] The data processing unit 510 may perform one or more functions, ie, the data processing unit 510 may implement a portion of the program P stored in the memory 560 or a portion of the program P stored in the read / write memory 550 .

[0089] The data processing device 510 can communicate with the data port 599 via a data bus 515. The non-volatile memory 520 is intended to communicate 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. Communication between the components can be achieved through a communication link. The communication link can be a physical connection (such as an optical communication line) or a non-physical connection (such as a wireless connection, for example, a radio link or a microwave link).

[0090] As data are received on the data port 599, they may be temporarily stored in the second memory element 540. When the received input data has been temporarily stored, the data processing unit 510 is ready to implement code execution as described above.

[0091] Parts of the methods described herein may be implemented by the apparatus 500 by means of the data processing unit 510 running a program stored in the memory 560 or the read / write memory 550. When the apparatus 500 runs the program, the methods described herein are performed.

Claims

1. A method for controlling a look-ahead cruise control (20) of a vehicle (1), performed by a control device (100), The method comprises the following steps: determining (S101) a first value of a parameter representing an estimated propulsion energy consumption of the vehicle (1) for an upcoming road segment based on a first set of control values defining an interval of permissible vehicle speeds, the first set of control values constituting a currently selected set of control values of the look-ahead cruise control (20) for the upcoming road segment and representing a first estimated vehicle speed profile (31) for the upcoming road segment, determining (S102) a second value of the parameter representing an estimated propulsion energy consumption of the vehicle (1) for the upcoming road section based on a second set of control values defining an allowable vehicle speed interval, the 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 a determined first value and a second value of the parameter representing an estimated propulsion energy consumption of 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 The driver is allowed (S106) to request, by using a user interface, that the currently selected set of control values of the look-ahead cruise control (20) for the upcoming road segment be adjusted to the second set of control values for the upcoming road segment.

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

3. The method according to any one of claims 1 or 2, wherein the parameter representing the 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. A 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 the 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. Method according to any of the preceding claims, wherein the first cost variable is selected from the group consisting of differences in fuel consumption and / or energy consumption, differences in operating costs of the vehicles (1) and / or differences in driving range.

6. A method according to any preceding claim, wherein the first set of control values defines a first permissible vehicle speed interval which is wider or narrower than a second permissible 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 to adjust one or more control values of the look-ahead cruise control (20) for the upcoming road segment other than to the second set of control values, determining a second cost variable value associated with such 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 segment, presenting the second cost variable value to the driver, and In response to a driver-initiated confirmation of the driver-initiated request, the one or more control values of the look-ahead cruise control (20) are adjusted according to 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 implement the method according to any one of claims 1 to 7.

10. A control device (100) configured to control a look-ahead cruise control (20) of a vehicle (1), wherein the control device (100) is configured to: determining a first value of a parameter representing an estimated propulsion energy consumption of the vehicle (1) for an upcoming road segment based on a first set of control values defining an interval of permissible vehicle speeds, the first set of control values constituting a currently selected set of control values of the look-ahead cruise control (20) for the upcoming road segment and representing a first estimated vehicle speed profile (31) for the upcoming road segment, determining a second value of the parameter representing an estimated propulsion energy consumption of the vehicle (1) for the upcoming road section based on a second set of control values defining an interval of permissible vehicle speeds, the second set of control values representing a second estimated vehicle speed profile (32) for the upcoming road section, determining a first cost variable value (33) based on a difference between a determined first value and a second value of the parameter representing an estimated propulsion energy consumption of the vehicle (1) for the upcoming road segment, 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), and The driver is allowed to request, by using a user interface, that the currently selected set of control values of the look-ahead cruise control (20) for the upcoming road segment be adjusted to the second set of control values for the upcoming road segment.

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

12. A 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 determining that the first cost value is greater than a threshold value.

13. The control device (100) according to any one of claims 10 to 12, wherein the control device (100) is further configured to: In response to a driver-initiated request to adjust one or more control values of the look-ahead cruise control (20) for the upcoming road segment other than to the second set of control values, determining a second cost variable value associated with such 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 segment, presenting the second cost variable value to the driver, and In response to a driver-initiated confirmation of the driver-initiated request, the one or more control values of the look-ahead cruise control (20) are adjusted according to the driver-initiated request.

14. A look-ahead cruise control (20) comprising a control device (100) according to any one of claims 10 to 13.

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

Images