Adaptive cruise control device and method for operating a host vehicle in low speed scenarios, vehicle and computer program

Abstract

This invention relates to a method (100) for operating a master vehicle (150), wherein the speed value (V) of the master vehicle is controlled in a low-speed scenario. H The method includes: confirming (102) the starting speed value (V) of the master vehicle. M The starting speed value (V) M The indicator (104) specifies the minimum vehicle speed at which the master vehicle (150) can be driven when the clutch is fully engaged; and confirms (104) the target vehicle speed (V) of the target vehicle (152) traveling in front of the master vehicle (150). T ); and the target vehicle speed (V) of the target vehicle (152) traveling ahead. T The starting speed (V) of the main vehicle (150) is lower than the starting speed value of the main vehicle (150). M When the main vehicle (150) is operated in coasting mode (CM) (106), fuel consumption efficiency is improved and wear on vehicle components such as clutches and brakes is reduced.

Description

Technical Field

[0001] This invention relates to a method for operating a host vehicle in low-speed scenarios. The invention also relates to an adaptive cruise control device for controlling the speed value of a host vehicle, a vehicle (particularly a commercial vehicle), and a computer program. Background Technology

[0002] Conventional driver assistance systems like Adaptive Cruise Control (ACC) currently play a crucial role in the driver's control of the system in the assisted vehicle (hereinafter referred to as the primary vehicle). In low-traffic scenarios where the primary vehicle can be driven at relatively high speeds, the adaptation of the primary vehicle's speed value is effectively achieved. However, light and moderate traffic scenarios, where the primary vehicle's speed value is near the so-called takeoff speed, currently present challenges to known driver assistance systems. This takeoff speed is defined as the minimum speed a given vehicle can travel with the clutch fully engaged and is typically dependent on vehicle conditions (e.g., load, tire pressure, etc.) and the current gear ratio. Therefore, when a vehicle travels at a speed below this takeoff speed with the clutch fully engaged, the vehicle tends to stall. Following a target vehicle (e.g., the nearest vehicle traveling in front of the primary vehicle in the same lane) at a safe distance in light and moderate traffic scenarios without excessive stress and / or load on vehicle components (e.g., clutch, brakes) is challenging.

[0003] Within the framework of this disclosure, low-speed scenarios refer to driving scenarios where a vehicle is driven at a low average speed, particularly at speeds where the clutch needs to be used to prevent engine stall. Current ACC systems handle low-speed scenarios (e.g., moderate traffic jams) in two different ways. In the first approach, the primary vehicle follows the target vehicle even at low speeds under so-called partial clutch operation. In this case, the clutch operates in a partially engaged state for an extended period, resulting in excessive load on the clutch and increased wear. Furthermore, fuel is continuously consumed to maintain the primary vehicle at the desired speed.

[0004] Alternatively, in the second method, when the target vehicle ahead is moving at a low speed, the ACC system handles this low speed through frequent acceleration and braking. Typically, the ACC system accelerates the lead vehicle to above its minimum drivable speed without overloading the clutch (starting speed value). Because this starting speed value is higher than the speed of the target vehicle ahead, the lead vehicle moves closer and closer to the target vehicle. The ACC system then decelerates the lead vehicle by applying the brakes, usually bringing it to a stop. Once a sufficient gap has been created between the lead vehicle and the target vehicle, the ACC system accelerates the lead vehicle again until it reaches a speed equal to or higher than the starting speed value, and repeats this operation. In this method, the clutch must frequently engage and disengage as the ACC system accelerates and decelerates. Furthermore, the ACC system operates the brakes during deceleration, which leads to wear. Frequent acceleration and deceleration also result in increased fuel consumption and emissions. Therefore, fuel efficiency is reduced and wear on components such as the clutch and brakes is increased.

[0005] This is where the invention comes in, wherein the object of the invention is to provide a method and adaptive cruise control device for operating a master vehicle in low-speed scenarios, which has improved fuel efficiency and reduced component wear. Summary of the Invention

[0006] This objective is achieved by the invention in the first aspect by the method according to claim 1. Claim 1 relates to a method for operating a master vehicle, wherein the speed value of the master vehicle is controlled in a low-speed scenario. The low-speed scenario involves following a target vehicle traveling at a reduced speed (particularly below the starting speed). The method of the first aspect of the invention includes confirming the starting speed value of the master vehicle, wherein the starting speed value indicates the minimum vehicle speed at which the master vehicle can be driven with the clutch fully engaged. In particular, the starting speed value depends on the current gear ratio and / or the load state of the master vehicle. The method also includes confirming the target vehicle speed value of a target vehicle traveling in front of the master vehicle, particularly in the same road lane. When it is determined that the target vehicle speed value of the target vehicle traveling ahead is lower than the confirmed starting speed value of the master vehicle, the method of the first aspect of the invention includes operating the master vehicle in a coasting operation mode.

[0007] The first aspect of the invention addresses low-speed scenarios by activating a coasting operation mode when the target vehicle is determined to be traveling at a target vehicle speed lower than the initial launch speed. In the coasting operation mode, the wheels are disengaged from the engine, and the vehicle uses its momentum to move. Therefore, when the coasting operation mode is activated, the primary vehicle begins to coast freely, and in this case, the kinetic energy of the primary vehicle is used to move the primary vehicle. External resistance is responsible for slowing down the target vehicle and includes air resistance and coasting resistance or friction with the road. This minimizes wear on the clutch and brakes and reduces fuel consumption.

[0008] Further advantageous developments of the method of the first aspect of the invention are found in the dependent claims, and detailed descriptions are given of the advantageous possibilities of realizing the above concepts within the scope of the objectives and with regard to further advantages.

[0009] In one development, the main vehicle operates in a coasting operation mode before operating in the braking operation mode, wherein the braking unit is actuated. Therefore, the brakes are not used during operation in the coasting operation mode. In another development, the braking operation mode can be activated when the distance between the target vehicle and the main vehicle is less than a predetermined minimum distance. In yet another development, the braking operation mode can be activated when it is determined that, at a given current main vehicle speed value (during the free-rolling phase), the rate of change of distance is higher than a predetermined threshold; that is, at a given speed value, the distance between the two vehicles decreases faster than a predetermined safety threshold.

[0010] In another development, operating the master vehicle in the coasting operation mode involves: activating a first free-coasting phase by providing a transmission control signal to the transmission system to disengage the clutch or alternatively shifting the master vehicle to neutral; and operating the vehicle in the coasting operation mode prior to the braking operation mode by maintaining the first free-coasting phase until the current master vehicle speed reaches a predetermined lower speed threshold below the target vehicle speed. Therefore, when the master vehicle reaches the predetermined lower speed threshold below the target vehicle speed, the end of the first free-coasting phase of the coasting operation mode is determined. This lower speed threshold can be predetermined based on the target vehicle speed value and / or the starting speed value. The lower speed threshold can be a fixed value, such as 20 km / h, 10 km / h, 5 km / h, or 2 km / h. Alternatively, the lower speed threshold can be determined as a percentage of the current starting speed value, such as 60%, 50%, 40%, 30%, or 20% of the current starting speed value.

[0011] In another development, the method further includes activating an acceleration phase when it is determined that the current master vehicle speed reaches a lower speed threshold below the target vehicle speed at which the target vehicle is moving. Therefore, when the master vehicle reaches the lower speed threshold, the master vehicle begins the acceleration phase of the vehicle acceleration.

[0012] Preferably, the lower speed threshold is higher than 0, particularly when the main vehicle is still moving (i.e., has a non-disappearing speed value, or in other words, has not yet stopped), the acceleration phase begins. In this development, since the main vehicle does not come to a complete stop before accelerating in the acceleration phase, less energy is required for acceleration compared to acceleration from a standstill, thus improving fuel efficiency.

[0013] In another development, the acceleration phase begins when it is determined that the current distance to the target vehicle has increased beyond a predetermined acceleration distance threshold.

[0014] In a particular development, the acceleration phase involves engaging the clutch and accelerating the main vehicle until its speed reaches a predetermined upper speed threshold equal to or higher than the initial speed. Thus, the main vehicle is accelerated until it reaches a speed at least equal to the initial speed, and at that speed, the clutch does not need to be actuated to maintain the achieved speed.

[0015] In a further development, the method further includes activating a subsequent free-rolling phase when it is determined that the master vehicle speed has reached the predetermined upper speed threshold, specifically by providing the transmission control signal to the transmission system upon reaching the upper speed threshold to operate the clutch into the disengaged state. Thus, in the low-speed scenario, the master vehicle alternates between a free-rolling phase and an acceleration phase, which are initiated and terminated according to the lower speed threshold, or the predetermined acceleration distance threshold and the upper speed threshold. Using this novel method, fuel (or electricity from the battery in the case of a battery-powered master vehicle) is consumed only during the short acceleration phase, and the master vehicle's kinetic energy is used to follow the target vehicle, thereby improving fuel consumption. Additionally, the use of the braking unit is reduced or even avoided. Clutch actuation (engagement / disengagement) is also performed during the short phase, thus limiting the load on the clutch. Preferably, the acceleration phase is initiated while the vehicle is still moving, thus consuming less fuel or energy compared to acceleration from a standstill.

[0016] In another development of the method of the first aspect of the invention, the method further includes: confirming or otherwise determining or monitoring a distance value indicating a current distance between the master vehicle and the target vehicle; and further activating the coasting operation mode, particularly activating the first free-coasting phase or the subsequent free-coasting phase, when it is determined that the determined distance value is below an activation distance threshold. In this development, the activation of the coasting operation mode, particularly the free-coasting phase, particularly the first free-coasting phase, is further based on the current distance being below the activation distance threshold. Specifically, the master vehicle may operate at the starting speed value (or at a slightly higher speed) until the distance between the master vehicle and the target vehicle moving at the lower limit speed value reaches the activation distance threshold. At this point, the coasting operation mode is activated.

[0017] In another embodiment, the method further includes confirming (e.g., receiving, determining, or otherwise monitoring) a distance value indicating the current distance between the host vehicle and the target vehicle, and, upon determining that the distance value equals a minimum distance threshold, activating a braking operation mode, particularly by actuating the braking unit to brake the host vehicle by providing a braking control signal to the braking system. This development provides emergency braking characteristics in the event that the target vehicle brakes or otherwise reduces its speed, such that the distance between the host vehicle and the target vehicle decreases, particularly such that, without intervention, the distance will decrease beyond a minimum safe distance, which may be a fixed value or a value dependent on the current state of the host vehicle (speed, gear, load, etc.). Therefore, when the monitored distance reaches a minimum distance threshold equal to or higher than the minimum safe distance, the brakes are applied to reduce the speed of the host vehicle or bring the host vehicle to a complete stop.

[0018] To achieve this objective, the invention also produces, in a second aspect, an adaptive cruise control (ACC) device as defined in claim 10.

[0019] The adaptive cruise control device of the second aspect is suitable for controlling the speed value of the host vehicle, particularly in low-speed scenarios as described above. The adaptive cruise control unit includes a start-up speed confirmation unit configured to confirm (e.g., receive or determine) the start-up speed value of the host vehicle. As described above, the start-up speed value indicates the minimum vehicle speed at which the host vehicle can be driven with the clutch fully engaged. The ACC device also includes a target vehicle speed confirmation unit, which in particular includes or is connected to a speed sensor and is configured to confirm the target vehicle speed value of a target vehicle traveling ahead, particularly the nearest vehicle traveling in the same direction and particularly in the same road lane. The ACC device further includes a control unit configured to operate the host vehicle in coasting operation mode when it is determined that the target vehicle speed of the target vehicle traveling ahead is lower than the start-up speed of the host vehicle, particularly activating a first free-coasting phase, particularly by providing a transmission control signal to the transmission system to disengage the clutch until the current host vehicle speed reaches a predetermined lower speed threshold below the target vehicle speed.

[0020] Therefore, the ACC device of the second aspect shares the advantages of the method of the first aspect of the present invention.

[0021] The development of the ACC device, a second aspect of the present invention, will be described below.

[0022] In this development, the adaptive cruise control device further includes a distance confirmation unit, which in particular includes or is connected to a distance sensor and is configured to confirm a distance value indicating the amount of distance between the host vehicle and the target vehicle. In this development, the control unit is further configured to operate the host vehicle in the coasting operation mode, specifically activating the first free-coasting phase, when it is determined that the determined distance value is below an activation distance threshold.

[0023] In another development, the control unit is additionally or alternatively configured to activate a braking phase by providing a braking control signal to the braking system when the distance value is determined to be equal to a minimum distance threshold, in order to operate the braking unit for braking the master vehicle.

[0024] In another development, the control unit of the ACC device of the present invention is further configured to activate an acceleration phase when it is determined that the current master vehicle speed has reached a lower speed threshold below the target vehicle speed of the moving target vehicle. In particular, the clutch is engaged and the master vehicle is accelerated until the master vehicle speed reaches a predetermined upper speed threshold equal to or higher than the starting speed value. Optionally, when it is determined that the master vehicle speed has reached the predetermined upper speed threshold, the subsequent free-rolling phase is activated, in particular by providing the transmission control signal to the transmission system to engage the clutch when the upper speed threshold is reached.

[0025] The third aspect of the invention is formed by a vehicle, particularly a commercial vehicle, which includes an adaptive cruise control device according to the second aspect of the invention, and further includes a transmission system for operating a clutch and a braking system for actuating a braking unit.

[0026] The fourth aspect of the invention is formed by a computer program including instructions that, when executed by a processor of an adaptive cruise control device (e.g., a control unit) according to the second aspect of the invention, cause the adaptive cruise control device to perform the method of the first aspect of the invention.

[0027] These and other aspects of the invention will be apparent from the embodiments described below and will be illustrated with reference to the embodiments described below.

[0028] Embodiments of the present invention are described below based on the accompanying drawings, which are also partially illustrated in comparison to the prior art. The latter are not necessarily intended to represent embodiments to scale. Where useful for explanation, the drawings are shown in schematic and / or slightly distorted form. Reference is made to related prior art regarding the addition of teachings readily identifiable from the drawings. It should be remembered that many modifications and changes to the form and details of the embodiments can be made without departing from the general concept of the invention. The features of the invention disclosed in the specification, drawings, and claims may be necessary for further development of the invention (alone or in any combination). Furthermore, all combinations of at least two features disclosed in the specification, drawings, and / or claims fall within the scope of the invention.

[0029] The general concept of the invention is not limited to the exact form or details of the preferred embodiments shown and described below, or to the subject matter which would be limited compared to the subject matter claimed in the claims.

[0030] For a given design scope, the values ​​within the specified limits of the scope are also disclosed as limit values, and are therefore applicable and claimable. Attached Figure Description

[0031] The following diagram shows:

[0032] Figure 1 The diagram shows a primary vehicle and a target vehicle in a low-speed scenario, where the target vehicle's speed is lower than the primary vehicle's starting speed.

[0033] Figure 2 A timing diagram of multiple driving parameters of a master vehicle implementing a first known method for controlling speed in low-speed scenarios is shown.

[0034] Figure 3 A timing diagram of multiple driving parameters of the master vehicle implementing a second known method for controlling speed in low-speed scenarios is shown;

[0035] Figure 4 A timing diagram of multiple driving parameters of a master vehicle implementing an exemplary method for controlling speed in a low-speed scenario according to a first embodiment of the present invention is shown.

[0036] Figure 5 A flowchart illustrating an exemplary method for controlling the speed of a master vehicle in a low-speed scenario according to a second embodiment of the present invention is shown; and

[0037] Figure 6 An exemplary block diagram of a vehicle including an adaptive cruise control device according to the present invention is shown. Detailed Implementation

[0038] Figure 1 This refers to a primary vehicle 150 and a target vehicle 152, where the target vehicle 152 is the closest vehicle traveling in the same direction (specifically, on the same road lane) ahead of the primary vehicle 150. This scenario depicts a so-called low-speed scenario, where the target vehicle 152 has a speed value V. T Starting speed V less than 150 km / h for the main vehicle M The main vehicle 150 has a starting speed value V. M The starting speed value V M This indicates the minimum vehicle speed at which the main vehicle can be driven with the clutch fully engaged. Specifically, the starting speed value V... M This depends on the current vehicle status, including the current speed ratio and current load. At a given point in time, the distance between the master vehicle and the target vehicle is D, because the master vehicle V... H The current speed value is higher than that of the target vehicle V. T The current speed value indicates that the distance will decrease over time. Reducing the speed of the master vehicle to match the speed of the target vehicle will cause the speed of the master vehicle to drop below the starting speed value, which, if not properly addressed, will result in engine stall.

[0039] Figure 2 The diagram shows a timing diagram of several driving parameters of a master vehicle implementing a first known method for controlling speed in a low-speed scenario. These driving parameters include speed V (such as the current speed values ​​V0 of both the master vehicle and the target vehicle). H V T and the starting speed value V of the main vehicle M The data includes the current distance D between the target vehicle and the host vehicle, fuel consumption F, brake usage B, and clutch usage C. In this first known method, the adaptive cruise control (ACC) system controls the host vehicle 150 such that the host vehicle 150 operates under so-called partial clutch operation even at low speeds (e.g., below the starting speed value V). M At the same speed, it also follows the target vehicle 152. In this case, the clutch C operates in a partially closed state for an extended period, which results in excessive load on the clutch and increases its wear. In addition, fuel F is continuously consumed to maintain the master vehicle at the desired speed.

[0040] Figure 3 Timing diagrams of several driving parameters of the main vehicle are also shown, as in the reference. Figure 2 The explanation describes a second known method for controlling speed in low-speed scenarios. In this second method, the target vehicle 152 ahead travels at a slow speed V. T (For example, the starting speed value V of the main vehicle is 150) M When moving at even slower speeds, the ACC system handles this slow-speed scenario through frequent acceleration and braking. Typically, the ACC system controls the vehicle's speed at or slightly above the minimum speed at which it can move without overloading the clutch (the starting speed value). This starting speed value V... M The speed V of the target vehicle ahead is 152. T Therefore, the main vehicle 150 moves closer and closer to the target vehicle 152 in front, and the distance between them decreases. Once the distance value D reaches a certain value at time t... a Reaching the minimum distance threshold D indicating a possible collision Min The ACC system decelerates the main vehicle by applying brake B, typically bringing the main vehicle to 150 t. b Stop, i.e., V H =0. Once a sufficient gap is opened between the main vehicle and the target vehicle, at t c At that point, the ACC system again accelerated the main vehicle until it reached t. dThe system reaches a speed equal to or higher than the starting speed and repeats this operation. In this method, clutch C must frequently engage and disengage as the ACC system accelerates and decelerates. Furthermore, during deceleration, the ACC system operates brake B, which causes wear. Frequent acceleration and deceleration also lead to increased fuel consumption and emissions. Therefore, fuel efficiency is reduced, and wear on components such as clutch C and brake B is increased.

[0041] Figure 4 A timing diagram of multiple driving parameters of a master vehicle 150 implementing an exemplary method for controlling speed in a low-speed scenario according to a first embodiment of the present invention is shown. Again, the master vehicle 150 initially follows a target vehicle 152, which starts at a speed V lower than the master vehicle's initial speed value. M velocity value V T Movement, speed value V T In the velocity V diagram, it is indicated as a constant value and therefore represented as a horizontal line. The target vehicle velocity V is determined to be that of the target vehicle 152 traveling ahead. T Starting speed V less than 150 km / h for the main vehicle M At that time, the main vehicle was operating in coasting mode (CM). Figure 4 In the example shown, this gliding operation mode occurs at time t. a Starting at this point, after driving at this initial speed for a certain period of time, the distance D to the target vehicle falls below the activation distance threshold D. AT .exist Figure 4 The t shown a Activating the coasting operation mode includes activating the first free-rolling phase FR1, for example by providing a transmission control signal TC to the transmission system to disengage the clutch C. D Furthermore, it maintains the first free-running phase FR1 until the current master vehicle speed value V. H In t b The speed V is lower than the target vehicle speed. T The predetermined lower limit speed threshold V LT Operate the master vehicle 150 in coasting operation mode CM. At this point in time, that is, after determining the current speed value V of the master vehicle... H The target vehicle speed V has been reached, which is 152 lower than the moving target vehicle speed. T The lower limit speed threshold V LT At that time, the AD acceleration phase is activated. (t) b and t c The acceleration phase AD that occurs during the time span involves engaging clutch C. E And accelerate the main vehicle to 150 until the main vehicle's speed value V is reached. HReaching a speed equal to or higher than the starting speed value V M (exist Figure 4 The predetermined upper limit speed threshold V (equal to the starting speed value) in the example shown HT .

[0042] In addition, after determining the speed value V of the main vehicle H The predetermined upper limit speed threshold V has been reached. HT At t c The subsequent free-running phase FR2 is activated, specifically when the upper speed threshold V is reached. HT Then, the transmission control signal TC is provided to the transmission system again to disengage the clutch C. D When the speed value V of the main vehicle H In t d and t e When the acceleration phase AD is reactivated during the time span between the two periods, the main vehicle speed value V H In tt d The lower speed threshold V is reached again. LT At time t, the subsequent free-running phase FR2 ends. e At this point, the third free-running phase FR3 begins, and the transmission control signal TC is again provided to the transmission system to disengage the clutch C. D However, in this example, during the third free-running phase FR3, the target vehicle 152 further increases its speed value V. T The distance D between the main vehicle and the vehicle is reduced to 150 (slowly decelerating due to friction and air resistance) to reach the minimum distance threshold D. Min The degree. According to Figure 4 For example, when it is determined that the current distance D between the main vehicle and the target vehicle is equal to the minimum distance threshold D... Min At this time, the braking operation mode BM is activated. Specifically, the braking control signal BC is provided to the braking system 158 to actuate the braking unit B to brake the main vehicle 150.

[0043] Figure 5 A flowchart of an exemplary method 100 for controlling the speed of a master vehicle in a low-speed scenario according to a second embodiment of the present invention is shown. Method 100 includes, in step 102, confirming the starting speed value V of the master vehicle 150. M It indicates that clutch C is in the fully engaged state. E The minimum vehicle speed at which the master vehicle 150 can be driven is determined, and specifically depends on the current gear ratio GR. The method also includes, in step 104, determining the target vehicle speed value V of the target vehicle 152 traveling in front of the master vehicle 150. TAfter determining the speed value V of the target vehicle 152 traveling ahead. T Starting speed V less than 150 km / h for the main vehicle M The method includes, in step 106, operating the master vehicle in a coasting operation mode CM. This operation in coasting operation mode CM (step 106) may include operating the clutch C to a disengaged state C by providing a transmission control signal TC to the transmission system 156. D To activate the first free-running phase FR1, and before the braking operation mode BM, maintain the first free-running phase FR1 until the current master vehicle speed value V. H Reaching a speed lower than the target vehicle speed value V T The predetermined lower limit speed threshold V LT Operate the main vehicle 150 in this coasting operation mode.

[0044] Additionally, method 100 may further include: determining the current master vehicle speed value V in step 108. H The target vehicle speed V is 152 lower than the moving target vehicle. T The lower limit speed threshold V LT At that time, the acceleration driving phase AD is activated in step 110.

[0045] Additionally, method 100 may further include determining the main vehicle speed value V in step 112. H The predetermined upper limit speed threshold V has been reached. HT In step 114, the subsequent free-running phases FR2 and FR3 are activated, specifically by reaching the upper speed threshold V. HT The transmission control signal TC is provided to the transmission system to disengage the clutch C. D .

[0046] In addition, alternatively, such as Figure 5 As shown by the dashed line, the method may include, in step 116, confirming a distance value D indicating the distance between the master vehicle 150 and the target vehicle 152, and then, as explained with reference to step 106, further determining in step 118 that the confirmed distance value D is lower than an activation distance threshold D. AT At that time, activate the coasting operation mode CM, especially the first free coasting phase FR1.

[0047] Figure 6An exemplary block diagram of a vehicle 1000 including an adaptive cruise control device 500 according to the present invention is shown. The adaptive cruise control (ACC) device 500 includes a start-speed confirmation unit 502 configured to confirm (i.e., determine or receive) the start-speed value V of the host vehicle 150. M The starting speed value V M Indicates that clutch C is in the fully engaged state. E The minimum vehicle speed at which the main vehicle 150 can be driven. This value can be determined by the start speed confirmation unit 502 based on, for example, the current gear ratio GR and / or based on the current driving conditions (including the current load), or it can be determined by an external unit and provided to the start speed confirmation unit 502 as appropriate data, for example via the CAN bus.

[0048] The ACC device also includes a target vehicle speed confirmation unit 504, specifically including or connected to a speed sensor 505. This speed sensor is configured to determine the target vehicle speed value V of a target vehicle 152 traveling ahead. T And, for example, via the CAN bus, it provides the target vehicle speed confirmation unit 504 with an indication of the target vehicle speed value V. T The data is used as appropriate data.

[0049] The ACC system may additionally include a distance verification unit 516, particularly including or being connected to a distance sensor 517, which is configured to determine a distance value D indicating the amount of distance between the host vehicle 150 and the target vehicle 152, and to provide data indicating the distance value D as appropriate data to the distance verification unit 516, for example via a CAN bus.

[0050] The sensors 505 and 517 mentioned above may be dedicated sensors for the adaptive cruise control device 500 or sensors for commercial vehicles. Their data are received, for example, at the vehicle's electronic control unit, which then provides the relevant data to the relevant confirmation units 502, 504 and 516 via a wired (e.g., CAN bus) or wireless connection.

[0051] The ACC device further includes a control unit 506, which is configured to determine the target vehicle speed V of the forward-moving target vehicle 152. T Starting speed V is 150 km / h lower than that of the main vehicle M At this time, the master vehicle 150 is operated in coasting operation mode CM. Specifically, the control unit 506 is configured to activate the first free-coasting phase FR1 by providing a transmission control signal TC to the transmission system 156 to operate the clutch C to the disengaged state C. D Until the current speed of the main vehicle V HReaching a speed lower than the target vehicle speed V T The predetermined lower limit speed threshold V LT .

[0052] The control unit 506 of the ACC device 500 may optionally be configured to, upon determining the current speed V of the master vehicle... H The target vehicle speed V is 152 lower than the moving target vehicle. T The lower limit speed threshold V LT At that time, activate the acceleration phase AD, especially by engaging clutch C to the engaged state. E And accelerate the main vehicle by 150 until the main vehicle's speed value V. H Reaching a speed equal to or higher than the starting speed value V M The predetermined upper limit speed threshold V HT And optionally, after determining the speed value V of the main vehicle H The predetermined upper limit speed threshold V has been reached. HT At that time, the subsequent free-running phase FR2 is activated, specifically by providing a transmission control signal TC to the transmission system 156 to reach the upper speed threshold V. HT When the clutch C is engaged, it is disengaged. D .

[0053] Control unit 506 can also be configured to, upon determining that the determined distance value D is lower than the activation distance threshold D, AT Then, the first free-running phase FR1 is further activated.

[0054] Alternatively, the control unit 506 can be further configured to determine that the distance value D equals the minimum distance threshold D. Min At that time, the braking phase BP is activated by providing a braking control signal BC to the braking system 158, which is used to operate the braking unit B to brake the main vehicle 150.

[0055] In summary, the present invention relates to a method for operating a master vehicle, wherein the speed value of the master vehicle is controlled in a low-speed scenario. The method includes: determining a starting speed value of the master vehicle, the starting speed value indicating the minimum vehicle speed at which the master vehicle can be driven with the clutch fully engaged; determining a target vehicle speed value of a target vehicle traveling ahead of the master vehicle; and operating the master vehicle in a coasting operation mode when it is determined that the target vehicle speed value is lower than the starting speed value of the master vehicle, thereby improving fuel efficiency and reducing wear on vehicle components such as the clutch and brakes.

[0056] By studying the accompanying drawings, the disclosure, and the appended claims, those skilled in the art can understand and implement other variations of the disclosed embodiments in practicing the claimed invention.

[0057] In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite article "a" or "an" does not exclude a plurality.

[0058] A single unit or device can perform the functions of several items recited in the claims. The fact that certain measures are recited in different dependent claims does not mean that a combination of these measures cannot be used advantageously.

[0059] Any reference numerals in the claims should not be construed as limiting the scope. Reference List (part of the instruction manual) 100 methods Method 102: Steps of Method 100 Method 104: Steps of Method 100 Method 106: Steps of Method 100 Method 108: Steps for Method 100 Method 110: Steps for Method 100 Method 100's steps (112) Method 100's steps (114) Method 100's steps (116) Method 118: Steps of Method 100 Method 120 and Method 100: Steps 150 main vehicles 152 Target Vehicles 156 Transmission System 158 Braking System 500 Adaptive Cruise Control (ACC) 502 Starting Speed ​​Confirmation Unit 504 Target Vehicle Speed ​​Confirmation Unit 505 Speed ​​Sensor 506 Control Unit 516 Distance Confirmation Unit 517 Distance Sensor 1000 vehicles AD acceleration phase B. Brake, Braking Unit BC Braking Control Signal BM Braking Operation Mode BP braking phase C. Clutch, clutch unit C D Clutch disengagement state C E Clutch engagement state CM sliding operation mode D Distance D AT Activation distance threshold D Min Minimum distance threshold F Fuel consumption GR speed ratio TC transmission control signal V speed V H Main vehicle speed value V HT Upper speed threshold V LT Lower limit speed threshold V M Starting speed value V T Target vehicle speed value.

Claims

1. A method (100) for operating a master vehicle (150), wherein, controlling a speed value (V H ) of the host vehicle (150) in a low-speed scenario, the method (100) comprising: Confirm (102) the starting speed value (V) of the main vehicle (150). M The starting speed value (V) M The indicator shows that the clutch (C) is in the fully engaged state (C). E The minimum vehicle speed at which the main vehicle (150) can be driven, in particular, the starting speed value (V) M It depends on the current speed ratio (GR); Confirm (104) the target vehicle speed (V) of the target vehicle (152) traveling in front of the main vehicle (150). T );as well as After determining the target vehicle speed (V) of the target vehicle (152) traveling ahead. T The starting speed value (V) of the main vehicle (150) is lower than that of the main vehicle (150). M When operating the main vehicle (150) in coasting operation mode (CM), the main vehicle (150) is operated (106).

2. The method according to claim 1, wherein, Before the main vehicle (150) operates in the braking operation mode (BM), the main vehicle (150) operates in the coasting operation mode (CM), in which the braking unit (B) is actuated.

3. The method according to claim 1 or 2, wherein, The main vehicle (150) is operated in the coasting operation mode (CM) by the following means: - By providing a transmission control signal (TC) to the transmission system (156) to operate the clutch (C) into a disengaged state (C D ) to activate (106) the first free-running phase (FR1), and - By maintaining the first free-running phase (FR1) until the current master vehicle speed value (V H ) reaches a speed greater than the target vehicle speed value (V) T Low predetermined lower speed threshold (V) LT ), to operate the master vehicle (150) in the coasting operation mode before the braking operation mode (BM).

4. The method according to any one of the preceding claims, further comprising: After determining (108) the current speed value of the main vehicle (V) H ) to reach a speed (V) greater than that of the target vehicle (152) that is currently moving. T Low lower limit speed threshold (V) LT When ), the (110) acceleration driving phase (AD) is activated.

5. The method according to claim 4, wherein, The lower speed threshold (V) LT () is higher than 0.

6. The method according to claim 4 or 5, wherein, The acceleration phase (AD) involves operating the clutch (C) into an engaged state (C E And accelerate the main vehicle (150) until the main vehicle speed value (V) is reached. H ) reaches the predetermined upper limit speed threshold (V) HT The predetermined upper limit speed threshold is equal to or higher than the starting speed value (V). M ).

7. The method of claim 6, further comprising: After determining (112) the speed value (V) of the main vehicle H The predetermined upper speed threshold (V) has been reached. HT When (114) is activated, the subsequent free-running phase (FR2, FR3) is activated. Especially when the upper speed threshold (V) is reached HT When the transmission system (156) provides the transmission control signal (TC) to operate the clutch (C) to the disengaged state (C), the clutch (C) is operated to the disengaged state. D When ), activate (114) the subsequent free-running phase (FR2, FR3).

8. The method according to any one of the preceding claims, further comprising: Confirm (116) the distance value (D) indicating the distance between the main vehicle (150) and the target vehicle (152); as well as - Further, it is determined that the determined distance value (D) is lower than the activation distance threshold (D) in (118). AT When ), activate the coasting operation mode (CM), especially the first free coasting phase (FR1).

9. The method according to any one of the preceding claims, further comprising: - Confirm (116) the distance value (D) indicating the distance between the master vehicle (150) and the target vehicle (152); -After determining (120) that the distance value (D) is equal to the minimum distance threshold (D) Min When the brake is engaged, the (122) brake operation mode (BM) is activated, in particular by providing a brake control signal (BC) to the brake system (158) to actuate the brake unit (B) for braking the master vehicle (150).

10. A speed value (V) for controlling the speed of the master vehicle (150) H An adaptive cruise control device (500), particularly in low-speed scenarios, comprising: - Starting speed confirmation unit (502), the starting speed confirmation unit (502) is configured to confirm the starting speed value (V) of the master vehicle (150) indicating the minimum vehicle speed. M At the minimum vehicle speed, the clutch (C) is able to be fully engaged (C). E In the case of driving the main vehicle (150); and - A target vehicle speed confirmation unit (504), specifically including or connected to a speed sensor (505), the target vehicle speed confirmation unit (504) being configured to confirm the target vehicle speed value (V) of a target vehicle (152) traveling ahead. T ); - Control unit (506), the control unit (506) being configured to determine the target vehicle speed (V) of the target vehicle (152) traveling ahead. T The starting speed (V) of the main vehicle (150) is lower than that of the main vehicle (150). M When the master vehicle (150) is operated in coasting mode (CM), in particular by providing a transmission control signal (TC) to the transmission system (156) to disengage the clutch (C). D Until the current main vehicle speed (V) H ) reaches a speed greater than the target vehicle speed (V) T Low predetermined lower speed threshold (V) LT This is used to activate the first free-running phase (FR1).

11. The adaptive cruise control device (500) according to claim 7, further comprising: -In particular, a distance confirmation unit (516) is included or connected to a distance sensor (517), the distance confirmation unit (516) being configured to confirm a distance value (D) indicating the amount of distance between the host vehicle (150) and the target vehicle (152); and The control unit (506) is further configured to operate the master vehicle (150) in the coasting operation mode (CM), particularly when it is determined (118) that the determined distance value (D) is lower than the activation distance threshold (D). AT The first free-running phase (FR1) is activated when the vehicle is in motion.

12. The adaptive cruise control device (500) according to claim 10 or 11, further comprising: - Specifically, a distance confirmation unit (516) including or connected to a distance sensor (517), the distance confirmation unit (516) being configured to confirm a distance value (D) indicating the amount of distance between the host vehicle (150) and the target vehicle (152); and The control unit (506) is further configured to determine (120) that the distance value (D) is equal to the minimum distance threshold (D). Min When the braking phase (BP) is activated, a braking control signal (BC) is provided to the braking system (158) to operate the braking unit (B) for braking the main vehicle (150).

13. The adaptive cruise control device (500) according to claims 10 to 12, wherein, The control unit is further configured to determine (108) the current master vehicle speed (V) H ) to reach a speed (V) greater than that of the target vehicle (152) that is currently moving. T Low lower limit speed threshold (V) LT When ), the (110) acceleration driving phase (AD) is activated.

14. A vehicle (1000), particularly a commercial vehicle, comprising an adaptive cruise control device (500) according to any one of claims 10 to 13, a transmission system (156) for operating a clutch (C), and a braking system (158) for actuating a braking unit (B).

15. A computer program comprising instructions that, when executed by a processor of an adaptive cruise control device according to claims 10 to 13, cause the adaptive cruise control device to perform the method according to any one of claims 1 to 9.

Images