DRIVING BEHAVIOR FEEDBACK INTERFACE

Abstract

Control system comprising: a controller configured to receive an input providing information about at least one vehicle acceleration, one vehicle deceleration, and one vehicle speed, and to output at least one continuous speed result based on the input, and an interface communicating with the controller and configured to display a continuous speed feedback indicator providing information about the at least one continuous speed result; wherein the controller outputs the at least one continuous speed result when the vehicle acceleration is below an acceleration threshold and the vehicle deceleration is below a deceleration threshold.

Description

[0001] One or more embodiments of the present application relate to a system and a method for providing feedback to a driver via a user interface regarding the driver's sustained speed behavior.

[0002] Vehicles feature a number of interfaces, such as indicators, gauges, and various displays, to provide the user with information related to the vehicle's operation and its surroundings. With the advent of new technologies, including those found in conventional vehicles as well as in hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and battery electric vehicles (BEVs), these interfaces have become more complex. Many HEVs, for example, include indicators that attempt to inform the driver about different hybrid driving states. Certain indicators show the driver when the vehicle is being powered by the electric motor alone, the combustion engine alone, or a combination of both. Similarly, a display might indicate when the engine is functioning as a generator, charging an energy storage device such as a battery.Regardless of the vehicle type, fuel efficiency or a vehicle's range remains an important metric for most drivers.

[0003] Under real-world driving conditions, driver behavior remains the primary factor influencing a vehicle's fuel economy or range. It is well known that some drivers are unable to achieve their desired fuel savings or range, partly due to driving habits. While it is clear that driving behavior affects fuel economy or range, it is often unclear how to drive in a way that considers the powertrain and other environmental factors to improve fuel economy or range. In many cases, drivers are willing to change their behavior but unable to translate recommended techniques into real-world changes in their driving habits.

[0004] Documents US 2012 / 0 239 462 A1 and DE 10 2010 041 537 A1 each describe procedures in which exceeding a maximum speed is detected and displayed.

[0005] According to one or more embodiments of the present application, a display control system and a method for coaching continuous speed behavior are provided. The control system can include a controller and an interface for communication with the controller. The controller can be configured to receive inputs that provide information about at least the vehicle acceleration, deceleration, and speed. The controller can further be configured to output at least one continuous speed result based on the input. The interface can be configured to display a continuous speed feedback indicator that provides information about the at least one continuous speed result.

[0006] The interface may include a continuous speed feedback indicator for displaying the continuous speed feedback. The interface may be configured to adjust the continuous speed feedback indicator based on at least one continuous speed result. The at least one continuous speed result displayed by the continuous speed feedback indicator may be either a long-term continuous speed result or an instantaneous continuous speed result. The interface may further be configured to adjust the color of at least one part of the continuous speed feedback indicator based on the other part of the long-term continuous speed result or instantaneous continuous speed result.According to one or more embodiments, the controller can generate the instantaneous continuous speed result based on the vehicle acceleration, deceleration, and speed. In this respect, the controller can normalize one or more of the vehicle acceleration, deceleration, and speed elements based on the vehicle speed before generating the instantaneous continuous speed result. Furthermore, the controller can calculate a modified vehicle speed value before generating the instantaneous continuous speed result. The modified vehicle speed value can be based on the vehicle speed and the long-term continuous speed result. The modified vehicle speed value can be calculated, for example, by multiplying a normalized vehicle speed value by the long-term continuous speed result.

[0007] According to one or more embodiments, the instantaneous sustained speed result can be determined using a lookup table based on the vehicle speed. Furthermore, the long-term sustained speed result can be based, at least in part, on the instantaneous sustained speed result, a previous long-term sustained speed result, and a forgetting factor to weight the instantaneous sustained speed result and the previous long-term sustained speed result. A value associated with the forgetting factor can be based on a comparison of the instantaneous sustained speed result with a function of the long-term sustained speed result. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a high-level functional diagram of a vehicle control system for driving behavior coaching in accordance with one or more embodiments of the present application, Fig. Figure 2 is an example of a more detailed functional block diagram of the control system. Fig. Figure 3 is a simplified schematic block diagram of the controller and related algorithms commonly found in Fig. 2 are described, for use in coaching sustained speed behavior, and Fig. Figure 4 is a simplified, exemplary flowchart illustrating a method for providing continuous speed behavior feedback in accordance with one or more embodiments of the present application. DETAILED DESCRIPTION

[0008] As required, detailed embodiments of the present invention are disclosed here. However, it must be understood that the disclosed embodiments are merely examples of the invention, which can be implemented in various and alternative forms. The figures are not necessarily to scale; certain features may be exaggerated or minimized to show details of particular components. The specific structural and functional details disclosed here should therefore not be interpreted as limiting, but only as a representative basis for teaching a person skilled in the art of different uses of the present invention.

[0009] One of the main driver factors that can affect a vehicle's fuel efficiency or range is its sustained speed behavior. Many drivers are often unsure how they should drive to improve fuel economy or range by considering powertrain and other environmental factors. Feedback to drivers on their sustained speed behavior can inform or improve their future actions to increase fuel economy or range with minimal, if any, impact on the vehicle's drivability. Real-time feedback on sustained speed behavior can translate into better long-term driving habits.

[0010] One or more embodiments of the present application can provide a system and a method for monitoring driver inputs and vehicle parameters, assessing a driver's sustained speed behavior, and providing feedback to the driver regarding that sustained speed behavior. This feedback can be used to coach the driver's future sustained speed behavior. This sustained speed behavior coaching can ultimately lead to improvements in the vehicle's performance efficiency if the current sustained speed behavior negatively impacts or reduces it. The system can provide relative short-term feedback or tips related to a driver's sustained speed behavior.Furthermore, the system can monitor the driver's acceptance or rejection of short-term feedback to understand the driver's long-term intentions regarding feedback use in order to modify their sustained speed behavior. The system can also provide a long-term outcome related to the driver's sustained speed behavior, based at least in part on the driver's acceptance or rejection of the sustained speed behavior feedback. In this way, the system can adapt to the driver's long-term intentions regarding the use of sustained speed behavior coaching to modify driving habits and can provide appropriate feedback that may gradually improve the driver's sustained speed behavior over time.According to one or more embodiments of the present application, the long-term result in connection with the driver's sustained speed behavior can be used to modify the vehicle speed input of the system, which can be used to generate short-term feedback when the vehicle acceleration and deceleration are each below the corresponding acceleration and deceleration thresholds.

[0011] Referring to the drawings, forms Fig. Figure 1 shows a high-level functional diagram of a control system 20 for a vehicle (not shown) for driving behavior coaching in accordance with one or more embodiments of the present application. The control system 20 may include a controller 22 and a user interface 24 that communicate with each other. Although shown as a single controller, the controller 22 may include multiple controllers that can be used to control multiple vehicle systems. For example, the controller 22 may be a vehicle system controller / powertrain control module (VSC / PCM). In this respect, the PCM part of the VSC / PCM may be software embedded within the VSC / PCM, or it may be a separate hardware device.In general, the controller 22 incorporates any number of microprocessors, ASICs, ICs, memory (for example, FLASH, ROM, RAM, EPROM, and / or EEPROM), and software code to interact with each other and perform a range of operations. The controller 22 can communicate with other controllers (for example, a battery power control module, transmission control module, etc.) and with the user interface 24 via a wired vehicle connection, such as a BUS 25, using a common bus protocol (for example, CAN), or it can communicate wirelessly with other vehicle devices using a wireless transmitter / receiver (not shown).

[0012] The controller 22 can receive input signals 26 and can generate one or more instantaneous and / or long-term driving behavior feedback signals 28 in response to the input signals 26. The controller 22 can transmit this information to the user interface 24, which in turn conveys the information to the driver. The driver can then use the driving behavior feedback to improve driving habits, such as those related to acceleration, deceleration, and sustained speed.

[0013] The user interface 24 can include at least one display 30 and associated circuitry, including hardware and / or software required to communicate with the controller 22 and operate the display. The display 30 can generally be used to provide the driver with relevant vehicle information, such as driving behavior information or other information related to the operation of the vehicle.

[0014] The display 30 can be located within a vehicle dashboard (not shown), such as in an instrument panel or a central console area. Furthermore, the display 30 can be part of another user interface system, such as a navigation system, or it can be part of a dedicated information display system. The display 30 can be a liquid crystal display (LCD), a plasma display, an organic light-emitting display (OLED), or any other suitable display. The display 30 can include a touchscreen for receiving driver input related to selected areas of the display. The user interface 24 or the display 30 can also include one or more buttons (not shown), including physical buttons or softkeys, for executing driver input.

[0015] The driving behavior feedback signals 28 generated by the controller 22 can correspond to a result or other relevant measure that can be used to evaluate aspects of a driver's driving behavior, such as acceleration behavior, deceleration (braking) behavior, and sustained speed behavior. According to one or more embodiments, the driving behavior feedback signals 28 can include one or more of the following driving behavior results: an instantaneous acceleration result (S a ), a long-term acceleration result (L a ), an instantaneous deceleration result (S d ), a long-term slowdown result (L d ), an instantaneous continuous velocity result (S c ) and a long-term sustained speed result (L c ).

[0016] The display 30 can include one or more driving behavior feedback indicators 32 to convey the various driving behavior feedback results. In particular, the display 30 can include an acceleration feedback indicator 32a, which is linked to the instantaneous acceleration result (S a ) and / or the long-term acceleration result (L a ) is connected. The display 30 may also include a deceleration feedback indicator 32b, which is connected to the instantaneous deceleration result (S d ) and / or the long-term slowdown result (L d ) is connected. Furthermore, the display 30 can have a continuous speed feedback indicator 32c, which is connected to the instantaneous continuous speed result (S c ) and / or the long-term sustained speed result (L c ) is connected. As in Fig. As shown in Figure 1, each driving behavior feedback indicator 32 can be a bar indicator that has at least one feedback indicator corresponding to at least one of the driving behavior feedback signals 28. For example, the acceleration feedback indicator 32a can have an acceleration feedback indicator 34 that corresponds to at least either the instantaneous acceleration result (S a ) or the long-term acceleration result (L a ). Similarly, the slowdown feedback indicator 32b can, for example, have a slowdown feedback indicator 36 that corresponds to at least either the instantaneous slowdown result (S d ) or the long-term slowdown result (L d ). The continuous velocity feedback indicator 32c can have a continuous velocity feedback indicator 38 which corresponds to at least either the instantaneous continuous velocity result (S c ) or the long-term sustained speed result (L cEach feedback indicator can define a corresponding bar segment that is illuminated or otherwise displayed by the display 30. The driving behavior result corresponding to each feedback indicator can therefore define the length of its associated bar segment. For example, the acceleration feedback indicator 34 can define an acceleration bar segment 40 on the acceleration feedback indicator 32a, the deceleration feedback indicator 36 can define a deceleration bar segment 42 on the deceleration feedback indicator 32b, and the constant speed feedback indicator 38 can define a constant speed bar segment 44 on the constant speed feedback indicator 32c.Although each driving behavior feedback indicator 32 can be implemented using a bar indicator or similar graph, various alternative types of indicators and / or displays can also be used to convey driving behavior results. Some non-limiting examples include numerical displays, needle displays, and the like.

[0017] One or more embodiments of the present application can be implemented in all types of vehicles, including vehicles with different powertrain configurations. For example, one or more embodiments can be implemented in hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), or conventional vehicles, such as those powered solely by an internal combustion engine. HEV can refer to vehicles powered by a combustion engine and / or one or more electric motors. BEV can refer to all fully electric vehicles powered by one or more electric motors without assistance from an internal combustion engine. PHEV can refer to all electric hybrid vehicles primarily powered by one or more electric motors.PHEVs and BEVs can be connected to an external power supply to charge a vehicle battery that provides power to the motors.

[0018] To provide one or more of the driving behavior feedback signals 28 mentioned above, one or more input signals 26 received by the controller 22 can generally provide information about the vehicle speed (V). spd ), current vehicle acceleration (A actual ) and / or current vehicle slowdown (D actual ). Additionally, one or more input signals 26 can generally provide a total powertrain output power (P). total), displaying the accelerator pedal position change (ΔAcc_Ped) and / or a braking percentage (Pct_Brk). The input signals 26 received by the controller 22 can be used in one or more algorithms contained within it, or otherwise executed by the controller 22 to determine input values, such as the vehicle acceleration (A actual ), slowdown (D actual ), Total powertrain output power (P total), accelerator pedal position change (ΔAcc_Ped) and / or the braking percentage (Pct_Brk). Although generally described as inputs received directly by the controller 22, one or more of the input signals 26 may merely provide information about inputs commonly used in controller algorithms to generate driving behavior feedback. Exemplary input signals may include a brake pedal position signal (APPS), a brake switch signal (Brk_SW) and / or brake pedal flag signal (Brk_Ped_Flg), friction braking torque (T friction ), regenerative braking torque (T regen ), a high-voltage (HS) battery power (P batt ), fuel flow rate (Fuel_Flow), vehicle speed (V spd ) or output shaft speed (ω oss ), vehicle operating mode (Veh_Mode) and the like.

[0019] The inputs can be received directly as input signals from individual systems or sensors (not shown) or indirectly as input data via the CAN bus 25. The input signals 26 received by the controller 22 may depend on the powertrain technology used in a particular vehicle. In conventional vehicle applications, the input signals may be related to the high-voltage battery power (P). batt ) or the regenerative braking torque (T regen ) for example, it might not be present or applicable when generating driving behavior feedback signals 28. Similarly, in BEV applications, an input signal corresponding to the fuel flow rate (Fuel_Flow) would not be applicable.

[0020] Controller 22 can measure the current vehicle acceleration (A actual ) and slowdown (D actual ) starting from the current vehicle speed (V spd ) or output shaft speed (woss ) determine. Controller 22 can determine the total powertrain output power (P). total ) can be determined in several ways depending on the powertrain configuration. The total powertrain output power (P total ) in HEV and PHEV applications, for example, the sum of the battery power (P batt ) from a high-voltage battery and fuel power (P fuel ), as outlined below: Ptotal = Pbatt + Pfuel

[0021] The fuel power (P fuel ) can be calculated by calculating the value of the fuel flow rate (Fuel_Flow) and a fuel density (Fuel_Density) according to equation 2, which is set out below: Pfuel = Fuel_Flow × Fuel_Density

[0022] In BEV applications, the total powertrain output power (P) total ) however, rely exclusively on battery power (P batt ) are based on: Ptotal = Pbatt

[0023] In conventional powertrain applications, the total powertrain output power (P) total ) exclusively based on fuel consumption (P fuel ) are based on: Total P = Fuel

[0024] Controller 22 can determine the brake pedal position change (ΔAcc_Ped) based on the brake pedal position signal (APPS), which can represent a driver request for wheel torque / power. The brake pedal position change (ΔAcc_Ped) can therefore provide information about the driver's brake pedal response. Fig. Figure 2 is a more detailed example functional block diagram of the control system 20. As can be seen here, the controller 22 can have a variety of interrelated algorithms, represented as separate blocks, for generating the driving behavior feedback signals 28. Although some of the interrelated algorithms are shown schematically in Fig. 2, which were divided for illustrative purposes, can be combined into a larger algorithm for generating the driving behavior feedback signals 28, which are transmitted to the user interface 24. As in Fig. As shown in 2, the input signals 26, which are associated with Fig. The input signals described in section 1 are generally received at an input processing and standardization block 46. Within the input processing and standardization block 46, one or more of the input signals 26 can be processed to determine the values ​​for vehicle acceleration (A). actual ), slowdown (D actual ), Total powertrain output power (P total ), accelerator pedal position change (ΔAcc_Ped), braking percentage (Pct_Brk), or similar parameters as described above. Furthermore, vehicle acceleration (A) can be obtained. actual ) and slowdown (D actual ) as a function of the vehicle speed (V spd) are changed to each a normalized acceleration value (A) norm ) and a normalized deceleration value (D norm ) to obtain.

[0025] The total powertrain output power (P total ) can also be expressed as a function of the vehicle speed (V) spd ) are modified to achieve a normalized overall powertrain output power value (P norm ). Similarly, the change in accelerator pedal position (ΔAcc_Ped) can also be expressed as a function of the vehicle speed (V). spd ) are changed to provide a normalized accelerator pedal position change value (ΔAcc_Ped) norm ) to obtain. In certain cases, the vehicle speed (V) can be increased. spd ) themselves must be normalized to obtain a normalized vehicle speed (V) norm ) to obtain.

[0026] Like the total powertrain output power, the controller 22 can determine the braking percentage (Pct_Brk) differently based on the powertrain configuration. For HEVs, PHEVs, and BEVs, the braking percentage (Pct_Brk) can be based on a ratio of a regenerative braking torque (T). regen ) to the sum of the friction braking torque (T friction ) and regenerative braking torque (T regen ) are based. The braking percentage (Pct_Brk) can, for example, be determined by subtracting the above-mentioned ratio from a filtered whole, as shown in Equation 5 below. Pct_Brk=1−TregenTfriction+Tregen

[0027] In general, a relatively low braking percentage can indicate that braking is largely performed using regenerative braking. Conversely, a relatively high braking percentage can indicate that braking is largely performed using friction braking.

[0028] For conventional vehicles, the braking percentage (Pct_Brk) can be determined from one or more of the brake pedal signals (for example, Brk_SW and / or Brk_Ped_Flg). As the average person understands, the brake switch signal (Brk_SW) can be an input indicating when the brake pedal is first depressed. The brake pedal flag signal (Brk_Ped_Flg) can be a redundant brake pedal input indicating when the brake pedal is depressed beyond a certain point reported by the brake switch signal (Brk_SW). In certain applications, only one brake pedal signal may be available, and the signals can therefore be used interchangeably. According to one or more embodiments, the braking percentage (Pct_Brk) in conventional vehicles can be a slowly filtered weighted sum of the brake pedal switches.Generally, when one of the brake pedal switches is active, the braking percentage can be relatively low; when two of the brake pedal switches are active, the braking percentage can be relatively high. The braking percentage (Pct_Brk) can also be expressed as a function of the vehicle speed (V). spd ) can be changed to a normalized braking percentage value (Pct_Brk) norm ) to obtain.

[0029] Acceleration, deceleration, vehicle speed, total powertrain output, brake pedal position change, and braking percentage can be normalized with respect to vehicle speed because a vehicle behaves differently at lower speeds than at higher speeds. Furthermore, the system can potentially take vehicle speed into account when determining the driving behavior feedback signals 28. For example, the system can place less emphasis on the driver's pedal reactions at low speeds. The controller 22 can therefore use the normalized accelerator pedal position change (ΔAcc_Ped). norm ) to adjust based on vehicle speed. The maximum total powertrain output power (P max ) can generally be lower at lower speeds, and the maximum vehicle acceleration (A max) can generally be higher at lower speeds. Standardizing these input values ​​allows the system to take vehicle speed into account when providing driving behavior feedback.

[0030] The controller 22 can further include a normalization block 48 for behavior learning and adaptive input and an instantaneous result determination block 50. The normalized outputs of the input processing and normalization block 46 can become inputs for the normalization block 48 for behavior learning and adaptive input and / or for the instantaneous result determination block 50. At the normalization block 48 for behavior learning and adaptive input, the controller 22 can monitor the instantaneous driving behavior of a driver via one or more instantaneous driving behavior feedback signals 52 (for example, the instantaneous acceleration result (S a ), the instantaneous slowdown result (S d) or the instantaneous continuous velocity result (S c )), which are output by the instantaneous result determination block 50. The instantaneous driving behavior feedback signals 52 can also be transmitted to the user interface 24. The controller 22 can assess the driver's general acceptance or rejection of short-term driving behavior feedback based on the instantaneous driving behavior feedback signals 52. In this way, the controller 22 can learn or adjust the driver's long-term driving behavior intentions based on whether the driver reacts to the feedback or generally ignores it.

[0031] Furthermore, the controller 22 can generate one or more long-term driving behavior feedback signals 54 (for example, the long-term acceleration result (L)). a ), the long-term slowdown result (L d ) or the long-term sustained speed result (L c)), which can be transmitted to the user interface 24. In addition, the long-term driving behavior feedback signals 54 can be used to further modify the normalized inputs for acceleration, deceleration, and vehicle speed. In one or more embodiments, the controller 22 can, for example, modify the normalized acceleration input (A norm ) based on whether the driver reacts to driving acceleration behavior feedback. In this respect, the normalized acceleration (A norm ) with the long-term acceleration result (L a ) are multiplied at the standardization block 48 for learning behavior and adaptive input to obtain an adapted normalized acceleration value (A adapted). The controller 22 can also modify the normalized inputs for deceleration and / or vehicle speed in a similar manner at the normalization block 48 for behavior learning and adaptive input, in order to generate a customized normalized deceleration (D). adapted ) and an adjusted normalized vehicle speed (V adapted to generate.

[0032] In general, the system can provide short-term and / or long-term driving behavior feedback during specific driving behavior events. For example, the system can provide driving acceleration behavior feedback when the controller 22 determines that a qualifying acceleration event is occurring or has just occurred. According to one or more embodiments, the controller 22 can detect the occurrence of an acceleration event when the accelerator pedal position is above a pedal position threshold, the vehicle speed is above a speed threshold, and the vehicle acceleration is above an acceleration threshold. The system can provide sustained speed behavior feedback when the controller 22 determines that a qualifying deceleration (braking) event is occurring or has just occurred.According to one or more embodiments, the controller 22 can detect the occurrence of a deceleration event when the braking percentage is above a braking percentage threshold, the vehicle speed is above a speed threshold, and the vehicle deceleration is above a deceleration threshold. The system can provide cruising speed behavior feedback when the controller 22 determines that a sustained speed event is occurring. The controller 22 can detect the occurrence of a sustained speed event when no acceleration or deceleration events are occurring and the vehicle speed is above a minimum speed threshold.According to one or more embodiments, the controller 22 can provide continuous speed behavior feedback when the vehicle acceleration is below an acceleration threshold and the vehicle deceleration is below a deceleration threshold. The long-term driving behavior feedback signals 54 can be used to further modify or adjust the normalized inputs for acceleration, deceleration, and vehicle speed as described above when an acceleration event, a deceleration event, or a continuous speed event is detected.

[0033] The adjusted normalized acceleration (A adapted ) can be used when calculating future instantaneous acceleration results (S a ) can be used. For this purpose, the adapted normalized acceleration (A) can be used. adapted ) can be received as an input in the instantaneous result determination block 50. Similarly, the adapted normalized slowdown (Dadapted ) and the adjusted normalized vehicle speed (V adapted ) each time when calculating future instantaneous deceleration results (S d ) and instantaneous continuous velocity results (S c ) can be used. Therefore, the adapted normalized deceleration (D) can be used. adapted ) and adjusted normalized vehicle speed (V adapted ) can also be received as inputs in the instantaneous result determination block 50. As shown, the instantaneous result determination block 50 can also receive additional inputs that can be used to calculate the instantaneous driving behavior results. For example, the normalized total powertrain output power (P) can be norm ), the normalized accelerator pedal position change (ΔAcc_Ped norm ), the normalized braking percentage (Pct_Brk) norm ) and the normalized vehicle speed (V norm ) Inputs of the instant result determination block should be 50.

[0034] According to one or more embodiments of the present application, the instantaneous result determination block 50 can include a fuzzy logic controller and / or algorithm for generating one or more of the instantaneous driving behavior feedback signals 52. As described above, the instantaneous driving behavior feedback signals 52 can be received at the behavior learning and adaptive input standardization block 48 to assess the driver's general acceptance or rejection of the driving behavior feedback and to provide long-term driving behavior feedback signals 54 to the user interface 24. In one or more embodiments, the instantaneous driving behavior feedback signals 52 can also be transmitted to the user interface 24 together with the long-term driving behavior feedback signals 54 for display purposes.

[0035] Fig. Figure 3 illustrates a simplified schematic block diagram of the controller algorithms commonly used in Fig. 2 are described for use in coaching continuous speed behavior. As shown, the controller 22 can generally include the input processing and standardization block 46, the standardization block 48 for behavior learning and adaptive input, and the instantaneous result determination block 50. The controller 22 can receive one or more of the input signals 26 at the input processing and standardization block 46. As described above, the one or more input signals 26 can provide information about the vehicle acceleration (A actual ), the vehicle slowdown (D actual ) and the vehicle speed (V spd ). Furthermore, the vehicle acceleration, deceleration, and speed can each be normalized as a function of the vehicle speed. In this respect, the controller 22 can provide the normalized vehicle speed (V). norm ) at block 56 in response to the input of the vehicle speed (V)spd ) calculate. The controller 22 can calculate the normalized acceleration (A norm ) at block 58 in response to the acceleration inputs (A actual ) and vehicle speed (V spd ) calculate. To calculate the normalized acceleration (A norm To calculate ), the controller 22 can calculate a maximum acceleration value (A max ) for the vehicle at the current vehicle speed. The maximum acceleration can, as the average person understands, be obtained in any number of ways (for example, a lookup table, an acceleration curve, etc.). Once the maximum acceleration (A) is determined max ) is determined, the normalized acceleration (A) can be norm ) can be calculated by determining the current acceleration (A actual ) by the maximum acceleration (A max ) is shared: Dnorm = ActualDmax

[0036] The controller 22 can handle the normalized deceleration (D norm ) at block 60 in response to the slowdown inputs (D actual ) and vehicle speed (V spd ) calculate. To calculate the normalized deceleration (D norm To calculate the maximum deceleration value (D), the controller 22 can specify a maximum deceleration value (D). max ) for the vehicle at the current vehicle speed. The maximum deceleration can, as the average expert understands, be obtained in any number of ways (for example, a lookup table, a deceleration curve, etc.). Once the maximum deceleration (D) is determined max ) is determined, the normalized slowdown (D norm ) can be calculated by determining the current slowdown (D actual ) by the maximum deceleration (D max ) is shared: Dnorm = ActualDmax

[0037] As described above, sustained speed behavior feedback can generally be provided during vehicle sustained speed events (e.g., when vehicle acceleration and deceleration are relatively small). Therefore, the sustained speed behavior feedback signal can be used to normalize the input for vehicle speed (V). norm ) to change further if the vehicle acceleration is below an acceleration threshold and the vehicle deceleration is below a deceleration threshold. For this purpose, the normalized vehicle speed (V) can be used. norm ), which was generated at block 56, with the long-term sustained speed result (L c ) are multiplied at the multiplication connection 62 to obtain the adjusted normalized vehicle speed (V) adapted ) to generate. The algorithm for generating the long-term continuous velocity result (L c) is described in more detail below. The controller 22 can calculate the instantaneous continuous velocity result (S). c ) at block 64. The adjusted normalized vehicle speed (V) adapted ), output by the multiplication connection 62, can be an input for the instantaneous-continuous-velocity result determination block 64. The normalized acceleration (A norm ) and the standardized slowdown (D norm ) can also be inputs for the instantaneous continuous velocity result determination block 64.

[0038] According to one or more embodiments of the present application, the instantaneous continuous velocity result (S c ) to the user interface 24 and displayed on the display 30. Additionally, the instantaneous continuous speed result (S c ) with a function of the long-term endurance rate result (f(L) c)) can be compared at block 66. Since the long-term sustained speed result (L c ) on the instantaneous continuous velocity result (S c ) can be based on, the controller 22 can determine whether the driver's instantaneous sustained speed behavior generally corresponds to the long-term sustained speed result (L c ) will increase or decrease. Furthermore, the controller 22 can select a forgetting factor (w) based on the comparison between the instantaneous continuous velocity result (S). c ) and the function of the long-term endurance speed result (L c ) is based. For example, if the instantaneous continuous velocity result (S) c ) is greater than the long-term sustained speed result (L c ), it can be determined that the long-term sustained speed result (L c ) will increase. If the long-term sustained speed result (L) c) will increase, the controller 22 can detect an increasing forgetfulness factor (w i ) output at comparison block 66. If, on the other hand, the instantaneous continuous velocity result (S c ) is lower than the long-term sustained speed result (L c ), it can be determined that the long-term sustained speed result (L c ) will decrease. In this case, the controller 22 can have a decreasing forgetting factor (w). d ) output at comparison block 66. Once the appropriate forgetting factor (w) has been determined, the controller 22 can output a new long-term sustained velocity result (L). c) at block 68 based on the preceding long-term endurance speed result, the instantaneous endurance speed result, and the applicable forgetting factor. According to one or more embodiments of the present application, the new long-term endurance speed result can be calculated according to Equation 8, shown below: LC(n)=LC(n−1)(w)+SC(1−w) where: L c (n) = the new long-term sustained velocity result L c ( n-1 ) = the previous long-term sustained speed result S c = the instantaneous continuous velocity result w = the forgetting factor (for example wi or wd)

[0039] The term "long term" in the long-term sustained velocity result (L c ) can be a relative term. With reference to the instantaneous continuous velocity result (S ). c), can the long-term sustained speed result (L c ) provide drivers with relative long-term feedback on their driving behavior. In this respect, the long-term sustained speed result (L) can c ) reflect the overall sustained velocity behavior over a movement period of several seconds to several minutes or even hours. The value of the forgetting factor (w) can be selected to reflect the length of the movement period. The higher the forgetting factor, the greater the weight given to the long-term sustained velocity result (L). c ) is attributed. According to one or more embodiments, the increasing forgetfulness factor (w) can be i ) should be set larger than the decreasing forgetting factor (w) d ), so that the instantaneous continuous velocity result (S c ) possibly less emphasis on the long-term sustained speed result (L c) has an effect when the long-term endurance velocity result increases (that is, L C < S C ).

[0040] An increasing long-term sustained speed result (L c ) may indicate that the driver accepts the sustained speed behavior feedback or otherwise reacts to it. A decreasing long-term sustained speed result (L) c This could indicate that the driver generally rejects or otherwise ignores the sustained speed behavior feedback. If the driver generally ignores the sustained speed behavior feedback, resulting in a relatively low long-term sustained speed score (L) over time... cIf the system has this information, it can adjust the sustained-speed behavioral feedback it provides so that it is less critical for inefficient sustained-speed behavior. In other words, the feedback provided by the system for relatively inefficient sustained-speed behavior events can be less punitive, or the long-term sustained-speed outcome (L) can be less severe. c) for routinely aggressive drivers who tend to disregard sustained speed behavior coaching, it may be negatively affected differently than for drivers with typically good sustained speed behavior. Therefore, if the driver is generally receptive to sustained speed behavior feedback by modifying their sustained speed behavior accordingly, the system can be more sensitive to future sustained speed behavior events to continue encouraging further behavior change. To this end, the controller 22 can use the long-term sustained speed result (L c ) to adjust the normalized vehicle speed input to the instantaneous continuous speed result determination block 64 such that the continuous speed behavior feedback is more critical for, or more reactive to, relatively efficient drivers. As described above, the normalized vehicle speed input (V) can be norm) with the long-term sustained speed result (L c ) are multiplied at the multiplication connection 62 to obtain the adapted normalized vehicle speed input (V adapted to generate.

[0041] According to one or more embodiments of the present application, the instantaneous continuous speed result (S c ) in block 64 at least on the basis of the adjusted normalized vehicle speed (V adapted ), the normalized acceleration (A norm ) and the standardized slowdown (D norm ) can be generated. For example, the system can generate the instantaneous continuous velocity result (S). c) only generates a signal if the acceleration and deceleration inputs are below their respective thresholds and the vehicle speed is above a speed threshold. Therefore, if the controller 22 detects either an acceleration or deceleration event based on the acceleration or deceleration inputs, the system cannot provide any continuous speed behavior feedback.

[0042] The system can thus provide positive instantaneous-continuous speed feedback when the acceleration is relatively low, the deceleration is relatively low, and the vehicle speed is relatively low, but still above a minimum speed threshold. The system can provide negative instantaneous-continuous speed feedback when the acceleration is relatively low, the deceleration is relatively low, and the vehicle speed is relatively high. The system can provide no instantaneous-continuous speed feedback when either the acceleration or the deceleration is relatively high, regardless of the vehicle speed, or when the vehicle speed is below a speed threshold. According to one or more embodiments, a lookup table stored in memory can be used to determine the instantaneous-continuous speed result (S). c) based on the adjusted normalized vehicle speed (V adapted to generate.

[0043] Once it is determined, the instantaneous continuous velocity result (S) can be calculated. c ) are transferred to the user interface 24 and communicated to a driver using the display 30. The instantaneous continuous speed result (S c ) can be communicated to the driver using the continuous speed feedback indicator 32c. According to one or more embodiments, the position of the continuous speed feedback indicator 38 along the continuous speed feedback indicator 32c can correspond to the instantaneous continuous speed result (S c ). Additionally or alternatively, the color of at least part of the continuous speed feedback indicator 32c can correspond to the instantaneous continuous speed result (S c ) are connected. For example, if the instantaneous continuous velocity result (S) c) within a first range, at least part of the sustained speed feedback indicator 32c can be displayed in a first color. Furthermore, if the instantaneous sustained speed result (S c ) within a second area, at least part of the sustained speed feedback indicator 32c can be displayed in a second color that is different from the first. Furthermore, if the instantaneous sustained speed result (S c If the instantaneous speed feedback indicator 32c lies within a third area, at least part of it can be displayed in a third color, which may differ from the first and second colors. Fewer or more instantaneous speed result areas and associated colors can be implemented to display the instantaneous speed result (S c ) in accordance with one or more embodiments of the present application.

[0044] Additionally, and as described previously, the instantaneous continuous velocity result (S) c ) can be used to determine the long-term endurance speed result (L c ) to calculate as shown above in Equation 8. The long-term sustained speed result (L c ) can be transferred to user interface 24 and communicated to a driver using display 30. The long-term sustained speed result (L c ) can be communicated to the driver using the continuous speed feedback indicator 32c. According to one or more embodiments, the position of the continuous speed feedback indicator 38 along the continuous speed feedback indicator 32c can correspond to the long-term continuous speed result (L). c ). In this case, the instantaneous continuous velocity result (S) can be c) from the user interface 24 in a different way (for example, with the color of at least part of the continuous speed feedback indicator 32c) or not at all. Additionally or alternatively, the color of at least part of the continuous speed feedback indicator 32c can also be communicated with the long-term acceleration result (L c ) will be connected.

[0045] Fig. Figure 4 is a simplified, exemplary flowchart 400, which depicts a method for providing continuous speed behavior feedback in accordance with one or more embodiments of the present application. In step 405, the system can receive inputs, such as input signals 26. The input signals 26 can generally provide information about the vehicle speed (V). spd ), the vehicle acceleration (A actual ) and / or the vehicle slowdown (D actual). Example input signals can be the accelerator pedal position signal (APPS), the brake switch signal (Brk_SW), the brake pedal flag signal (Brk_Ped_Flg), the friction braking torque (T) friction ), the regenerative braking torque (T regen ), the vehicle speed (V spd ) and / or output shaft speed (ω) oss ) include. The system can control vehicle acceleration (A actual) , the vehicle slowdown (V actual ) and / or the vehicle speed (V spd ) from the input signals 26 in step 410. The vehicle acceleration (A actual ) can be derived from the vehicle speed (V spd ) and / or output shaft speed (ω) oss ) are calculated. The vehicle deceleration (D actual ) can be derived from the vehicle speed (V spd ) and / or the output shaft speed (ω oss ) will be calculated.

[0046] In step 415, the vehicle speed (V) can be set. spd), the vehicle acceleration (A actual ) and the vehicle slowdown (D actual ) can be standardized. In particular, the vehicle acceleration (A) can be normalized. actual ) and the vehicle slowdown (D actual ) each depending on the vehicle speed (V spd ) are changed to reflect the normalized acceleration (A norm ) and the standardized slowdown (D norm to obtain a normalized value for the vehicle speed (V). norm ) can also be calculated in step 415. The acceleration and deceleration can be normalized with respect to the vehicle speed in order to adapt to the vehicle behavior and operating characteristics at different speeds and also to take the vehicle speed into account when determining the continuous speed behavior feedback.

[0047] In step 420, the system can determine whether a continuous velocity event has occurred or is currently occurring. The system can provide continuous velocity behavior feedback if a continuous velocity event is detected. As previously described, the absence of both an acceleration and a deceleration event can be interpreted as a continuous velocity event (e.g., if the acceleration is below an acceleration threshold and the deceleration is below a deceleration threshold). If no continuous velocity event is detected, the procedure can return to step 405, where the input signals 26 can continue to be monitored. However, if a continuous velocity event is detected in step 420, the procedure can proceed to step 425.

[0048] In step 425, the system can determine the adjusted normalized vehicle speed (V). adapted) calculate. According to one or more embodiments, the normalized vehicle speed input (V) can be calculated. norm ) based on the driver's reactivity to the continuous speed behavior feedback. In this respect, the normalized vehicle speed (V) can be changed. norm ) with the long-term sustained speed result (L c ) are multiplied to obtain the adjusted normalized vehicle speed (V adapted ) to generate. In step 430, the system can generate the instantaneous continuous velocity result (S). c ) based on the adjusted normalized vehicle speed (V adapted ), if the acceleration and deceleration are relatively small. For example, the instantaneous continuous velocity result (S) can be c ) using a lookup table of values ​​for the instantaneous continuous velocity result (S c ) based on an adjusted normalized vehicle speed (V adapted) can be generated. In one or more embodiments, the instantaneous continuous velocity result (S) can be generated. c ) to user interface 24, where it can be communicated to a driver as provided in step 435. The instantaneous continuous speed result (S c ) can be communicated to the driver using the continuous speed feedback indicator 32c. According to one or more embodiments, the position of the continuous speed feedback indicator 38 along the continuous speed feedback indicator 32c can correspond to the instantaneous continuous speed result (S c ). Additionally or alternatively, the color of at least part of the continuous speed feedback indicator 32c can correspond to the instantaneous continuous speed result (S c ) will be connected.

[0049] Additionally, the instantaneous continuous velocity result (S) can be calculated. c) with a function of the long-term endurance rate result (f(L) c )) are compared to determine in step 440 whether the driver's instantaneous sustained speed behavior matches the long-term sustained speed result (L c ) will increase or decrease. According to one or more embodiments, f(L) can c ) equals L c can be set. In this way, the system can, if the instantaneous continuous velocity result (S) c ) is greater than the long-term sustained speed result (L c ), conclude that the long-term sustained velocity result increases. Accordingly, the system can detect an increasing forgetting factor (w) in step 445. i ) select. If the instantaneous continuous velocity result (S c ) on the other hand, is lower than the long-term sustained speed result (L c), the system can conclude that the long-term sustained velocity result is decreasing. Accordingly, in step 450, the system can assume a decreasing forgetting factor (w). d ) select. The instantaneous continuous velocity result (S c ) can be used with alternative functions of the long-term velocity result (f(L) c )) are compared to determine whether the driver's instantaneous sustained speed behavior matches the long-term sustained speed result (L c ) will increase or decrease. Once the appropriate forgetting factor (w) has been selected, the procedure can proceed to step 455.

[0050] In step 455, the system can generate a new long-term sustained speed result (L c ) calculate. According to one or more embodiments of the present application, the new long-term sustained speed result (L) can be calculated. c) on the previous long-term sustained speed result, the instantaneous sustained speed result (S c ) and the selected forgetting factor (w) according to Equation 8, which is set out above. Once calculated, the long-term endurance velocity result (L) can be obtained. c ) is output to user interface 24, where, as provided in step 460, it can be communicated to a driver. The long-term sustained speed result (L c ) can be communicated to the driver using the continuous speed feedback indicator 32c. According to one or more embodiments, the position of the continuous speed feedback indicator 38 along the continuous speed feedback indicator 32c can correspond to the long-term continuous speed result (L). c ). In this case, the instantaneous continuous velocity result (S) can be c) from the user interface 24 in a different way (for example, with the color of at least part of the continuous speed feedback indicator 32c) or not at all. Additionally or alternatively, the color of at least part of the continuous speed feedback indicator 32c can also be communicated with the long-term acceleration result (L c ) will be connected.

[0051] Although exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are descriptive rather than limiting, and it must be understood that various modifications can be made without departing from the meaning and scope of the invention. Furthermore, the features of the different implementing embodiments can be combined to form further embodiments of the invention. Key to symbols Fig. 1 22 controllers 28 / S a Instantaneous acceleration result 28 / L a Long-term slowdown result 28 / S d Instantaneous slowdown result 28 / L d Long-term acceleration result 28 / S c Instantaneous continuous speed result 28 / L c Long-term sustained speed result 34 Acceleration 36 brakes 38 cruising speed WP changeover point Fig. 2 46 Input methods and standardization 48 Normalizers for Behavioral Learning & Adaptive Input 50 Instantaneous result determination 52 / S a Instantaneous acceleration result 54 / L a Long-term slowdown result 52 / S d Instantaneous slowdown result 54 / L dLong-term acceleration result 52 / S c Instantaneous continuous speed result 54 / L c Long-term sustained speed result User Interface Fig. 3 60 Calculation of normalized slowdown 56 Calculation of normalized velocity 58 Calculation of normalized acceleration 26 entries 68 Calculation of long-term sustained speed result 66 Comparison 64 Determination of instantaneous continuous velocity result Fig. 4 405 entries received 410 Calculate acceleration, loss and speed Normalizing 415 values 420 sustained speed? 425 Calculate adjusted normalized velocity 430 Generate instantaneous continuous velocity result (Sc) 450 Select the decrease forgetting factor (Wd). 445 Select the increase-forgetfulness factor (Wi) 455 Calculate new long-term sustained speed result (Lc) Output 460 Long-term sustained speed result (Lc) 435 Output instantaneous continuous velocity result (Sc)

Claims

[1] Control system comprising: a controller configured to receive an input providing information about at least one vehicle acceleration, one vehicle deceleration and one vehicle speed, and to output at least one continuous speed result based on the input, and an interface communicating with the controller and configured to display a continuous speed feedback indicator providing information about the at least one continuous speed result; wherein the controller outputs the at least one continuous speed result when the vehicle acceleration is below an acceleration threshold and the vehicle deceleration is below a deceleration threshold. [2] Control system according to claim 1, wherein the interface has a continuous speed feedback indicator for displaying the continuous speed feedback indicator, and wherein the interface is configured to adjust the continuous speed feedback indicator within the continuous speed feedback indicator based on at least one continuous speed result. [3] Control system according to claim 2, wherein the at least one continuous speed result displayed by the continuous speed feedback indicator is either a long-term continuous speed result or an instantaneous continuous speed result. [4] Control system according to claim 3, wherein the interface is further configured to set a color of at least one part of the continuous speed feedback indicator based on the other part of the long-term continuous speed result or instantaneous continuous speed result. [5] Control system according to claim 3, wherein the controller is further configured to generate the instantaneous continuous speed result based on the vehicle acceleration, the vehicle deceleration and the vehicle speed. [6] Control system according to claim 5, wherein the controller is further configured to normalize at least the vehicle acceleration and the vehicle deceleration based on the vehicle speed prior to generating the instantaneous continuous speed result. [7] Control system comprising: a controller configured to receive an input providing information about at least one vehicle acceleration, one vehicle deceleration and one vehicle speed, and to output at least one continuous speed result based on the input, and an interface communicating with the controller and configured to display a continuous speed feedback indicator providing information about the at least one continuous speed result, wherein the at least one continuous speed result displayed by the continuous speed feedback indicator is either a long-term continuous speed result or an instantaneous continuous speed result; wherein the controller is further configured to calculate an adapted vehicle speed value prior to generating the instantaneous continuous speed result, the adapted vehicle speed value being based on the vehicle speed and the long-term continuous speed result. [8] Control system according to claim 7, wherein the adjusted vehicle speed value is calculated by multiplying the vehicle speed with the long-term sustained speed result. [9] Control system according to claim 7, wherein the instantaneous continuous speed result is generated based on the adapted vehicle speed value using a lookup table.

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