VEHICLE CONTROL METHOD AND SYSTEM

Abstract

Vehicle control procedure (10) comprising: Receiving a set speed, a maximum permissible speed and a minimum permissible speed, wherein the maximum permissible speed and the minimum permissible speed define a permissible speed range; Determining a commanded axle torque to maintain the set speed on a level road; and Instructing a drive system (20) of the vehicle (10) to generate the commanded axle torque in order to maintain the set speed on the level road; characterized by: Applying a fading memory filter to the commanded axle torque to generate a filtered torque command; Determining an arbitrated torque command as a function of the filtered torque command; Instructing the vehicle's (10) drive system (20) to generate the arbitrary torque command; Determine that a road gradient is greater than a specified gradient threshold; Setting a temporarily set speed in response to a determination that the gradient of the road is greater than the specified gradient threshold; and Instructing the propulsion system (20) of the vehicle (10) to maintain the vehicle (10) at the temporary speed while the vehicle (10) travels along the incline of the road; where: (i) the arbitrated torque command is based on the filtered torque command using the following equations in sequential order: τ arb = min [ τ maxcomp , τ flt ] τ arb = max [ τ arb , τ mincomp ] where: τ arb the arbitrary torque command is; τ flt the filtered torque command is; τ maxcomp a predefined maximum calibration value; and τ mincomp a predefined minimum calibration value; and / or (ii) determining that the gradient of the road is greater than a predetermined gradient threshold includes detecting a gradient of the road that is greater than the gradient threshold.

Description

INTRODUCTION

[0001] The present invention relates to a driving control method and system for a vehicle according to the preamble of claim 1 or claim 7, as is essentially known from DE 10 2020 103 644 A1.

[0002] Further details of the state of the art can be found in DE 10 2021 111 699 A1.

[0003] The cruise control is currently calibrated to strictly maintain the speed set by a driver and can be aggressive and inefficient when attempting to maintain that speed on varying road gradients. This results in increased fuel consumption and unnatural behavior (e.g., aggressive accelerator pedal presses and downshifting when going uphill, braking when going downhill, etc.). SUMMARY

[0004] The present invention relates to a driving control method with the features of claim 1 and a system with the features of claim 7.

[0005] According to one aspect of the present invention, determining the gradient on the road includes determining that the acceleration of the vehicle is less than a predetermined acceleration threshold.

[0006] According to one aspect of the present invention, detecting that the gradient on the road is sufficiently steep includes determining that the vehicle's speed is below a predetermined speed threshold.

[0007] According to one aspect of the present invention, determining that the gradient of the road is greater than a predetermined gradient threshold comprises detecting a slope on the road that is greater than the gradient threshold.

[0008] According to one aspect of the present invention, detecting the gradient on the road that is greater than the gradient threshold includes determining that the acceleration of the vehicle is greater than a predetermined acceleration threshold.

[0009] According to one aspect of the present invention, detecting the gradient on the road that is greater than the gradient threshold includes determining that a vehicle's speed is greater than a predetermined speed threshold.

[0010] The present invention further describes a system comprising sensors and a controller that communicates with the sensors. The controller is programmed to execute the method described above.

[0011] The present invention also describes a tangible, non-volatile, machine-readable medium containing machine-readable instructions which, when executed by a processor, cause the processor to execute the method described above.

[0012] Further applications of the present invention are evident from the detailed description below. It is understood that the detailed description and specific examples serve only for illustration.

[0013] The above-mentioned features and advantages, as well as further features and advantages of the system and method disclosed herein, are readily apparent from the detailed description including the claims and exemplary embodiments in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The present invention will be more fully understood from the detailed description and the accompanying drawings; these show: Fig. 1 a schematic representation showing an embodiment of a vehicle with a vehicle control system; Fig. 2 a schematic front view of a user interface of the vehicle from Fig. 1; Fig. 3A a part of a flowchart of a vehicle control procedure; Fig. 3B a part of the flowchart of the journey control procedure of Fig. 3A; Fig. 3C a part of the flowchart of the vehicle control procedure of Fig. 3A; and Fig. 3D part of the flowchart of the speed control procedure of Fig. 3A. DETAILED DESCRIPTION

[0015] Reference will now be made in detail to several examples of the invention, which are illustrated in the accompanying drawings. Whenever possible, the same or similar reference numerals are used in the drawings and descriptions to refer to the same or similar parts or steps.

[0016] As it is in Fig. As shown in Figure 1, a vehicle 10 generally comprises a chassis 12, a body 14, and front and rear wheels 17 and can be referred to as the host vehicle. The vehicle 10 can be referred to as a motor vehicle. The body 14 is mounted on the chassis 12 and essentially encloses components of the vehicle 10. The body 14 and the chassis 12 can together form a frame. The wheels 17 are each rotatably coupled to the chassis 12 near respective corners of the body 14. The vehicle 10 can be an autonomous vehicle, and a vehicle control system 89 is integrated into the vehicle 10. The vehicle control system 89 can alternatively be referred to as the vehicle system. For example, the vehicle 10 is a vehicle that is automatically controlled to transport passengers from one place to another.Vehicle 10 is depicted as a passenger car in the illustrated embodiment; however, it is understood that other vehicles such as motorcycles, trucks, SUVs, recreational vehicles (RVs), ships, aircraft, etc., can also be used. Vehicle 10 can be a so-called Level 4 or Level 5 automated system. A Level 4 system indicates "high automation" and refers to the driving-mode-specific performance of an automated driving system with respect to aspects of the dynamic driving task, even if a human driver does not respond appropriately to a request for intervention. A Level 5 system means "full automation" and refers to the full-time operation of an automated driving system with respect to aspects of the dynamic driving task under various road and environmental conditions, which can be managed by a human driver.

[0017] The vehicle 10 generally comprises a drive system 20, a transmission system 22, a steering system 24, a braking system 26, a sensor system 28, an actuator system 30, at least one data storage device 32, at least one controller 34, and a communication system 36. The drive system 20 may include an electric machine, such as a traction motor, and / or a fuel cell drive system. The vehicle 10 further comprises a battery (or battery pack) 21, which is electrically connected to the drive system 20. Accordingly, the battery 21 is designed to store electrical energy and to supply electrical energy to the drive system 20. Additionally, the drive system 20 may include a multi-cylinder internal combustion engine 33. When the drive system 20 activates active fuel management (AFM), not all cylinders of the internal combustion engine 33 are active.If the drive system switches off the AFM, all cylinders of the internal combustion engine 33 are active. The transmission system 22 is designed to transmit power from the drive system 20 to the vehicle wheels 17 according to selectable speed ratios. The transmission system 22 may include a stepped automatic transmission, a continuously variable transmission, or another suitable transmission. The braking system 26 is designed to deliver braking torque to the vehicle wheels 17. The braking system 26 may include friction brakes, cable brakes, a regenerative braking system such as an electric motor, and / or other suitable braking systems. The steering system 24 influences the position of the vehicle wheels 17. Although a steering wheel is shown for illustrative purposes, the steering system 24 may not include a steering wheel.The vehicle 10 can include an air conditioning system 29 with a compressor 31, which is coupled to the internal combustion engine 33 of the drive system 20. The compressor 31 can be driven by the internal combustion engine 33.

[0018] The sensor system 28 comprises one or more detection devices 40 that detect observable conditions of the external and / or internal environment of the vehicle 10. The detection devices 40 may include, among others, radar, lidar, global positioning systems, optical cameras, thermal imaging cameras, ultrasonic sensors, clocks for timekeeping, and / or other sensors. The actuator system 30 comprises one or more actuator devices 42 that control one or more vehicle functions, such as the drive system 20, the transmission system 22, the steering system 24, and the braking system 26. In various embodiments, the vehicle features may further include internal and / or external vehicle features such as doors, a trunk, and passenger compartment features such as air conditioning, music, lighting, etc. (without numbering).The detection system 28 comprises one or more global positioning system (GPS) transceivers 40g, designed to detect and monitor route data (i.e., route information). The GPS transceiver 40g is designed to communicate with a GPS to locate the position of the vehicle 10 on the globe. The GPS transceiver 40g is in electronic communication with the controller 34.

[0019] The data storage device 32 stores data for use in the automatic control of the vehicle 10. According to various embodiments, the data storage device 32 stores defined maps of the navigable environment. According to various embodiments, the defined maps can be predefined by and retrieved from a remote system. For example, the defined maps can be compiled by the remote system and transmitted to the vehicle 10 (wirelessly and / or via a wired connection) and stored in the data storage device 32. It is understood that the data storage device 32 can be part of the controller 34, separate from the controller 34, or part of the controller 34 and part of a separate system.

[0020] The controller 34 comprises at least one processor 44 and a non-volatile, computer-readable memory device or non-volatile computer-readable storage medium 46. The processor 44 may be a custom-designed or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors connected to the controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or, more generally, a device for executing instructions. The computer-readable memory device or computer-readable storage medium 46 may, for example, comprise volatile and non-volatile memory in a read-only memory (ROM), a random-access memory (RAM), and a maintenance memory (KAM).KAM is a persistent or non-volatile memory that can be used to store various operating variables while the processor 44 is powered off. The computer-readable storage device or computer-readable storage medium 46 can be implemented using a variety of storage devices such as PROMs (programmable read-only memory), EPROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memory, or other electrical, magnetic, optical, or combined storage devices capable of storing data, some of which represent executable instructions used by the controller 34 in controlling the vehicle 10. The data storage device 32 and / or the computer-readable storage device or computer-readable storage medium 46 may include a map database 35.In the present invention, the term "map database" refers to a database that stores geographic and topographic data such as highways, roads, cities, parks, traffic signs, elevation information, and two-dimensional or three-dimensional arrangements of objects with attributes relating to location and category. The map database 35 includes data about the elevation E of a terrain Trr (. Fig. 3A- Fig. 3D) at predetermined upcoming locations of the vehicle 10. The data about the height E of a terrain Trr ( Fig. 3A- Fig. 3D) at the predetermined upcoming locations of the vehicle 10 is referred to here as upcoming elevation data ED. In the present invention, the terrain Trr is the terrain Trr in which the vehicle 10 is driving or will drive. The map database 35 can alternatively also be referred to as the map module.

[0021] The instructions can comprise one or more separate programs, each containing an ordered list of executable instructions for implementing logical functions. When executed by the processor 44, the instructions receive and process signals from the sensor system 28, perform logic, calculations, procedures, and / or algorithms for the automatic control of the vehicle 10 components, and generate control signals for the actuator system 30 to automatically control the vehicle 10 components based on the logic, calculations, procedures, and / or algorithms. Although in Fig. Figure 1 shows a single controller 34. In embodiments of the vehicle 10, embodiments may include a series of controllers 34 which communicate and interact via a suitable communication medium or a combination of communication media to process the sensor signals, perform logic, calculations, procedures and / or algorithms, and generate control signals for automatic control of features of the vehicle 10.

[0022] According to various embodiments, one or more commands of the controller 34 are embodied in the vehicle control system 89. The vehicle 10 includes a user interface 23, which may be a touchscreen in the dashboard. The user interface 23 communicates electronically with the controller 34 and is designed to receive input from a user (e.g., the driver).

[0023] Accordingly, the controller 34 is designed to receive input from the user via the user interface 23. The user interface 23 includes a display designed to show information to the user (e.g., driver or passengers).

[0024] The communication system 36 is designed to wirelessly transmit information to and from other entities 48, such as other vehicles (“V2V” communication), infrastructure (“V2I” communication), remote systems, and / or personal devices. According to one exemplary embodiment, the communication system 36 is a wireless communication system designed for communication via a wireless local area network (WLAN) using IEEE 802.11 standards or using cellular data communication. However, additional or alternative communication methods, such as a dedicated short-range communication channel (DSRC), are also considered within the scope of the present invention.DSRC channels refer to short- to medium-range, unidirectional or bidirectional wireless communication channels specifically designed for automotive applications, along with a corresponding set of protocols and standards. Accordingly, the communication system 36 may include one or more antennas and / or transceivers for receiving and / or transmitting signals such as cooperative sensing messages (CSMs).

[0025] Fig. Figure 1 is a schematic block diagram of the vehicle control system 89, which is designed to control the vehicle 10. The controller 34 of the vehicle control system 89 communicates electronically with the brake system 26, the drive system 20, and the sensor system 28. The brake system 26 comprises one or more brake actuators (e.g., brake calipers) coupled to one or more wheels 17. When actuated, the brake actuators exert brake pressure on one or more wheels 17 to decelerate the vehicle 10. The drive system 20 comprises one or more drive actuators for controlling the propulsion of the vehicle 10. For example, as discussed above, the drive system 20 may include an internal combustion engine 33, and in this case, the drive actuator may be a throttle specifically designed to control the airflow in the internal combustion engine.The sensor system 28 can include one or more accelerometers (or one or more gyroscopes) coupled to one or more wheels 17. The accelerometer communicates electronically with the controller 34 and is designed to measure and monitor the longitudinal and lateral accelerations of the vehicle 10. The sensor system 28 can also include one or more velocity sensors 40s designed to measure and monitor the velocity magnitude (or velocity vector) of the vehicle 10. The velocity sensor 40s is coupled to the controller 34 and communicates electronically with one or more wheels 17. Accordingly, the controller 34 is programmed to monitor the speed of the vehicle 10 based on the input from the velocity sensor 40s.

[0026] Fig. Figure 2 is a schematic representation of part of the user interface 23. The vehicle 10 has a speed controller, and the speed 25 set by the driver (shown in the user interface 23) can be adjusted by the vehicle occupant, for example, using the up / down arrows on the steering wheel of the vehicle 10. In addition to the speed 25 set by the driver, the user interface 23 also displays the speed tolerance 27, which includes a maximum and minimum permissible speed deviation. The vehicle occupant can adjust the maximum and minimum permissible speed deviation using the user interface 23. The user interface 23 displays the permissible speed range 37, which is calculated as a function of the set speed, the maximum permissible speed, and the minimum permissible speed.The maximum permissible speed and the minimum permissible speed each represent a speed limit of a permissible speed range 37.

[0027] With reference to Fig. 1 and Fig. 2. The current drive controller is calibrated to strictly adhere to the speed set by the driver and can be aggressive and inefficient in maintaining that speed on varying road gradients. This results in higher fuel consumption or lower efficiency for electric vehicle (EV) customers and unnatural behavior (aggressive accelerator pedal input and downshifting when driving uphill, braking when driving downhill, etc.). The drive control system 89 disclosed here provides smoother, more stable drive control and improved energy efficiency, as the speed can fluctuate within predefined limits around the driver-set speed in response to changing road gradients.The 89 speed control system achieves improved results with a novel control strategy that monitors the commands of the existing speed controller algorithm and follows a highly filtered version of those commands when the commanded torque is "close enough" to the axle torque under steady-state road load. This allows the system to maintain the driver-set speed when the vehicle encounters minor changes in road load (due to passenger / cargo load, wind, or very slight inclines). Furthermore, the 89 speed control system includes logic to detect inclines in advance and temporarily assign preset speeds to prevent maintaining excessive speed on inclines or excessive speed on declines. It also includes logic to better respond to driver inputs during operation (e.g.,to be able to respond to tap commands) before energy-optimized control can be resumed.

[0028] Fig. 3A- Fig. The 3D diagram shows a flowchart of a speed control procedure 100. Procedure 100 begins at block 102. At block 102, the vehicle occupant activates the speed controller and enters the set speed via the user interface 23. The vehicle occupant can also adjust the maximum and / or minimum speed deviation via the user interface 23. Since the user interface 23 communicates with the controller 34, the controller 34 receives the set speed, the maximum speed deviation, and the minimum speed deviation. Procedure 100 then continues with block 104.

[0029] At block 104, the controller 34 determines and stores the minimum and maximum permissible speeds. The controller 34 can determine the minimum and maximum permissible speeds using the set speed 25, the minimum speed deviation, and the maximum speed deviation. The maximum and minimum permissible speeds define a permissible speed range. Then, procedure 100 continues to block 106. At block 106, the controller 34 uses standard speed control logic to achieve the set speed 25. Furthermore, at block 106, the controller 34 determines the commanded axle torque required to maintain the set speed on a flat road with no wind.Furthermore, the controller 34 commands the drive system 20 of the vehicle 10 to generate the commanded axle torque in order to maintain the set speed on the level road. Then the controller 34 proceeds to block 108.

[0030] At block 108, the controller 34 determines whether each of the following conditions is met: (a) the current vehicle speed is within a predefined speed threshold (e.g., five miles per hour); (b) a predefined time interval (e.g., 15 seconds) has elapsed since the last tap command; and (c) the current axle torque is within a predefined torque threshold of the road load rated axle torque at the set speed. The tap command is a command to increase or decrease the set speed. The vehicle occupant can enter a tap command via the user interface 23 or another button. If not all conditions are met at block 108, procedure 100 returns to block 106. If all conditions are met at block 108, procedure 100 continues with block 110.

[0031] At block 110, controller 34 transitions to eco-speed control. Specifically, controller 34 monitors the final arbitrated torque request (i.e., the commanded axle torque command) from the standard speed control logic and stores the final arbitrated torque request. Then, procedure 100 proceeds to block 112. At block 112, controller 34 applies a fading-memory average filter with a calibratable factor to the commanded axle torque command to generate a filtered torque command. Next, controller 34 stores the filtered torque command. Then, procedure 100 proceeds to block 114.

[0032] At block 114, the controller 34 cuts off the filtered torque command (if it is sufficiently far from the road load nominal axle torque) using the following equations in sequential order: τarb=min[τmaxcomp, τflt] τarb=max[τarb,τmaxcomp] where: τ arb the arbitrary torque command is; τ flt the filtered torque command is; τ maxcomp a predefined maximum calibration value; and τ mincomp a predefined minimum calibration value.

[0033] In other words, at block 114, controller 34 determines the arbitrated torque command as a function of the filtered torque command using the equations above. Then, procedure 100 continues to block 116. At block 116, controller 34 commands drive system 20 to generate the arbitrated torque command determined at block 114. Then, procedure 100 continues to block 118.

[0034] At block 118, controller 34 determines whether the vehicle occupant or a vehicle override has canceled the speed controller. If the vehicle occupant or a vehicle override has canceled the speed controller, procedure 100 continues to block 120. At block 120, controller 34 uses the standard exit and / or power-off control of the speed controller. If the vehicle occupant or a vehicle override has not canceled the speed controller, procedure 100 continues to block 122. At block 122, controller 34 determines whether the vehicle occupant has typed in a different preset speed. In other words, controller 34 determines whether the vehicle occupant has requested a different preset speed. If the vehicle occupant has requested a different preset speed, procedure 100 returns to block 106.If the vehicle occupant has not requested a different set speed, procedure 100 continues with block 124.

[0035] In Block 124, Controller 34 determines whether a steep incline has been detected (i.e., whether the road gradient is greater than a predetermined gradient threshold). A steep incline is detected if the current vehicle acceleration is below a predetermined acceleration threshold while the arbitrary torque command is greater than the road load nominal axle torque multiplied by a first factor. The first factor is determined by calibration. Alternatively, a steep incline is detected if the current vehicle speed is below an eco-exit threshold. The eco-exit threshold is equal to a second factor multiplied by the minimum permissible speed. The second factor is determined by calibration. If a steep incline is detected, Procedure 100 proceeds to Block 142. If no steep incline is detected, Procedure 100 proceeds to Block 126.

[0036] At block 126, the controller 34 determines whether a steep gradient has been detected (i.e., whether the road gradient is less than a predetermined gradient threshold). A steep gradient is detected if the current vehicle acceleration is greater than a predetermined acceleration threshold while the arbitrary torque command is less than the road load nominal axle torque multiplied by a third factor. This third factor is determined by calibration. Alternatively, a steep gradient is detected if the current speed is below an eco-exit threshold. This eco-exit threshold is equal to a fourth factor multiplied by the maximum permissible speed. If no steep gradient is detected, the process 100 proceeds to block 127. At block 127, the controller 34 commands the drive system 20 to remain in eco-torque control mode.Furthermore, at block 127, controller 34 monitors the final torque command from the standard speed controller logic and stores the final arbitrated torque command. After block 127, procedure 100 returns to block 112. If a steep gradient is detected, procedure 100 continues with block 128.

[0037] At block 128, controller 34 enters overspeed control mode. During overspeed control, controller 34 sets a temporary speed. This temporary speed is equal to the maximum permissible speed multiplied by a fifth factor. The fifth factor is a calibrated value. Furthermore, at block 128, controller 34 uses the standard, unfiltered torque commanded by the speed controller to maintain the temporarily set speed. Then, procedure 100 continues with block 130.

[0038] At block 130, controller 34 sets the arbitrary speed controller torque command using the following equations in sequential order: τarb=min[0,τstd] τarb=max[τarb, τmincomp] where: τ arb the arbitrary torque command is; τ std the road load nominal axle torque at the set speed; and τ mincomp a predefined minimum calibration value.

[0039] This prevents the vehicle from remaining at the high, temporarily set speed after the gradient has passed. Procedure 100 then continues to Block 132. At Block 132, Controller 34 determines whether the vehicle occupant or a vehicle override has canceled the speed controller. If the vehicle occupant or a vehicle override has canceled the speed controller, Procedure 100 continues to Block 134. At Block 134, Controller 34 uses the standard speed controller exit and / or disables the speed controller. If the vehicle occupant or a vehicle override has not canceled the speed controller, Procedure 100 continues to Block 136. At Block 136, Controller 34 determines whether the vehicle occupant has typed in a different set speed. In other words, Controller 34 determines whether the vehicle occupant has requested a different set speed.If the vehicle occupant has requested a different set speed, procedure 100 returns to block 106. If the vehicle occupant has not requested a different set speed, procedure 100 continues with block 138.

[0040] In block 138, the controller 34 determines whether each of the following conditions is met: (a) a predetermined time interval (e.g., 15 seconds) has elapsed since the steep gradient was detected; (b) the current vehicle speed is less than a predetermined speed threshold, where the predetermined speed threshold is equal to the minimum permissible speed multiplied by a sixth factor; and (c) the current axle torque is greater than a predetermined torque threshold, where the predetermined torque threshold is equal to a seventh factor multiplied by the road load-rated axle torque at the set speed. The sixth and seventh factors are determined by calibration. If all conditions are met in block 138, procedure 100 returns to block 110. If not all conditions are met in block 138, procedure 100 proceeds to block 140.

[0041] At block 140, system 89 remains in overspeed control mode. Furthermore, at block 140, controller 34 uses the standard, unfiltered throttle torque command to maintain the temporarily set speed. After block 140, procedure 100 returns to block 130.

[0042] If a sharp increase is detected back at block 124, procedure 100 continues to block 142. At block 142, system 89 enters underspeed control. During underspeed control, controller 34 sets a temporary speed. The temporary speed is equal to the minimum permissible speed multiplied by a factor of eight. The eighth factor can be determined by calibration. Furthermore, controller 34 uses the standard, unfiltered speed controller torque command to maintain the temporarily set speed. Procedure 100 then continues to block 144.

[0043] At block 144, controller 34 sets the arbitrary speed controller torque command using the following equation: τarb=max[0,τstd] where: τ arb the arbitrary torque command is; τ stdThe road load nominal axle torque at the set speed is...

[0044] This prevents the vehicle from remaining at the low, temporarily set speed after overcoming the incline. Procedure 100 then continues to Block 146. At Block 146, Controller 34 determines whether the vehicle occupant or a vehicle override has canceled the speed controller. If the vehicle occupant or a vehicle override has canceled the speed controller, Procedure 100 continues to Block 148. At Block 148, Controller 34 uses the standard exit and / or power-off control of the speed controller. If the vehicle occupant or a vehicle override has not canceled the speed controller, Procedure 100 continues to Block 150. At Block 150, Controller 34 determines whether the vehicle occupant has typed in a different set speed. In other words, Controller 34 determines whether the vehicle occupant has requested a different set speed.If the vehicle occupant has requested a different set speed, procedure 100 returns to block 106. If the vehicle occupant has not requested a different set speed, procedure 100 continues with block 152.

[0045] In block 152, the controller 34 determines whether each of the following conditions is met: (a) a predetermined time interval (e.g., 15 seconds) has elapsed since the detection of the sharp increase; (b) the current vehicle speed is greater than a predetermined speed threshold, where the predetermined speed threshold is equal to the minimum permissible speed multiplied by a ninth factor; and (c) the current axle torque is less than a predetermined torque threshold, where the predetermined torque threshold is equal to a tenth factor multiplied by the road load-rated axle torque at the set speed. The ninth and tenth factors are determined by calibration. If all conditions are met in block 152, procedure 100 returns to block 110. If not all conditions are met in block 152, procedure 100 proceeds to block 154.

[0046] At block 154, system 89 remains in underspeed control. Furthermore, at block 154, controller 34 uses the standard, unfiltered torque command from the speed controller to maintain the temporarily set speed. After block 154, procedure 100 returns to block 144. legend

[0047] In the drawing figures, N stands for no and Y for yes.

Claims

[1] Vehicle control procedure (10) comprising: Receiving a set speed, a maximum permissible speed and a minimum permissible speed, wherein the maximum permissible speed and the minimum permissible speed define a permissible speed range; Determining a commanded axle torque to maintain the set speed on a level road; and Instructing a drive system (20) of the vehicle (10) to generate the commanded axle torque in order to maintain the set speed on the level road; characterized by : Applying a fading memory filter to the commanded axle torque to generate a filtered torque command; Determining an arbitrated torque command as a function of the filtered torque command; Instructing the vehicle's (10) drive system (20) to generate the arbitrary torque command; Determine that a road gradient is greater than a specified gradient threshold; Setting a temporarily set speed in response to a determination that the gradient of the road is greater than the specified gradient threshold; and Instructing the propulsion system (20) of the vehicle (10) to maintain the vehicle (10) at the temporary speed while the vehicle (10) travels along the incline of the road; where: (i) the arbitrated torque command is based on the filtered torque command using the following equations in sequential order: τarb=min[τmaxcomp, τflt] τarb=max[τarb, τmincomp] where: τ arb the arbitrary torque command is; τ flt the filtered torque command is; τ maxcomp a predefined maximum calibration value; and τ mincomp a predefined minimum calibration value; and / or (ii) determining that the gradient of the road is greater than a predetermined gradient threshold includes detecting a gradient of the road that is greater than the gradient threshold. [2] Driving control method according to claim 1, wherein detecting the incline on the road comprises determining that the acceleration of the vehicle (10) is less than a predetermined acceleration threshold. [3] Driving control method according to claim 1, wherein detecting the incline on the road comprises determining that the speed of the vehicle (10) is less than a predetermined speed threshold. [4] Driving control method according to claim 1, wherein determining that the gradient of the road is greater than a predetermined gradient threshold comprises detecting a slope on the road that is greater than the gradient threshold. [5] Driving control method according to claim 4, wherein detecting the gradient on the road which is greater than the gradient threshold comprises determining that an acceleration of the vehicle (10) is greater than a predetermined acceleration threshold. [6] Driving control method according to claim 4, wherein detecting the gradient on the road which is greater than the gradient threshold comprises determining that a speed of the vehicle (10) is greater than a predetermined speed threshold. [7] System (89) which includes: multiple sensors (40, 40s, 40g); and a controller (34) that communicates with the multiple sensors (40, 40s, 40g), the controller (34) being programmed to: Receiving a set speed, a maximum permissible speed and a minimum permissible speed, wherein the maximum permissible speed and the minimum permissible speed define a permissible speed range; Determining a commanded axle torque to maintain the set speed on a level road; and Instructing a drive system (20) of the vehicle (10) to generate the commanded axle torque in order to maintain the set speed on the level road; characterized by , that the controller (34) is further programmed to: Applying a fading memory filter to the commanded axle torque to generate a filtered torque command; Determining an arbitrated torque command as a function of the filtered torque command; Instructing the vehicle's (10) drive system (20) to generate the arbitrary torque command; Determine that a road gradient is greater than a specified gradient threshold; Setting a temporarily set speed in response to a determination that the gradient of the road is greater than the specified gradient threshold; and Instructing the propulsion system (20) of the vehicle (10) to maintain the vehicle (10) at the temporary speed while the vehicle (10) travels along the incline of the road; where the arbitrated torque command is based on the filtered torque command using the following equations in sequential order: τarb=min[τmaxcomp, τflt] τarb=max[τarb,τmincomp] where: τ arbthe arbitrary torque command is; τ flt the filtered torque command is; τ maxcomp a predefined maximum calibration value; and τ mincomp a predefined minimum calibration value.

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