A method for setting adaptive cruise control with detection of an aftermarket trailer brake control system

Abstract

A motor vehicle includes an adaptive cruise control ("ACC") system configured to generate requests to actuate a speed reduction system of the vehicle and / or an active speed reduction system of a trailer. The actuation requests are based at least in part on sensor data from one or more sensors. The ACC may be configured to determine effects of an active speed reduction system of a trailer, and the ACC may adjust the speed reduction requests to the vehicle and / or the trailer based at least in part on measured effects of the trailer speed reduction system.

Description

TECHNICAL FIELD

[0001] A motor vehicle includes an adaptive cruise control (“ACC”) system configured to generate requests to actuate a speed reduction system of the vehicle and / or an active speed reduction system of a trailer. GENERAL STATE OF THE ART

[0002] Adaptive cruise control is a vehicle feature that, when activated, controls vehicle propulsion power to maintain a set speed whenever possible while monitoring the road ahead of the vehicle for detection of other vehicles that may be present. If the adaptive cruise control feature detects the presence of a slower-moving vehicle ahead of the controlled vehicle, it can reduce the speed of the controlled vehicle below the set speed to maintain a predetermined minimum following distance. If the adaptive cruise control feature subsequently detects that the road ahead of the vehicle has cleared, it can cause the vehicle to increase speed back to the set speed. SUMMARY OF REVELATION

[0003] One aspect of the present disclosure is a motor vehicle that includes a vehicle control system and a speed control system configured to control a speed of the vehicle (e.g., maintain, increase, or reduce a vehicle speed). The speed control system may include a negative torque system (e.g., one or more devices) configured to generate negative wheel torque that tends to reduce or limit a speed of the vehicle. Generally, as used herein, negative wheel torque or negative torque refers to wheel torque that tends to reduce vehicle speed, and positive wheel torque refers to wheel torque (e.g., from an electric motor) that tends to increase vehicle speed.The speed control system may be configured to limit and / or reduce a speed of the vehicle using a motor of the speed control system and / or the negative torque system when the speed control system receives a negative wheel torque command (speed reduction command) from the vehicle control system. The vehicle control system includes an adaptive cruise control (ACC) configured to operate the speed control system to provide a target vehicle speed reduction rate when the vehicle is towing a trailer having an active negative torque system (speed reduction system) (e.g., friction devices that provide negative wheel torque to wheels of a trailer, which tends to reduce a speed of the trailer).The adaptive cruise control may be configured to generate speed reduction commands (negative torque commands) to the cruise control system and / or commands to the active trailer negative torque system to maintain a vehicle speed and / or a target following distance between the vehicle and a target vehicle ahead of the vehicle, with the negative wheel torque commands associated with expected vehicle speed reduction rates. The adaptive cruise control may be configured to determine an estimated combined mass of the vehicle and trailer.The adaptive cruise control is further configured to determine the rate of speed reduction of the vehicle due to the active negative trailer torque system based at least in part on the estimated combined mass of the vehicle and the trailer and a measured rate of speed reduction of the vehicle in response to a negative torque command.The adaptive cruise control is configured to compare the measured vehicle speed reduction rate to an expected vehicle speed reduction rate corresponding to the negative torque command and adjust the negative torque commands to the vehicle speed control system and / or the negative torque commands to the active trailer negative torque system to provide a vehicle speed reduction rate that meets predefined criteria.

[0004] Embodiments of the first aspect of the present disclosure may include any one or a combination of the following features: • The predefined criteria may include a maximum rate of change of the speed reduction rate, if applicable. • The rate of change of the speed reduction rate may include a predefined numerical value, if applicable. • Adaptive cruise control may be configured to use a towing mode when adaptive cruise control determines that a trailer is connected to the vehicle. • In pull mode, the adaptive cruise control may be configured to determine a desired speed reduction rate and generate an initial negative wheel torque command to the cruise control system based at least in part on the desired speed reduction rate. The adaptive cruise control may be configured to determine a difference between a measured speed reduction rate resulting from the negative wheel torque command and the desired speed reduction rate and adjust the initial negative wheel torque command to provide an adjusted negative wheel torque command that reduces differences between the measured speed reduction rate and the desired speed reduction rate. • The adaptive cruise control may be configured to store a set negative wheel torque command and associate the set negative wheel torque command with a specific trailer configuration. • The adaptive cruise control may be configured to determine a plurality of set negative wheel torque commands, each set negative wheel torque command associated with a specific trailer configuration and vehicle operating condition. • Vehicle operating conditions may include vehicle speed. • The adaptive cruise control may be configured to repeatedly determine a difference between a measured speed reduction rate resulting from the negative wheel torque command and the desired speed reduction rate and adjust the initial negative wheel torque command to provide an adjusted negative wheel torque command that further reduces differences between the measured speed reduction rate and the desired speed reduction rate. • The controller (cruise control) may be configured to reduce a gain of a negative wheel torque command to the cruise control system and / or a negative wheel torque command to the active trailer negative wheel torque system when the measured speed reduction rate associated with a negative wheel torque command is greater than the expected speed reduction rate associated with the negative wheel torque command. • The controller (cruise control) may be configured to associate a plurality of reduced gains with specific vehicle operating parameters and to utilize a selected one of the reduced gains when the specific vehicle operating parameters are present. • The specific vehicle operating parameters may include vehicle speed.

[0005] Another aspect of the present disclosure is a method for controlling a motor vehicle while the motor vehicle is towing a trailer having an active negative wheel torque (speed reduction) system. The method includes actuating a cruise control of the vehicle to control a speed control system of the vehicle.The method further includes utilizing vehicle speed control to provide speed reduction commands (negative wheel torque commands) to at least one of an active negative wheel torque system of a trailer pulled by the vehicle and a vehicle speed control system, wherein the negative wheel torque command is provided while the vehicle is pulling a trailer having an active negative wheel torque system, and wherein the negative wheel torque command corresponds to an expected speed reduction rate.The method further includes measuring the speed reduction rate of the vehicle in response to the negative wheel torque commands and determining a difference between a measured speed reduction rate and the expected speed reduction rate corresponding to the negative wheel torque command(s). The method further includes utilizing the vehicle speed control to provide an adjusted negative wheel torque command that reduces the difference between the measured speed reduction rate and the expected speed reduction rate. • The method may include utilizing a control system of the vehicle to determine a speed reduction rate due to the active system of negative wheel torque of a trailer being pulled by the vehicle. • The method may include utilizing the control system of the vehicle to adjust the negative wheel torque command to the vehicle speed control system and / or the active negative wheel torque system of a trailer towed by the vehicle. • The method may include storing a set negative wheel torque command and an associated vehicle operating condition. • The method may cause the vehicle speed control to utilize the set negative wheel torque command when the vehicle speed control determines that the associated vehicle operating condition exists. • The associated vehicle operating condition may include a vehicle speed, and the method may include storing a plurality of adjusted negative wheel torque commands, wherein the adjusted negative wheel torque commands are associated with different vehicle speeds. • The method may further include providing a trailer input gain control feature that allows a user to adjust a gain of negative wheel torque signals (speed reduction signals) to a trailer negative wheel torque system to thereby adjust (increase or decrease) negative wheel torque requests from the cruise control, each negative wheel torque request rate corresponding to a negative wheel torque of the vehicle speed control system used to maintain the vehicle at a first speed.The gain of a negative wheel torque signal to the trailer's negative wheel torque devices may be adjusted until an acceptable gain is found at which the vehicle speed control provides a combined vehicle and trailer speed reduction rate that is acceptable to the user. The method may further include determining a target ratio corresponding to the acceptable gain, wherein the target ratio comprises a ratio of negative vehicle wheel torque at the first speed to a requested speed reduction rate at the first speed.If the vehicle is not operating at the first speed, the method may include determining a current ratio of the vehicle speed to the requested speed reduction rate (due to negative wheel torque) and adjusting the gain of a negative wheel torque signal to the trailer negative wheel torque system to reduce a difference between the target ratio and the current ratio.

[0006] Another aspect of the present disclosure is a motor vehicle that includes one or more sensors configured to provide sensor data regarding vehicle operating parameters. The motor vehicle further includes a speed control system having an electric motor configured to provide positive torque to increase or maintain a speed of the vehicle and a vehicle negative wheel torque system (vehicle speed reduction system) that provides negative torque that tends to reduce a speed of the vehicle. The vehicle further includes adaptive cruise control (ACC) configured to generate negative wheel torque requests to actuate the vehicle negative torque system and / or an active trailer negative wheel torque system.The actuation requests are based at least in part on sensor data from the one or more sensors. The adaptive cruise control may be configured to determine effects of a speed reduction rate of the active trailer negative wheel torque system and adjust the actuation requests to the vehicle negative wheel torque system and / or the active trailer negative wheel torque system based at least in part on the effects of the speed reduction rate of the active trailer negative wheel torque system of a trailer towed by the vehicle, thereby reducing variations in the speed reduction rate caused by the active trailer negative wheel torque system. • The motor vehicle may be configured to determine whether a trailer is operatively connected to the motor vehicle. • The adaptive cruise control may be configured to generate actuation requests corresponding to a desired speed reduction rate. • The adaptive cruise control may be configured to compare measured speed reduction rates resulting from actuation requests and adjust new actuation requests to reduce differences between the measured speed reduction rates and the desired speed reduction rate. • A trailer may be operatively connected to the motor vehicle and the trailer may include an active negative wheel torque system. • The adaptive cruise control may be configured such that, prior to adjusting the actuation request, the adaptive cruise control may cause at least some overshoot of the speed reduction and / or at least some undershoot of the speed reduction, wherein the overshoot of the speed reduction comprises a speed reduction rate that is greater than a desired speed reduction rate, and the undershoot comprises a speed reduction rate that is less than a desired speed reduction rate. The actuation request adjustments may reduce an overshoot and / or an undershoot.If the speed reduction exceeds and / or falls below a threshold, the vehicle may provide a communication to a user indicating that the user should take over the speed reduction to manually control the speed reduction. • The adaptive cruise control may be configured to provide a first gain of a negative wheel torque signal to the negative trailer torque system at highway speeds and a second gain of a negative wheel torque signal to the negative trailer wheel torque system at low speeds, wherein the first trailer gain is greater than the second trailer gain, and wherein the highway speeds include a range of speeds from 55 mph to 75 mph and the low speeds include a range of speeds from 5 mph to 35 mph.

[0007] These and other features, advantages, and objects of the present disclosure will be better understood and appreciated by those skilled in the art by reference to the following description, claims, and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The following applies in the drawings: Fig. 1 is a schematic view of a vehicle system according to one aspect of the present disclosure; Fig. 2 is a schematic view of an exemplary server computer according to an aspect of the present disclosure; Fig. 3 is a schematic view of an exemplary traffic scene according to one aspect of the present disclosure; Fig. 4 is a schematic view of a process flow according to one aspect of the present disclosure; Fig. 5 is a schematic view of a process flow according to one aspect of the present disclosure; Fig. 6 is a schematic view of a storage medium according to one aspect of the present disclosure; Fig. 7 is a flowchart showing an adaptive cruise control setting when a vehicle is towing a trailer with one or more negative wheel torque systems active; Fig. Figure 8 is a graph showing an example of a reduced speed request and a corresponding measured speed reduction; and Fig. Figure 9 is a graph showing an example of a reduced speed request and a corresponding measured speed reduction. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

[0009] This application relates to U.S. Patent No. 9,428,190, issued August 30, 2016, entitled "ADAPTIVE CRUISE CONTROL WHILE TOWING," which is incorporated herein by reference in its entirety.

[0010] Reference will now be made in detail to the presently preferred embodiments of the disclosure, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numerals will be used throughout the drawings to designate the same or similar parts. In the drawings, the depicted structural elements are not to scale, and certain components are enlarged relative to other components for emphasis and clarity.

[0011] As required, detailed embodiments of the present disclosure are disclosed herein; however, it should be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures do not necessarily depict a detailed embodiment; some schematic representations may be exaggerated or reduced to show a functional overview. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present disclosure.

[0012] As used herein, the term "and / or," when used in a list of two or more elements, means that any of the listed elements may be employed individually, or any combination of two or more of the listed elements may be employed. For example, if a composition is described as including components A, B, and / or C, the composition may include A alone; B alone; C alone; A and B in combination; A and C in combination; B and C in combination; or A, B, and C in combination.

[0013] The terms "substantially," "substantially," and variations, as used in this document, are intended to indicate that a described characteristic is equal to or approximately equal to a value or description. For example, a "substantially flat" surface is intended to mean that a surface is flat or approximately flat. Furthermore, "substantially" is intended to mean that two values ​​are equal to or approximately equal.

[0014] As used herein, the terms "the," "the," "a," or "a" or "an" mean "at least one" and are not intended to be limited to "only one" unless expressly stated otherwise. Thus, for example, a reference to "a component" includes embodiments having two or more such components, unless the context clearly indicates otherwise.

[0015] Fig. 1-6 show an example of adaptive cruise control (“ACC”). As described in more detail below in connection with Fig. 7-9, the ACC may include detection of aftermarket trailer negative wheel torque (speed reduction) systems, and the ACC may also provide adjustment of commands when a trailer is detected. However, it should be understood that the control and adjustment of aftermarket trailer negative wheel torque (speed reduction) systems according to the present disclosure may be used in conjunction with a wide variety of ACCs, and the present disclosure is not limited to the ACC of Fig. 1-6 is limited.

[0016] Fig. 1 is a block diagram of an example vehicle system 1. The system 1 includes a vehicle 5 and a trailer 6. The vehicle 5 includes a computer 10, electronic control units (ECUs) 12, vehicle sensors 15, actuators 20 for actuating various vehicle components 25, a communications module 30, and a vehicle network 32. The communications module 30 enables the vehicle 5 to communicate with a server 45 via a network 35. The vehicle 5 may be configured to tow a trailer 6, which may include an active negative wheel torque system 8.

[0017] The trailer 6 may be operatively connected to the controller 40 via a conductive line 44. If the trailer 6 has a known configuration with a known active negative wheel torque system 8 (braking system), the controller 40 may be preconfigured (e.g., "from the factory") to provide modified requests to the speed control system 42 and / or the active negative wheel torque system 8 that account for the additional weight of the trailer 6 and the effects of the active negative wheel torque system 8 speed reduction rates, thereby providing a desired speed reduction rate when towing the trailer 6. As described below in connection with Fig. 7-9, the trailer 6 may alternatively comprise an "aftermarket" trailer having an active negative wheel torque system 8 that is not detected by the controller 40, in which case the controller 40 determines the weight of the trailer 6 and / or the effects of the active negative wheel torque system 8 speed reduction rates, and the controller 40 may adjust the negative wheel torque requests (speed reduction requests) to provide a desired speed reduction rate.

[0018] Components 10, 12, 15, 20, 25, and 30 may form a controller 40 operatively connected to a vehicle speed control system 42. Controller 40 may be configured to provide adaptive cruise control ("ACC") by providing commands or requests to increase and / or decrease vehicle speed (e.g., negative wheel torque requests) to vehicle speed control system 42. Speed ​​control system 42 may include a motor (electric and / or internal combustion engine) and a negative wheel torque system (speed reduction system). As discussed in more detail below, controller 40 may be configured to generate negative wheel torque requests / commands to speed control system 42.The speed control system 42 may utilize engine drag torque and / or the negative wheel torque system to provide the desired (requested) speed reduction rate. The negative wheel torque system may include, for example, friction devices (brakes) and / or electrical devices that can be actuated to provide negative wheel torque, which tends to reduce vehicle speed.

[0019] The control system (computer 10) may include a processor and memory. Computer 10 may optionally include multiple processors operatively connected to one another, each of which may be suitably configured as required for a particular application. Computer 10 may operate vehicle 5 in an autonomous, semi-autonomous, or non-autonomous (manual) mode. For the purposes of this disclosure, an autonomous mode is one in which each of the vehicle's propulsion, negative wheel torque (speed reduction), and steering is controlled by computer 10; in a semi-autonomous mode, computer 10 controls one or two of the vehicle's propulsion, negative wheel torque (speed reduction), and steering; in a non-autonomous mode, a human vehicle operator controls each of the vehicle's propulsion, negative wheel torque (speed reduction), and steering.The computer 10 may include programming to operate one or more of a negative wheel torque system and / or a drivetrain of the vehicle.

[0020] Computer 10 may be communicatively coupled, e.g., via vehicle network 32, as described in more detail below, to one or more processors located in other devices included in vehicle 5. Furthermore, computer 10 may communicate with a navigation system employing the Global Positioning System (GPS) via communication module 30. As one example, computer 10 may request and receive location data of vehicle 5.

[0021] The ECUs 12 (which may also be referred to as electronic control modules (ECMs) or simply "control modules") may include one or more computing devices that monitor and / or control various vehicle components 25 of the vehicle 5. Examples of ECUs 12 may include an engine control module, a transmission control module, a cruise control system module, a control module that controls the negative wheel torque (speed reduction) system, a steering control module, etc. The processor of a given ECU 12 may be implemented using virtually any suitable device.

[0022] The vehicle network 32 may include a network over which messages can be exchanged between various devices in the vehicle 5. The computer 10 may generally be programmed to send and / or receive messages to and / or from other devices in the vehicle 5, e.g., any or all of the ECUs 12, sensors 15, actuators 20, components 25, the communications module 30, a human-machine interface (HMI), etc., over the vehicle network 32. Further, as mentioned below, various controllers and / or vehicle sensors 15 may provide data to the computer 10. The vehicle network 32 may optionally include a combination of multiple networks, possibly of different types, that support communication between devices in the vehicle 5.

[0023] The vehicle sensors 15 may include a variety of devices, as are known, for providing data to the computer 10. For example, the vehicle sensors 15 may include light detection and ranging sensor(s) (lidar sensor(s)) 15, etc., disposed on a top of the vehicle 5, behind a front windshield of the vehicle 5, around the vehicle 5, etc., and providing relative locations, sizes, and shapes of objects and / or conditions around the vehicle 5. As another example, one or more radar sensors 15 mounted on bumpers of the vehicle 5 may provide distance and speed data of objects (possibly including second vehicles, a trailer 6), etc., relative to the location of the vehicle 5. The vehicle sensors 15 may further include camera sensor(s) 15, e.g., E.g. forwards, sideways, backwards, etc.and provides / provides images of a field of view inside and / or outside the vehicle 5.

[0024] The actuators 20 may be implemented via circuits, chips, electric motors, or other suitable electronic and / or mechanical components that can actuate various vehicle subsystems according to suitable control signals, as is known. The actuators 20 may be used to control components 25, including reducing and / or increasing speed and / or steering a vehicle 5.

[0025] In the context of the present disclosure, a vehicle component 25 may include one or more hardware components configured to perform a mechanical or electromechanical function or operation, such as moving the vehicle 5, braking or stopping the vehicle 5, steering the vehicle 5, etc. Non-limiting examples of the components 25 include the following: a drive component of the speed control system 42 (e.g., including an internal combustion engine and / or an electric motor, etc.), a transmission component, a steering component (e.g., including one or more of a steering wheel, a steering rack, etc.may include), a negative wheel torque system, a component that can be used by a user to select a gain of a negative wheel torque signal to a negative wheel torque system 8 of a trailer 6, a parking assist component, an adaptive cruise control component, an adaptive steering component, etc.

[0026] Additionally, the computer 10 may be configured to communicate with a remote server 45 (typically via the network 35) via a communication module 30 with devices external to the vehicle 105, e.g., via wireless vehicle-to-vehicle (V2V) or vehicle-to-infrastructure (V2I) communication with another vehicle (V2V and V2I may be referred to collectively as V2X herein).

[0027] The network 35 may comprise almost any suitable arrangement, such as one or more of various wired or wireless communication mechanisms, including any desired combination of wired (e.g., cable and fiber optic) and / or wireless (e.g., cellular, wireless, satellite, microwave, and radio frequency) communication mechanisms and any desired network topology.

[0028] The computer 10 may be configured to receive and analyze data from the sensors 15 substantially continuously, periodically, and / or upon instruction by a server 45, etc. Furthermore, object classification or identification techniques may be used, e.g., in a computer 10 based on data from a lidar sensor 15, a camera sensor 15, etc., to identify an object type, e.g., a trailer ( Fig. 2), to identify a vehicle, a person, a stone, a pothole, a bicycle, a motorcycle, etc., as well as physical characteristics of objects. The server 45 ( Fig. 2) may include a computer 50 and a communications module 55. The computer 50 may include a processor and memory. The communications module 55 may include conventional wired and / or wireless communication mechanisms that enable the computer 50 to communicate with other devices, such as the vehicle 5, via wireless and / or wired communication networks / connections, etc.

[0029] Fig. 3 is a schematic representation of an example traffic scene 60. In the traffic scene 60, the vehicle 5 is traveling on a roadway 61 while the ACC of the vehicle 5 is activated, and may be towing a trailer 6. While the ACC of the vehicle 5 is activated, it may control vehicle propulsion power and / or negative wheel torque devices to maintain a set speed, if possible, while monitoring the road ahead of the vehicle 5 to detect other vehicles that may be present. The ACC may be configured to monitor the road ahead of the vehicle 5 for the presence of other vehicle(s) based on sensor data provided by one or more sensors (e.g., one or more sensors 15).

[0030] If the ACC detects the presence of a vehicle 62 in front of the vehicle 5, it may determine, according to known calculations, whether the vehicle 5, if continuing to travel at the set speed, is approaching a predetermined minimum following distance from the detected vehicle. If so, the ACC may be configured to temporarily reduce the speed of the vehicle 5 below the set speed (e.g., by actuating negative wheel torque systems of the vehicle 5 and / or the trailer 6). In this regard, the slower the speed of the preceding vehicle 62 in front of the vehicle 5, the greater the extent to which the ACC reduces the speed of the vehicle 5. If the preceding vehicle 62 is decelerating to a stop, the ACC may cause the vehicle 5 to also decelerate to a stop before approaching closer than the predetermined distance.

[0031] In general, the specified distance may be adjusted (e.g., increased) by the ACC when the vehicle 5 detects a trailer 6 having an active negative wheel torque system 8. Furthermore, the ACC commands for changing the vehicle's speed may be adjusted when the vehicle 5 detects a trailer 6. For example, the ACC may (if applicable) request a reduced speed reduction rate (reduced negative wheel torque) when a trailer 6 is being towed.

[0032] In the traffic scene from Fig. 3, vehicle 5 travels with activated ACC on lane 61 and follows a vehicle 62. The ACC controls engine power to vehicle 5 to maintain a predetermined distance between vehicle 5 and vehicle 62. This predetermined distance can be a distance D F(s) that varies depending on the speed of the vehicle 5 (e.g., increases as the speed of the vehicle 5 increases) and / or could be specified, for example, by a user input. Upon reaching a traffic jam, the vehicle 62 may decelerate to a standstill, and the ACC of the vehicle 5 may, in turn, cause the vehicle 5 to decelerate to a standstill (e.g., maintaining a distance D F (0) between the front of the vehicle 5 and the rear of the vehicle 62). The vehicle 5 may optionally include a source of electrical energy (such as a battery) and an electric motor and / or an internal combustion engine that can also generate propulsion for the vehicle 5.

[0033] Factors affecting the power demand associated with propulsion of vehicle 5 may include road grade and other road conditions. Factors affecting the power demand of vehicle 5 may also include vehicle weight, tire type, payload, towing a trailer 6, and aerodynamic drag. Propulsion power demand may also be affected by maneuvers of vehicle 5 while traveling on roadway 61, such as lane changes. The propulsion commanded by ACC (and associated power demands) may vary as ACC changes the speed of vehicle 5 to adjust its speed while traveling on roadway 61. Vehicle 5 may identify a change in the speed limit, if appropriate. For example, vehicle 5 may determine that the speed limit of roadway 61 will decrease by 10 mph at an upcoming point along roadway 61.In some implementations, the vehicle 5 may identify an expected state change corresponding to a change in a speed limit based on electronic horizon data. Electronic horizon data may include data obtained via vehicle sensors and / or stored map data that indicates a current position or location of the vehicle 5 and predicts a future trajectory of the vehicle 5 relative to an upcoming portion of a roadway 61.

[0034] In some implementations, after identifying an expected state change, the vehicle 5 may determine a preferred power state for the engine based on that expected state change. The preferred power state may be a power state appropriate for the expected power demand observed under the assumption that the expected state change actually occurs.

[0035] In some implementations, vehicle 5 may be configured to consider information regarding road grade in connection with controlling engine power state transitions. Vehicle 5 may, where appropriate, obtain information regarding road grade from electronic horizon data provided by one or more data providers / services. In some implementations, vehicle 5 may be configured, while traveling on a given roadway (e.g., roadway 61), to determine whether the road grade will change at upcoming points along the roadway and, if so, may account for such change(s).

[0036] Fig. 4 is a block diagram of a process flow 70 that may be representative of operations performed in various implementations. As shown in the process flow 70, conditions of a roadway may be monitored at 72 while a vehicle is traveling on the roadway while the ACC of the vehicle 5 is active. At 74, an expected state change may be identified based on the monitoring at 72. At 76, a preferred power state for an engine of the vehicle may be determined based on the expected state change identified at 74. At 78, it may be determined that an engine power state transition is scheduled for the engine. At 80, the scheduled engine power state transition may be decided based on the preferred power state determined at 76. It is understood that the process flow 70 consists of Fig. 4 the process 100 Fig. 7, which process is described in more detail below.

[0037] Fig. 5 is a block diagram of a process flow 90 that may be representative of operations performed in various implementations. In some implementations, the process flow 90 may be used to execute the scheduled engine power state transition at 80 in the process flow 70 of Fig. 4. As shown in process flow 90, a determination may be made at 92 as to whether the current power status matches the preferred power status. If it is determined at 92 that the current power status matches the preferred power status, the engine power status transition may then be prevented at 94, after which the process flow may end. If it is determined at 502 that the current power status does not match the preferred power status, a determination may be made at 96 as to whether the scheduled power status matches the preferred power status. If it is determined at 96 that the scheduled power status does not match the preferred power status, the process flow may end.If it is determined at 96 that the planned power state matches the preferred power state, the engine power state transition may then be executed at 98, after which the process flow may end. Process 90 may invoke process 100 (. Fig. 7) include.

[0038] The processes 70 ( Fig. 4) and 90 ( Fig. 5) can, if necessary, be transferred via the storage medium 100 ( Fig. 6). The storage medium 100 may optionally comprise any suitable medium, such as a non-transitory computer-readable storage medium or a machine-readable storage medium, such as an optical, magnetic, or semiconductor storage medium.

[0039] As mentioned above in connection with Fig. 1, the adaptive cruise control ("ACC") of the vehicle 1 may be implemented using the controller 40, and the ACC may be configured to maintain ACC operation while the vehicle 5 is towing a trailer 6. The trailer 6 may include a known trailer having a known weight, rolling resistance, and other parameters, and the trailer 6 may also have an active (e.g., powered) negative wheel torque system 8 with known effects related to reducing speed. When the trailer 6 is operatively connected to the vehicle 5, a communication line 44 or other wireless interconnection may be utilized to operatively connect the controller 40 to the negative wheel torque system 8 of the trailer 6.The active negative wheel torque system 8 of the trailer 6 may, for example, include friction and / or electrical devices that generate a negative wheel torque that tends to decelerate the trailer 6. When the controller 40 detects the configuration of the trailer 6, the controller 40 may implement modified ACC commands to account for the effects of the trailer 6 and the active negative wheel torque system 8. Thus, the controller 40 may be preconfigured to provide a desired ACC behavior when towing a trailer 6 with a known configuration.

[0040] However, if the trailer 6 has an active negative wheel torque system 8 (e.g., an active "aftermarket" system that provides negative torque to the wheels of the trailer 6, which tends to reduce a speed of the trailer 6), the controller 40 may not initially detect the trailer 6 and the active negative torque system 8. In this case, the controller 40 may, at least initially, provide ACC requests to the speed control system 42 that do not result in the desired speed reduction rate. For example, an initial (measured) speed reduction (jitter) request to the vehicle speed control system 42 and / or the active negative wheel torque system 8 of the trailer 6 may result in changes in the speed reduction rate (jitter) that are outside of an acceptable predefined range.Thus, the controller 40 may be configured to determine the effects of the trailer 6 and the active torque system 8 of the trailer 6 to reduce the variations in the speed reduction rate (i.e., to reduce or eliminate judder). It should be understood that "judder" as used herein generally refers to the third derivative of position with respect to time, speed reduction generally refers to the second derivative of position with respect to time, and speed generally refers to the first derivative of position with respect to time.

[0041] With further reference to Fig. 7, the ACC system / process (e.g., controller 40) may be used to implement a process 100 to determine whether a trailer 6 with a retrofitted active negative torque system 8 is operatively connected to the vehicle 5. If a trailer 6 with retrofitted active negative torque device(s) is detected, the process 100 compensates for the effects of the trailer 6 and the active negative wheel torque system 8 during operation of the ACC of the vehicle 5. At step 102, the system determines whether the ACC is enabled. If not, the process 100 ends at 104. However, if the ACC is enabled, the ACC system determines whether the vehicle 5 is towing a trailer 6 at step 106. The vehicle 5 may receive a user input 46 ( Fig. 1), such as a touchscreen display within the vehicle 5, whereby a user can inform the system that a trailer 6 is being towed. Alternatively, the ACC may detect that the vehicle 5 is not changing speed in an expected manner (increasing and / or decreasing) and thereby determine that the vehicle 5 is towing a trailer 6. In general, the vehicle 5 may be configured to detect a trailer 6 (and a negative wheel torque system 8) when the ACC is not engaged or when the ACC is engaged, as in Fig. 7. The ACC may be configured such that negative wheel torque (speed change) requests (increases and / or decreases in speed) are configured to provide expected vehicle speed change rates (+ and -) when the vehicle 5 is not towing a trailer 6, and the measured speed change rates (+ and -) may be compared to expected speed change rates (+ and -). For example, detecting the trailer 6 may include measured rates of change (+ and -) in vehicle speed that are less or greater than expected for a given vehicle speed change request.

[0042] In general, the ACC may be configured to generate negative wheel torque commands to one or more negative wheel torque devices corresponding to expected speed changes. Thus, a speed change command may actuate the negative wheel torque system(s), causing the negative wheel torque systems to generate a negative wheel torque expected to result in a speed change equal to the speed change.

[0043] The active trailer 6 negative wheel torque system 8 may (at least initially) provide a trailer speed reduction that results in the vehicle 5 and trailer 6 combination changing speed at a measured rate that is not equal to an expected rate for a given speed change command (i.e., the trailer 6 negative wheel torque system 8 may overcompensate for the weight of the trailer 6 and provide negative wheel torque that is greater than expected). Alternatively, the active trailer 6 negative wheel torque system 8 may undercompensate, causing the vehicle 5 and trailer 6 combination to change speed at a rate that is less than expected for a given request by the speed reduction system (e.g., for a given negative wheel torque command). Thus, the ACC system (e.g.,The controller 40 may be configured to determine that a trailer 6 having an active negative wheel torque system 8 is being towed based at least in part on the measured speed change behavior (data) of the vehicle 5 and trailer 6 combination being outside an expected speed change range for the ACC system requirements. Further, the ACC may be configured to initially detect a possible trailer 6 and may prompt a user to confirm, via input 46, that a trailer 6 having an active negative torque system 8 is being towed by the vehicle 5.

[0044] If the ACC determines at step 106 that the vehicle is not towing a trailer 6, the process proceeds to step 108 and this uses the ACC "no trailer" mode, whereby the ACC system's (e.g., controller 40) speed increase / decrease requests are not modified to account for a trailer 6 having a negative wheel torque system 8.

[0045] If a trailer 6 is detected at 106, the ACC then determines at 110 whether the speed reduction rate of the vehicle 5 and trailer 6 combination in response to engaging the negative torque system of the vehicle 5 and / or the trailer 6 is acceptable at the present vehicle speed. In general, the speed change behavior of the vehicle 5 and trailer 6 combination may be dependent on the vehicle speed, so requests to change speed at an expected rate may need to be modified at some vehicle speeds to account for the trailer 6, but not at other vehicle speeds.Similarly, the speed reduction commands (negative wheel torque commands) may need to be modified more at some vehicle speeds than at others to provide the desired speed reduction rate of the vehicle 5 and trailer 6 combination.

[0046] Various predefined criteria may be used to determine whether the speed reduction rate is acceptable at a given vehicle speed. For example, if the speed reduction rate varies such that the absolute value of the judder (the third derivative of position with respect to time) exceeds a predefined value, the ACC may determine at step 110 that the speed reduction rate does not meet the predefined criteria. Similarly, the ACC may determine at step 110 that the speed reduction rate is not acceptable if the measured vehicle speed reduction rate is not sufficiently close to the desired vehicle speed reduction rate. For example, if the absolute value of the vehicle speed reduction rate exceeds a predefined numerical value (i.e.a tolerance band around the desired speed reduction rate), the system may determine that the speed reduction rate is unacceptable. It is understood that the system (e.g., the ACC) may use a combination of predefined criteria to determine whether the speed reduction rate (the second derivative of position with respect to time) is acceptable. Further, it is understood that the speed reduction rate may depend on additional vehicle operating parameters and factors, such as road conditions (e.g., wet or dry), the effects of a hill, etc., when determining whether the speed reduction rate meets predefined criteria.

[0047] If the speed reduction rate in response to the negative wheel torque requests is unacceptable at step 110, the ACC system / process proceeds to step 114. At step 114, the ACC system adjusts the amount and / or timing of the negative wheel torque request boost to the speed control system 42 and / or the trailer negative wheel torque system 8 boost. As discussed above, the controller 40 of the vehicle 5 may be operatively connected to the active trailer negative torque system 8 via a line 44 or other suitable means (e.g., wireless transceivers). The controller 40 may generate speed reduction commands (negative wheel torque commands) to both the vehicle speed control system 42 and the trailer negative wheel torque system 8.In general, the ACC system may be configured to simultaneously send speed reduction commands (negative wheel torque commands) to the vehicle speed control system 42 and the negative wheel torque system 8 of the trailer 6. As described in more detail below in connection with . Fig. 8 and Fig. 9, the speed reduction commands (negative wheel torque commands) may include an initial gradual increase in the negative wheel torque command (e.g., a "ramp") prior to the full negative wheel torque command (full speed reduction command). Furthermore, the negative wheel torque commands may be sent to the vehicle speed control system 42 and the active negative wheel torque system 8 simultaneously. Alternatively, the negative wheel torque command to the speed control system 42 and the trailer system 8 may be delayed or advanced relative to the other of the two negative wheel torque commands (speed reduction commands) if necessary to provide an acceptable rate of speed reduction.

[0048] As mentioned above in connection with Fig. 1, the vehicle 5 may have a user input 46, which may include a gain input that controls the magnitude of the negative wheel torque signal from the controller 40 to the active negative wheel torque system 8 of the trailer 6. Similarly, the ACC (e.g., the controller 40) may utilize a gain to adjust the negative wheel torque commands to the vehicle speed control system 42. Generally, the input feature 46 may include a touchscreen, buttons, and / or a knob within the interior of the vehicle 5. The controller 40 may also utilize a gain feature to adjust the gain of negative wheel torque commands to the negative wheel torque system 8 of the trailer 6, thereby allowing the gain of the negative wheel torque commands to the negative wheel torque system 8 of the trailer 6 to be adjusted by the controller 40.Thus, the controller 40 may utilize gain to modify predefined negative wheel torque requests when the predefined negative wheel torque requests do not result in the expected rate of speed change.

[0049] After the gain is adjusted at step 114, the ACC may be configured to store a set gain at step 116. The set gain may be associated with a vehicle speed, a specific trailer 6, and / or other operating conditions. At step 118, the ACC uses the set gain based on the current (measured) trailer and operating conditions. For example, if the ACC system determines at step 118 that the vehicle 5 is still towing the same trailer 6 that was towed at step 116, the system may be configured to utilize the set gain if the same speed, trailer, and operating conditions as determined at step 116 (or similar) exist.The ACC may compare the present (measured) speed increase rates and / or speed reduction rates (responses) resulting from the speed increase and speed reduction requests (negative wheel torque requests) with previous responses to determine whether the trailer 6 was previously towed.

[0050] At step 120, the ACC determines whether the speed reduction rate is acceptable when using the modified gain. If the speed reduction rate is not acceptable, the ACC returns to step 114 and again adjusts the gain of the negative wheel torque signal to the vehicle and / or trailer system. However, if the speed reduction rate is acceptable at step 120, the system continues to use the adjusted gain stored at step 116 without further adjustment, provided the system continues to determine at step 120 that the speed reduction rate is acceptable (i.e., the ACC can continuously monitor the measured speed reduction rate (step 120) after the adjusted gain (step 122) has been used).It will be appreciated that the ACC / system may implement steps 114-120 multiple times during operation of the vehicle 5 until the speed reduction rate is acceptable according to predefined criteria at step 120, at which point the ACC / system will use the adjusted gain at step 122 without further adjustment. Generally, the adjustments at step 114 may be relatively small, causing the ACC / system to repeat steps 114-120 multiple times until an acceptable speed reduction rate is achieved at step 120.

[0051] The set gain used at step 122 may correspond to a specific set of operating parameters or conditions stored and associated with a specific set gain, and the ACC / system may implement steps 114-120 when different operating parameters are encountered if the measured speed reduction rate is unacceptable under alternative operating conditions. Thus, the ACC may continue to learn and recognize the effects of trailer 6 and active system 8 negative wheel torque when new operating conditions / parameters are encountered, and the ACC may also store multiple set gains associated with specific combinations of operating conditions / parameters.Once the ACC determines a set gain that provides an acceptable speed reduction rate for a specific set (combination) of operating conditions for a specific trailer 6 with an active negative wheel torque system 8, the ACC may then utilize the set gain when the same combination of operating conditions is encountered while towing the same trailer 6. The ACC may continue to monitor the speed reduction rate of the vehicle 5 and trailer 6 combination (e.g., by repeating step 120) and further adjust the gain of a negative wheel torque signal (speed reduction signal) to the negative wheel torque system of the vehicle 5 and / or the gain of signals to the active negative torque system 8 of the trailer 6.However, it should be understood that the ACC will not adjust the gain of the negative wheel torque trailer system 8 if a negative wheel torque trailer system is not operatively connected to the vehicle 5 (e.g., the input feature 46 does not include a trailer gain setting for the negative wheel torque system of the trailer 6).

[0052] The ACC may be configured to utilize stored set gains each time a specific trailer 6 is used with the vehicle 5. For example, the ACC system (e.g., the controller 40) may be configured to prompt a user to enter a trailer configuration if the trailer 6 was previously towed by the vehicle 5, and the ACC may utilize stored set gains for the specific trailer 6 and negative wheel torque systems being towed.

[0053] As discussed above, the ACC may be configured to, at step 106 ( Fig. 7) to determine whether the vehicle 5 is towing a trailer 6. The ACC may determine that a trailer is connected using various criteria. For example, if the vehicle 5 includes an electrical trailer connection that connects the vehicle lights to the trailer lights, the system may be configured to detect that a trailer has been connected to the trailer light connector of the vehicle 5. The system may also be configured to determine if there is an electrical current draw or voltage draw due to the trailer system 8 experiencing negative wheel torque (e.g., a change in the electrical current and / or voltage of the electrical line 44 due to the actuation of trailer lights and / or the activation of the trailer system 8 experiencing negative wheel torque).

[0054] The ACC may also be configured to use an estimate of the driveline mass to determine the estimated load and whether a trailer is present. For example, the vehicle may use differences between expected speed increase rates and / or speed reduction rates in response to requests to increase or decrease speed, respectively. The ACC may use a known relationship between vehicle torque and speed reduction rate to determine whether the torque resulting from a request does not result in the expected speed reduction rate.For example, if the vehicle 5 is not reducing speed at an expected rate, the ACC / system may be configured to determine / estimate the total mass of the vehicle 5 and the trailer 6 based on the measured speed reduction rate for a known wheel torque (negative wheel torque) resulting from a request to reduce speed. If the estimated mass exceeds a predefined amount that exceeds the vehicle mass, the ACC / system may be configured to determine that a trailer 6 is connected to the vehicle 5. This determination may include a preliminary determination that a trailer 6 is attached, and the ACC may be configured to prompt a user (e.g., via input feature 46) for confirmation that a trailer 6 is attached and may further prompt a user to enter information regarding the trailer 6.The ACC may also be configured to provide input (e.g., via input feature 46) whereby a user may indicate that a trailer 6 is present, even if the ACC does not, at least initially, determine that a trailer 6 is present. Furthermore, a vehicle 5 may include exterior cameras and / or radar, as discussed above, and inputs from the cameras and / or radar may be used by the ACC / system to determine that a trailer 6 is located behind the vehicle 5 and connected to the vehicle 5.

[0055] The vehicle 5 may be configured to perform the process 100 ( Fig. 7) Reset / restart using various inputs / criteria when Vehicle 5 has not been operated for a period of time. For example, if a load sensor / ground clearance sensor is available, Vehicle 5 can compare before and after the "key on / key off" event and determine if the "drawbar load" is different, and Vehicle 5 can be configured to recalibrate accordingly. If the change in drawbar load after an "key on / key off" event is within a calibrated threshold, Vehicle 5 can (if applicable) continue to use the original settings (i.e., the settings before the "key on / key off" event).If the load change exceeds a calibrated (predefined) threshold, Vehicle 5 can (if applicable) switch to a default value, scale the gain based on the tongue load differential, and change the learning rate for the gain modifications. If a load change is detected after an ignition on / off event, Vehicle 5 can (if applicable) prompt a user for confirmation, and the user can provide input regarding the expected trailer / vehicle mass change.

[0056] The vehicle 5 may be configured to determine the combined vehicle speed reduction rate of the vehicle 5 and the trailer 6 with an aftermarket trailer system 8 of negative wheel torque while the ACC is active. For example, the ACC (controller 40) of the vehicle 5 may be configured to use on-board sensors (e.g., the sensors 15) to determine whether the execution is jerky or smooth during speed reductions. This may utilize separately mounted sensors on the vehicle 5 and a sensor 15A ( Fig. 1) mounted on the trailer 6. If the change in the speed profiles of the vehicle 5 and the trailer 6 is different and / or if the speed reductions of either the vehicle 5 or the trailer 6 are delayed relative to the other of the vehicle 5 and the trailer 6, the ACC system may be configured to adjust the amount and / or timing of the negative vehicle and / or trailer wheel torque commands (speed reduction commands) (see, e.g., step 114 of Fig. 7).

[0057] If the realized (measured) trailer / vehicle reduction rates or the combined vehicle reduction rates of the speed profiles indicate temporally misaligned reduction rates of the speed profiles, uneven speed reduction rates, or other types of behavior, the vehicle 5 may be configured to perform the following: • Using ACC and / or device information (sensor data) to determine how the trailer 6's negative wheel torque system 8 contributes to the speed reduction rate at different speeds. This may involve using a learning algorithm to determine how much negative torque the vehicle's negative wheel torque friction system actually applied compared to how much should be applied for that weight (estimated mass from the speed control system). ◯ In some cases, the desired behavior for the trailer system 8 of a negative wheel torque may not be linear and may lag behind the system of a negative wheel torque (friction system) of the vehicle or vice versa. • This can be realized (implemented) by adjusting the gain of a negative wheel torque system signal (speed reduction signal) to the negative wheel torque system 8 of the trailer 6 to ensure that the desired torque deviation for the trailer 6 is adequately realized. This can be realized using the following procedure: ◯ Estimate a combined gross vehicle weight of vehicle 5 and trailer 6. ◯ Determine the driver’s request for negative wheel torque (a speed reduction). ◯ Determining the torque deviation for the system 8 of the trailer 6 based on one or more factors such as vehicle speed, speed reduction rates, trailer weight relative to the vehicle weight, torque tending to reduce speed, coefficient of friction of the road surface, etc. The torque deviation may be assigned by the vehicle 5 to the system 8 of the trailer 6. ◯ When the driver performs (requests) a speed reduction event, the ACC system can use physics-based equations (e.g., F = ma) and compare the expected speed reduction rate based on the vehicle torque / desired deviation level relative to the actual speed reduction rates of the vehicle 5 with the trailer 6. ◯ If the vehicle 5 (ACC) determines that the speed reduction rate is higher than expected, the vehicle 5 may reduce the gain of a negative wheel torque signal (speed reduction signal) to the negative wheel torque systems of the vehicle 5 and / or the trailer 6 at that operating point. If the vehicle 5 determines that the speed reduction rate is lower than expected, the vehicle 5 may increase the gain of a negative wheel torque signal to the negative wheel torque system 8 of the trailer 6 at that operating point. ◯ The vehicle 5 (the controller 40) can also learn different speed reduction values ​​based on the vehicle speed / desired speed reduction deviation from the vehicle 5. ◯ This may include regenerative (electric) and friction torque requirements (e.g., trailer 6 could have an electric motor).

[0058] As mentioned above in connection with Fig. 7, at step 114, the ACC system may be configured to adjust ACC control, which may include adjusting the amount and / or timing of boosting the negative vehicle and / or trailer wheel torque signals (speed reduction signals) to the negative wheel torque systems of the vehicle 5 and / or the trailer 6. The ACC control adjustments may also include dampening ACC requests to the friction-based negative wheel torque system of the vehicle 5 and / or the negative wheel torque system 8 of the trailer 6 to smooth execution based on speed.

[0059] For example, with reference to Fig. 8, a speed reduction request 130 may include a first segment 130A including a ramp section 130A starting at point 133 and ending at point 134, and then after two seconds, the request 130 may remain at minus 2 m / s / s. Thus, in this example, segment 130A has a jerk rate of -1 m / s / s / s and segment 130B of the request 130 has a jerk rate of 0 m / s / s / s, corresponding to a request for a constant rate of speed change. In the illustrated example, a response line 132 (measured speed reduction rate of vehicle 5) includes a first segment extending between points 133 and points 135 and a second segment 132B extending upward from point 135 and intersecting line segment 130B at point 136.In the illustrated example, line 132 (measured speed reduction rate of vehicle 5 and / or trailer 6) may slope downward at 132C and overlap line 130 after point 138. Thus, the actual (measured) response, as shown by line 132, exceeds requirement 130B at 135 and falls below requirement 130B at point 137, and requirement 130 and response 132 after point 138 may be substantially identical. In the illustrated example, acceptable tolerances of the speed reduction rate are shown by lines 141 and 142, which correspond to points B1 and B2, respectively. Thus, in the example of FIG. Fig. 8 shows the measured maximum undershoot and overshoot (points 135 and 137) within the acceptable range defined by lines 141 and 142. It is understood that lines 141 and 142 are merely examples of predefined criteria for a speed reduction rate. The vehicle 5 may also be configured to provide a user with communication indicating that the user should take over the speed reduction to manually control the speed reduction if the speed reduction overshoot and / or undershoot exceeds a threshold.

[0060] It should be understood that, depending on the vehicle operating conditions, a speed reduction request 130 may require varying degrees of negative wheel torque to achieve the requested speed reduction request 130. For example, a speed reduction request of negative 2 m / s / s may require a larger negative wheel torque command when the vehicle 5 is traveling downhill, and may require a smaller negative wheel torque command when the vehicle 5 is traveling uphill. Thus, the ACC of the vehicle 5 may be configured to adjust negative wheel torque commands to provide a speed reduction request 130 that corresponds to the desired speed reduction rate.

[0061] In addition to the speed reduction rate criteria of lines 141 and 142, the ACC (controller 40) of vehicle 5 may also be configured to compare the requested jerk (grade of line segment 130A) with the measured jerk (grade of line segment 132A) to determine whether the jerk is within a range of acceptable values. In the illustrated example, the requested line segment 130A has a jerk rate (grade) of -1 m / s / s, and the response (measured) of line segment 132A has a jerk rate (grade) slightly less than -1 m / s / s / s, namely approximately -0.97 m / s / s / s. If a predefined maximum difference in jerk between the demand 130A and the response 132A is 0.05 m / s / s / s, the measured jerk in this example would be within the predefined criteria.It should be understood that this is only an example and the size of the tolerances for the reduction rate for speed and judder can differ considerably from the examples just described.

[0062] With further reference to Fig. 8, the ACC of vehicle 5 (controller 40) may also be configured to evaluate possible time delays or other fluctuations in the measured speed reduction rate (line 132) relative to the requested speed reduction rate (line 130). For example, in Fig. 8, the demand 130 remains constant after point 134, whereas the measured response 132 reaches a minimum at point 135, resulting in a delay time of "T1." The measured response 132 then crosses the demand line 130B at point 136 and reaches its peak at point 137, followed by a decline until the demand 130 and the response 132 overlap after point 138. The ACC of the vehicle 5 (controller 40) may be configured to use one or more of the delay times T1-T4 to determine whether the measured vehicle response 132 is within acceptable predefined ranges.

[0063] Thus, differences between the requested and measured reduction rate of speed, jerk, and deceleration times can be used individually or in combination to determine whether the actual (measured) speed reduction rates meet predefined criteria, for example, at step 110 and / or 120 ( Fig. 7). It is understood that lines 130 and 132 from Fig. 8 are examples and do not necessarily represent actual requests or actual measured vehicle responses, but rather illustrate examples of differences between a request and a measured speed reduction rate that may be used by the ACC of vehicle 5 (controller 40) to determine whether the speed reductions of the vehicle 5 and trailer 6 combination are within predefined acceptable limits (i.e., meet predefined criteria). In addition, differences between the request 130 and the measured response 132 may also be used by vehicle 5 to determine whether a trailer 6 is being towed by vehicle 5.

[0064] Fig. Figure 9 is a graph showing a measured speed reduction rate (line 145) resulting from a request 130 to reduce speed. The request line 130 from Fig. 9 is the same as the request line 130 from Fig. 8. In the example from Fig. 9 the reinforcement was related to Fig. 8 is increased so that the negative wheel torque signal and the resulting torque applied by the vehicle speed control system 42 and / or the trailer negative wheel torque system 8 are Fig. 9 larger than in Fig. 8. In the example from Fig. 9, the measured speed reduction rate at line segment 145 initially has a slope (jerk) that is less than the slope of demand line 130A. However, the measured jitter of line segment 145B is greater than that of line segment 130A. Also, in this example, response line segment 145B crosses demand line 130A at point 151, and (measured) response line segment 145B crosses the horizontal axis of line segment 130B before demand line segment 130A. Further, measured response 145B extends below horizontal demand line segment 130B until it reaches point 150, which is below the "acceptable" bottom line 142. The measured response (line segment 145D) then increases until it reaches point 152.

[0065] Thus, in the example from Fig. 9, the measured speed reduction rate of the vehicle 5 and / or the trailer 6 is outside the predefined acceptance criteria of lines 141 and 142. In addition, the slope (jitter) of the line segment 145 is greater than the jitter of the line segment 130A, and the response line 145 may remain below the request line 130 at point 152. The ACC (e.g., the controller 40) may (optionally) be configured to determine that a measured jitter that exceeds a request jitter during the request ramp period (i.e., the time between points 133 and 134) represents an unacceptable response (e.g., at steps 110 and / or 120 of Fig. 7) and the ACC may be configured to adjust the amount and / or timing of the speed reduction request 130 as needed. For example, the slope of the request line segment 130A may be reduced, thereby reducing the slope (judder) of the response line segment 145B. Furthermore, the amount of gain may be reduced, keeping the measured response (line 145) within the predefined acceptable limits represented by lines 141 and 142, as shown in Fig. 8 shown.

[0066] In general, the ACC of the vehicle 5 (e.g., the controller 40) may be configured to utilize numerous variations in settings of the amount and timing of the boost of the negative wheel torque systems of the vehicle 5 and / or the trailer 6 to determine the effects of the speed reduction change requests on the measured speed reduction rate, and the controller may be configured to learn the relationships (correlations) between the requests (inputs) and the responses (outputs) to thereby develop a model of an unknown (retrofitted) trailer 6 having an active negative wheel torque system, whereby the ACC can determine the necessary inputs (speed reduction requests) to provide a desired speed reduction rate.It will be appreciated that numerous operating parameters, such as vehicle speed, gradient of a road, wet or dry condition of a road, ambient temperature, etc., may be used during the learning process so that the controller (ACC) is able to predict the combined response of the vehicle 5 and the trailer 6 using numerous measured variables (operating parameters or conditions).

[0067] Additionally, it should be understood that vehicle 5 may be configured to utilize a towing mode when ACC is engaged and ACC detects a trailer 6. For example, when vehicle 5 is towing a trailer 6, negative wheel torque requirements (speed reduction targets) may be reduced and a target following distance relative to another vehicle may be increased. Thus, the towing mode may utilize negative wheel torque requirements (speed reduction requirements) specific to towing, and these requirements may be adjusted by changing the gain to provide the desired speed reduction rate, as may be required when towing.

[0068] Again with reference to Fig. 1, the vehicle 5 may be operatively connected to the active negative wheel torque system 8 of the trailer 6 through one or more conductive lines 44. In some cases, the vehicle 5 may be configured to determine the voltage and / or current in the negative wheel torque system 8 of the trailer 6 via the conductive lines 44. In this case, the vehicle 5 may be configured to reduce the gain of the active negative wheel torque system 8 of the trailer 6 if, for example, the measured jerk exceeds a predefined acceptance criterion. For example, if the gain feature 46 ( Fig.1) includes a gain control that allows a user to adjust the gain (e.g., from 0 to 10) of negative wheel torque signals to the negative wheel torque system 8 of the trailer 6, this gain may be applied by the trailer 6 to the active negative wheel torque system 8 of the trailer 6. However, the vehicle 5 may be configured to change the gain set by the input feature 46 if the vehicle 5 determines that the gain input by a vehicle operator is likely to result in operating conditions, such as judder, that do not meet predefined criteria.Thus, the ACC may be configured to override a gain input by a user if the user input gain is likely to cause speed reduction rates that do not meet one or more predefined criteria related to speed reduction rates.

[0069] Alternatively, the vehicle 5 may be configured such that the vehicle 5 may be configured to deactivate the ACC if the vehicle 5 detects that the ACC is active and the vehicle 5 is towing a trailer 6 that is not detected by the vehicle 5. For example, the vehicle 5 may be preconfigured to detect one or more trailers 6 having an active negative wheel torque system 8, whereby the vehicle 5 implements a set ACC control corresponding to a known trailer 6 with a known active negative wheel torque system 8. However, if the vehicle 5 detects a trailer 6 and the vehicle 5 does not detect the trailer 6, the vehicle 5 may be configured to deactivate the ACC.

[0070] The vehicle 5 may also be configured to compare requests to reduce speed with wheel torque. In general, the vehicle 5 (the controller 40) may be configured such that a request to reduce speed corresponds to a known or predicted negative wheel torque. The vehicle 5 may be configured to compare the ACC requested speed reduction rate with the wheel torque once the driver has established a "steady state" (i.e., comfort state) setting for boosting a negative wheel torque speed reduction signal to the negative wheel torque system 8 of the trailer 6. • The ACC may be configured to develop a steady-state ratio, if necessary. For example, on a highway, the ACC may request a speed reduction rate of 2 m / s / s, during which the average wheel torque over 2 seconds is 4,000 Nm (negative due to deceleration), and the ratio in this example is 4,000 / 2=2,000.

[0071] If the trailer gain is the same, but this multiplier (ratio) changes significantly (e.g., a predefined calibratable threshold), this may indicate that the trailer gain is incorrect. • For example, in city driving, if the ACC requests a speed reduction rate of 2 m / s / s and the average wheel torque over 2 seconds is 10,000 Nm, the ratio is 10,000 / 2=5,000. In this example, this ratio is much larger than the steady-state (i.e., comfort) ratio of 2,000. The ACC may interpret the difference in ratio as an indication that the trailer boost (gain of the negative wheel torque signal to the negative wheel torque system 8) should be adjusted. • In this example, the ACC may be configured to slowly decrease the trailer gain until the ratio returns to the steady state ratio (2,000) (within a predefined threshold).

[0072] Such operations as described in this document should always be implemented and / or performed in accordance with the user manual and safety guidelines.

[0073] It is to be understood that variations and modifications may be made to the foregoing structure without departing from the concepts of the present disclosure, and it is further understood that such concepts are intended to be covered by the following claims unless these claims expressly state otherwise by their language.

[0074] According to the present invention, there is provided a motor vehicle comprising: a vehicle control system; a speed control system configured to increase a speed of the vehicle and reduce the speed of the vehicle when the speed control system receives a speed reduction command;wherein the vehicle control system includes an adaptive cruise control configured to operate the cruise control system to provide a desired rate of speed reduction of the vehicle when the vehicle is towing a trailer having an active speed reduction system, the adaptive cruise control configured to generate speed reduction commands to the vehicle's cruise control system and / or to the trailer's active speed reduction system to maintain: 1) a vehicle speed and / or 2) a target following distance between the vehicle and a target vehicle ahead of the vehicle, the speed reduction commands being associated with expected rates of speed reduction of the vehicle;and wherein the adaptive cruise control is configured to determine an estimated combined mass of the vehicle and the trailer; and wherein the adaptive cruise control is configured to determine the speed reduction rate of the vehicle due to the active trailer speed reduction system based at least in part on: 1) the estimated combined mass of the vehicle and the trailer, and 2) a measured speed reduction rate of the vehicle in response to a speed reduction command;and wherein the adaptive cruise control is configured to compare the measured speed reduction rate of the vehicle with an expected speed reduction rate of the vehicle corresponding to the speed reduction command and adjust the speed reduction commands to the vehicle speed control system and / or the speed reduction commands to the active speed reduction system of the trailer to provide a vehicle speed reduction rate that meets predefined criteria.;

[0075] According to one embodiment, the predefined criteria include maximum jerkiness.

[0076] According to one embodiment, the jerk comprises a predefined numerical value.

[0077] According to one embodiment, the adaptive cruise control is configured to utilize a towing mode when the adaptive cruise control determines that a trailer is connected to the vehicle;and wherein the adaptive cruise control in the pull mode is configured to determine a desired speed reduction rate and generate an initial speed reduction command to the speed control system based at least in part on the desired speed reduction rate, and wherein the adaptive cruise control is configured to determine a difference between a measured speed reduction rate resulting from the speed reduction command and the desired speed reduction rate, and adjust the initial speed reduction command to provide an adjusted speed reduction command that reduces differences between the measured speed reduction rate and the desired speed reduction rate.;

[0078] According to one embodiment, the adaptive cruise control is configured to store a set speed reduction command and to associate the set speed reduction command with a specific trailer configuration.

[0079] According to one embodiment, the adaptive cruise control is configured to determine a plurality of set speed reduction commands, each set speed reduction command being associated with a specific trailer configuration and vehicle operating condition.

[0080] According to one embodiment, the vehicle operating conditions include a vehicle speed.

[0081] According to one embodiment, the adaptive cruise control is configured to repeatedly determine a difference between the measured speed reduction rate resulting from the speed reduction command and the desired speed reduction rate, and adjust the initial speed reduction command to provide an adjusted speed reduction command that further reduces differences between the measured speed reduction rate and the desired speed reduction rate.

[0082] According to one embodiment, the controller is configured to reduce a gain of a speed reduction command to the vehicle's speed control system and / or a speed reduction command to the trailer's active speed reduction system when the measured speed reduction rate associated with the speed reduction command is greater than the expected speed reduction rate associated with the speed reduction command.

[0083] According to one embodiment, the controller is configured to associate a plurality of reduced gains with specific vehicle operating parameters and to utilize a selected one of the reduced gains when the specific vehicle operating parameters are present.

[0084] According to one embodiment, the specific vehicle operating parameters include a vehicle speed.

[0085] According to the present invention, a method for controlling a motor vehicle while the motor vehicle is towing a trailer having an active speed reduction system includes: actuating a cruise control of the vehicle to control a speed control system of the vehicle; utilizing the vehicle cruise control to provide a speed reduction command to at least one of: 1) an active speed reduction system of a trailer towed by the vehicle, and 2) a vehicle speed control system, wherein the speed reduction command is provided while the vehicle is towing a trailer having an active speed reduction system, and wherein the speed reduction command corresponds to an expected speed reduction rate;Measuring the speed reduction rate of the vehicle in response to the speed reduction commands; determining a difference between the measured speed reduction rate and the expected speed reduction rate corresponding to the speed reduction command; and utilizing the vehicle cruise control to provide an adjusted speed reduction command that reduces the difference between the measured speed reduction rate and the expected speed reduction rate.

[0086] In one aspect of the invention, the method includes: utilizing a control system of the vehicle to determine a speed reduction rate due to the active speed reduction system of a trailer towed by the vehicle; utilizing the control system of the vehicle to set a speed reduction command to the vehicle speed control system and / or a speed reduction command to the active speed reduction system of a trailer towed by the vehicle.

[0087] According to one aspect of the invention, the method includes: storing a set speed reduction command and an associated vehicle operating condition; and causing the vehicle cruise control to utilize the set speed reduction command when the vehicle cruise control determines that the associated vehicle operating condition exists.

[0088] In one aspect of the invention, the associated vehicle operating condition comprises a vehicle speed; and including: storing a plurality of set speed reduction commands, wherein the set speed reduction commands are associated with different vehicle speeds.

[0089] In one aspect of the invention, the method includes: providing a trailer input gain control feature that allows a user to adjust a trailer speed reduction gain to thereby adjust the speed reduction request rate from the vehicle speed control, each speed reduction request rate corresponding to a torque of the vehicle speed control system used to maintain the vehicle at a first speed; adjusting the trailer gain until an acceptable gain is found at which the vehicle speed control provides a combined vehicle and trailer speed reduction rate that is acceptable to the user;Determining a target ratio corresponding to the acceptable gain, the target ratio comprising a ratio of vehicle wheel torque at the first speed to a requested speed reduction rate at the first speed; and, if the vehicle is not operating at the first speed, determining a current ratio of the vehicle speed to the requested speed reduction rate and adjusting the trailer gain to reduce a difference between the target ratio and the current ratio.

[0090] According to the present invention, a motor vehicle is provided comprising: one or more sensors configured to provide sensor data regarding vehicle operating parameters; a speed control system including an electric motor configured to provide positive torque tending to increase vehicle speed and a vehicle speed reduction system configured to provide negative torque tending to reduce vehicle speed; and an adaptive cruise control configured to generate speed reduction actuation requests to actuate the vehicle speed reduction system and / or an active speed reduction system of a trailer,wherein the speed reduction actuation requests are based at least in part on sensor data from the one or more sensors, and wherein the adaptive cruise control is configured to determine speed reduction effects of the active speed reduction system of the trailer and adjust the speed reduction actuation requests to the vehicle speed reduction system and / or the active speed reduction system of the trailer based at least in part on the effects of the speed reduction rate of the active speed reduction system of the trailer towed by the vehicle to reduce variations in speed reduction rates caused by the active speed reduction system of the trailer.

[0091] According to one embodiment, the motor vehicle is configured to determine whether a trailer is operatively connected to the motor vehicle; the adaptive cruise control is configured to generate speed reduction actuation requests corresponding to desired speed reduction rates; and the adaptive cruise control is configured to compare measured speed reduction rates resulting from speed reduction actuation requests and set new speed actuation requests to reduce differences between the measured speed reduction rates and the desired speed reduction rates.

[0092] According to one embodiment, the invention is further characterized by: a trailer operatively connected to the motor vehicle, the trailer including an active speed reduction system, and the adaptive cruise control being configured such that the adaptive cruise control causes an overshoot of the speed reduction and / or an undershoot of the speed reduction prior to setting the speed reduction actuation requests, wherein the overshoot of the speed reduction comprises a speed reduction rate that is greater than a desired speed reduction rate, and the undershoot of the speed reduction comprises a speed reduction rate that is less than a desired speed reduction rate;wherein the speed reduction actuation request settings reduce at least one of an overshoot of the speed reduction and an undershoot of the speed reduction;

[0093] According to one embodiment, the adaptive cruise control is configured to provide a first trailer speed reduction gain at highway speeds and a second trailer speed reduction gain at low speeds, wherein the first trailer speed reduction gain is greater than the second trailer speed reduction gain, whereby the one or more speed reduction devices provide greater torque to decelerate the trailer at the first trailer gain, and wherein the highway speeds include a range of speeds from 55 mph to 75 mph and the low speeds include a range of speeds from 5 mph to 35 mph. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] US 9,428,190

[0009]

Claims

[1] Motor vehicle, comprising: a vehicle control system; a speed control system configured to increase a speed of the vehicle and reduce the speed of the vehicle when the speed control system receives a speed reduction command; wherein the vehicle control system includes an adaptive cruise control configured to operate the cruise control system to provide a desired rate of speed reduction of the vehicle when the vehicle is towing a trailer having an active speed reduction system, the adaptive cruise control configured to generate speed reduction commands to the vehicle's cruise control system and / or to the trailer's active speed reduction system to maintain: 1) a vehicle speed and / or 2) a target following distance between the vehicle and a target vehicle ahead of the vehicle, the speed reduction commands being associated with expected rates of speed reduction of the vehicle; and wherein the adaptive cruise control is configured to determine an estimated combined mass of the vehicle and the trailer; and wherein the adaptive cruise control is configured to determine the speed reduction rate of the vehicle due to the active trailer speed reduction system based at least in part on: 1) the estimated combined mass of the vehicle and the trailer, and 2) a measured speed reduction rate of the vehicle in response to a speed reduction command; and wherein the adaptive cruise control is configured to compare the measured speed reduction rate of the vehicle with an expected speed reduction rate of the vehicle corresponding to the speed reduction command, and adjust the speed reduction commands to the vehicle speed control system and / or the speed reduction commands to the active speed reduction system of the trailer to provide a vehicle speed reduction rate that meets predefined criteria. [2] Motor vehicle according to claim 1, wherein: the predefined criteria include maximum jerking. [3] Motor vehicle according to claim 2, wherein: the jerking includes a predefined numerical value. [4] Motor vehicle according to claim 1, wherein: the adaptive cruise control is configured to utilize a towing mode when the adaptive cruise control determines that a trailer is connected to the vehicle; and wherein the adaptive cruise control in pull mode is configured to determine a desired speed reduction rate and generate an initial speed reduction command to the speed control system based at least in part on the desired speed reduction rate, and wherein the adaptive cruise control is configured to determine a difference between a measured speed reduction rate resulting from the speed reduction command and the desired speed reduction rate, and adjust the initial speed reduction command to provide an adjusted speed reduction command that reduces differences between the measured speed reduction rate and the desired speed reduction rate. [5] Motor vehicle according to claim 4, wherein: the adaptive cruise control is configured to store a set speed reduction command and to assign the set speed reduction command to a specific trailer configuration. [6] Motor vehicle according to claim 5, wherein: the adaptive cruise control is configured to determine a plurality of set speed reduction commands, each set speed reduction command being associated with a specific trailer configuration and vehicle operating condition. [7] Motor vehicle according to claim 6, wherein: the vehicle operating conditions include a vehicle speed. [8] Motor vehicle according to claim 4, wherein: the adaptive cruise control is configured to repeatedly determine a difference between the measured speed reduction rate resulting from the speed reduction command and the desired speed reduction rate, and to adjust the initial speed reduction command to provide an adjusted speed reduction command that further reduces differences between the measured speed reduction rate and the desired speed reduction rate. [9] Motor vehicle according to claim 1, wherein: the controller is configured to reduce a gain of a speed reduction command to the vehicle's speed control system and / or a speed reduction command to the trailer's active speed reduction system when the measured speed reduction rate associated with the speed reduction command is greater than the expected speed reduction rate associated with the speed reduction command. [10] Motor vehicle according to claim 9, wherein: the controller is configured to associate a plurality of reduced gains with specific vehicle operating parameters and to utilize a selected one of the reduced gains when the specific vehicle operating parameters are present. [11] Motor vehicle according to claim 10, wherein: the specific vehicle operating parameters include a vehicle speed. [12] A method of controlling a motor vehicle while the motor vehicle is towing a trailer having an active speed reduction system, the method comprising: Operating a cruise control of the vehicle to control a speed control system of the vehicle; Utilizing vehicle speed control to provide a speed reduction command to at least one of: 1) an active speed reduction system of a trailer towed by the vehicle, and 2) a vehicle speed control system, wherein the speed reduction command is provided while the vehicle is towing a trailer having an active speed reduction system, and wherein the speed reduction command corresponds to an expected speed reduction rate; Measuring the rate of speed reduction of the vehicle in response to the speed reduction commands; Determining a difference between the measured speed reduction rate and the expected speed reduction rate corresponding to the speed reduction command; Utilizing vehicle speed control to provide a set speed reduction command that reduces the difference between the measured speed reduction rate and the expected speed reduction rate. [13] A method according to claim 12, comprising: Utilizing a control system of the vehicle to determine a speed reduction rate due to the active speed reduction system of a trailer towed by the vehicle; Utilizing the vehicle's control system to set a speed reduction command to the vehicle speed control system and / or a speed reduction command to the active speed reduction system of a trailer towed by the vehicle. [14] A method according to claim 13, comprising: Storing a set speed reduction command and an associated vehicle operating condition; Causing the vehicle cruise control to utilize the set speed reduction command when the vehicle cruise control determines that the associated vehicle operating condition exists. [15] The method of claim 14, wherein: the associated vehicle operating condition includes a vehicle speed; and including: Storing a plurality of set speed reduction commands, wherein the set speed reduction commands are associated with different vehicle speeds.

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