Distance control systems and methods for diesel-powered vehicles

Abstract

Described herein are systems and methods that may be implemented in a vehicle with adaptive cruise control for maintaining a substantially constant following distance in a subject vehicle from a leading target vehicle when the slope of a surface on which the subject vehicle is traveling has changed and / or when the slope of the subject vehicle has changed. The systems and methods disclosed herein may maintain such a substantially constant following distance by controlling engine torque.Such engine torque management, which maintains a substantially constant following distance from a preceding target vehicle regardless of a change in road gradient and / or a change in the inclination of the subject vehicle, may be implemented according to the torque map of the subject vehicle on the basis of data input to the electronic control unit of the subject vehicle via road gradient sensors and vehicle inclination sensors, which may be located on the subject vehicle.

Description

REFERENCE TO RELATED APPLICATIONS

[0001] This patent application claims priority to U.S. Patent Application No. 17 / 881,247, filed August 4, 2022. This patent application is incorporated herein by reference in its entirety. FIELD OF THE INVENTION

[0002] The present invention relates to systems and methods for managing the distance between a vehicle with activated adaptive cruise control and a target vehicle traveling ahead of the vehicle. The present invention relates to systems and methods for managing the distance of a following vehicle by managing the amount of torque requested in the subject vehicle. BACKGROUND

[0003] A conventional cruise control can be used to maintain a substantially constant vehicle speed that has been previously set. Early forms of conventional cruise control kept the vehicle speed essentially constant by adjusting the throttle position with a cable. As technology advanced, cruise controls then became electronically controlled. In a vehicle with a gasoline engine, the vehicle's electronic control unit (ECU) sends a command signal to vary the throttle opening so that the preset vehicle speed is maintained essentially constant. In a vehicle with a diesel engine, the vehicle's ECU sends a command signal to adjust the amount of fuel injected into the engine cylinders so that the preset vehicle speed is maintained essentially constant.

[0004] Conventional adaptive cruise control (ACC) can also be used to maintain a substantially constant vehicle speed. Conventional ACC also provides the ability to maintain a substantially constant following distance from a target vehicle ahead while ACC is engaged. Conventional ACC achieves this through an array of radar sensors that detect the speed and following distance of the target vehicle and adjust the speed of the target vehicle accordingly to maintain the following distance essentially constant.

[0005] So, if the target vehicle is decelerating, the ACC system can detect such deceleration through the use of radar sensors. These radar sensors can relay this deceleration to the ECU of the vehicle in question. The ECU can then send command signals to the throttle actuators in a vehicle with a gasoline engine to adjust the degree of throttle opening to cause the vehicle to decelerate accordingly. In contrast, if the ACC in a vehicle with a gasoline engine detects through the use of radar sensors that the target vehicle has changed lanes or that conditions otherwise permit acceleration, the ECU can send command signals to the throttle actuators to adjust the degree of throttle opening to cause the vehicle to accelerate accordingly to the preset vehicle speed.

[0006] Similarly, for diesel-engined vehicles, if the subject vehicle detects that a preceding target vehicle has decelerated, the subject vehicle's ECU can send a command signal to the fuel injectors to decrease the amount of fuel injected into the subject vehicle's engine cylinders. If the subject vehicle detects that the target vehicle has changed lanes or that conditions otherwise permit acceleration, the ECU can send a command signal to the fuel injectors to increase the amount of fuel injected into the engine cylinders.

[0007] Torque is a factor that affects vehicle speed. Torque is the product of the force acting on an engine's crankshaft and the distance traveled by that force. Every vehicle engine has a peak torque. If the actual torque exceeds the peak torque, the engine may no longer operate optimally.

[0008] When the driver of a vehicle presses the accelerator pedal to signal acceleration, the ECU sends a command for increased engine torque. There are several ways the ECU can cause an increase in torque. For example, changes in torque can be achieved by changing the degree of throttle opening and / or by changing the length of time the throttle valves are open in gasoline engines, and by changing the amount of fuel injected into the cylinders of an engine block in diesel engines. The same methods can be used when the driver reduces force on the accelerator pedal to cause a decrease in torque.

[0009] In vehicles with a gasoline engine, the ECU maintains a torque map. This torque map comprises a series of values ​​that relate engine speed (i.e., the revolutions per minute of the crankshaft, or "RPMs"), throttle position, and engine torque. Based on this torque map, a corresponding reference engine torque can be determined for a given engine speed and throttle position. Using sensors on the engine that derive the actual engine torque, it can then be determined whether the engine is operating correctly in relation to the torque applied to the engine's crankshaft. If there is a significant difference between the reference torque and the actual torque, the engine may not be operating correctly.

[0010] Similarly, the ECU in diesel-powered vehicles manages a fuel map. This fuel map specifies the amount of fuel that should be injected into the engine cylinders to produce a specific reference torque.

[0011] When the driver of a gasoline-powered vehicle lifts their foot off the accelerator, the engine torque map determines how much the throttle valves need to close. When the driver of a diesel-powered vehicle lifts their foot off the accelerator, the fuel map determines how much less fuel is injected into the engine cylinders.

[0012] When the driver of a gasoline-powered vehicle presses the accelerator pedal, the engine torque map determines how far the throttle valves should be opened. When the driver of a diesel-powered vehicle presses the accelerator pedal, the fuel map determines by how much the amount of fuel injected into the engine cylinders should be increased.

[0013] For example, in the ECU of a vehicle with a gasoline engine, the engine torque map determines the throttle position required to meet the driver's torque demand. In the ECU of a vehicle with a diesel engine, the fuel map determines the amount of fuel injected into the engine cylinders to meet the driver's torque demand.

[0014] As previously mentioned, when ACC is active, the vehicle in question may need to decelerate to maintain a substantially constant following distance from the target vehicle. However, different deceleration measures may be required depending on the gradient of the surface on which the vehicle in question is traveling. A vehicle traveling on a downhill surface may require a higher percentage of torque reduction to maintain a substantially constant following distance from the target vehicle than a vehicle traveling on an uphill surface or on a flat or substantially flat surface, because the vehicle is accelerated by gravity when traveling on a downhill surface.

[0015] Similarly, the ACC system may require different deceleration responses depending on the vehicle's incline. A vehicle with negative incline may require a higher percentage of torque reduction than a vehicle with positive incline due to the force of gravity acting on the vehicle with negative incline.

[0016] Accordingly, information about the slope of the surface on which the subject vehicle is traveling and information about the slope of the subject vehicle may lead to the determination of a new torque value required to maintain a substantially constant distance to a target vehicle.

[0017] On vehicles equipped with conventional ACC systems, in order to accurately adjust desired torque values ​​when the surface is sloping or the vehicle's incline decreases (i.e., to maintain a substantially constant following distance behind a target vehicle), the system may not request an optimal new desired torque value when the vehicle is traveling on an uphill or substantially level surface, or when the vehicle's incline increases. This is because conventional ACC systems do not adequately account for factors such as changes in the incline of a surface and changes in the incline of the vehicle in question.Rather, the torque reduction models programmed into conventional ACC systems are calibrated based on a downhill slope environment and may therefore overcompensate for torque reduction when the vehicle in question is traveling on an uphill or substantially flat surface, or when the vehicle incline increases. SUMMARY OF THE INVENTION

[0018] One aspect of this disclosure advantageously provides a system that can be implemented in a vehicle equipped with adaptive cruise control for maintaining a substantially constant following distance relative to a leading target vehicle regardless of changes in the slope of a surface on which the vehicle is traveling and regardless of changes in the inclination of the vehicle.One aspect of this disclosure advantageously provides such a system wherein, upon receiving data from sensors on the subject vehicle for detecting road surface gradient and vehicle roll, an electronic control unit of the subject vehicle identifies a new desired torque value and effects a change in the volume of fuel injected into the engine cylinders (for a diesel engine) or a change in throttle position (for a gasoline engine) as required to achieve the new desired torque. One aspect of this disclosure advantageously provides associated methods for operating the subject vehicle when ACC has been activated using systems of the present disclosure to maintain a substantially constant following distance relative to a preceding target vehicle.

[0019] According to aspects of systems enabled by this disclosure, inclination sensors as described herein may be positioned, without limitation, on the frame of a vehicle within about six inches of the vehicle's transmission and / or within about six inches of the vehicle's wheel well. In cases where systems and methods of the present disclosure are employed in a truck weighing more than about 10,000 pounds, sometimes referred to by those skilled in the art as "heavy-duty trucks," the inclination sensors described herein may be mounted on the vehicle's transmission and / or elsewhere in the vehicle's driveline. The positioning described above is also suitable for inclination sensing sensors as described in the present disclosure.Experts know that there are other suitable locations for the placement of such tilt sensors and tilt detection sensors.

[0020] According to one aspect of the present disclosure, throttle actuators that may be used in connection with systems and methods of the present disclosure may include, but are not limited to, a stepper motor and a servo motor. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 shows a left side view of a vehicle traveling on a substantially level surface and equipped with sensors for determining the slope of the surface as contemplated by the systems and methods of the present invention. Fig. Figure 2 shows a left side view of a vehicle traveling on an uphill surface and equipped with sensors for determining the slope of the surface as contemplated by the systems and methods of the present invention. Fig. Figure 3 shows a left side view of a vehicle traveling on a sloped surface and equipped with sensors for determining the slope of the surface, as contemplated in the systems and methods of the present invention. Fig. 4 is a flowchart illustrating the steps of the method according to the present disclosure. DETAILED DESCRIPTION

[0021] The following disclosure relates to systems and methods that may be implemented in vehicles with ACC when the ACC feature is enabled to manage vehicle following distance by controlling torque and torque reduction in a vehicle. Those skilled in the art will recognize additional embodiments of systems and methods of the present disclosure beyond the examples of this disclosure.

[0022] When reading this disclosure, singular forms should be read to consider and disclose plural alternatives. Likewise, plural forms should be read to consider and disclose singular alternatives. Conjunctions should be understood as inclusive unless otherwise noted.

[0023] Expressions such as "at least one of A, B, and C" should be understood to mean that any of A, B, or C is acceptable alone or in combination with the remaining elements. Furthermore, such groups may contain multiple instances of one or more elements in that group, which may be combined with other elements in that group. All numbers, measurements, and values ​​are approximate unless expressly stated otherwise.

[0024] The terms and expressions used in this disclosure are to be interpreted broadly. These terms should be understood as defined in this specification. Technical dictionaries and the meanings commonly used in the relevant art are intended to supplement these definitions. In cases where no suitable definition can be determined from the description or technical dictionaries, these terms should be understood according to their simple and common meaning. However, the definitions contained in the specification take precedence over all other sources.

[0025] Various objects, features, aspects, and advantages described in this disclosure will become more apparent from the following detailed description taken in conjunction with the accompanying drawings.

[0026] To clearly describe the components, features, and method steps discussed in this disclosure, some frequently used terms will now be defined. The term "subject vehicle," as used in this disclosure, refers to a vehicle equipped with and operating with ACC enabled, incorporating a system of the present disclosure, and / or operating according to a method of the present disclosure. The term "target vehicle," as used in this disclosure, refers to a vehicle located some distance ahead of the subject vehicle, the speed of which is calibrated to maintain a substantially constant distance to the target vehicle.

[0027] Various aspects of the disclosure will now be described in detail, but are not limited thereto. The following disclosure discusses systems and methods for controlling vehicle following distance by controlling torque and torque reduction in a subject vehicle. Those skilled in the art will understand that alternative names of the components, features, and method steps may be contemplated, consistent with the scope and spirit of this disclosure. Experienced readers should not consider the inclusion of alternative names to be limiting in any way.

[0028] ACC systems can be found in many different vehicle makes and models today. ACC systems in a vehicle can be used to maintain a substantially constant following distance from a target vehicle that is in front of the vehicle in question. When a vehicle with a conventional ACC system is traveling on a downhill slope, the ACC system can reduce the desired torque value to compensate for the acceleration caused by gravity due to the gradient of the surface. Such compensation may be necessary to maintain a substantially constant following distance from a target vehicle in the face of the increase in speed due to the sloping surface. Such a reduced desired engine torque can be communicated to the ECU. The ECU can then adjust the throttle position in a gasoline-powered vehicle to achieve the new desired torque.Alternatively, in a diesel engine vehicle, the ECU can change the amount of fuel injected into the vehicle's cylinders to achieve the new desired torque.

[0029] In a gasoline-powered vehicle, the modified throttle position assumed to achieve the new torque target can be determined by a torque map. Such a torque map can be programmed into the ECU. As those skilled in the art know, torque maps can be used to determine the throttle position required to achieve a desired engine torque at a specific engine speed (i.e., crankshaft revolutions per minute).

[0030] In a vehicle with a diesel engine, the modified amount of fuel injected into the engine cylinders to achieve the new desired torque value can be determined by a fuel map. Such a fuel map can be programmed into the ECU. As those skilled in the art know, fuel maps can be used to determine the required amount of fuel injected into the engine cylinders for a desired engine torque.

[0031] Conventional ACC systems request a new desired torque, calibrated for a downward slope, when the slope of the surface on which the subject vehicle is traveling changes. This new requested torque is therefore suboptimal for uphill and substantially level surfaces. The systems and methods of the present disclosure address this problem by employing sensors communicatively and operatively connected to the controller that transmit data about the slope of the surface on which the subject vehicle is traveling to the controller. With this information about the slope of the surface, the controller can determine a more appropriate new desired torque as the slope of the driving surface changes.

[0032] In an alternative embodiment, the systems and methods of the present disclosure include a series of sensors that detect the inclination of the subject vehicle. As the vehicle's inclination changes, a new desired torque is determined to counteract the forces causing the change in inclination. With this information about the vehicle's inclination, the controller can more accurately determine a more appropriate new desired torque when the inclination changes than with conventional ACC systems.

[0033] The systems and methods of the present disclosure may be deployed in a vehicle. Systems and methods of the present disclosure may be used to maintain a substantially constant following distance behind a target vehicle.

[0034] The components of the systems of the present disclosure may include, among others, an ECU.

[0035] Components of systems of the present disclosure may include, among others, radar sensors capable of determining the distance to a target vehicle and detecting the speed of the target vehicle. Such sensors may be communicatively and operatively connected to the controller. Those skilled in the art will recognize locations on the vehicle where such radar sensors may be mounted. Without limitation, such radar sensors may be located behind the grille of a vehicle.

[0036] The components of the systems of the present disclosure may include, but are not limited to, sensors capable of sensing the slope of the surface upon which the subject vehicle is traveling. Such sensors may be communicatively and operatively connected to the ECU. Such sensors may be mounted throughout the vehicle at any position that is substantially stable when the subject vehicle is being driven. Without limitation, such sensors may be located on the vehicle frame at a distance of about six inches from the transmission and / or at a distance of about six inches from the wheel well of the vehicle. In cases where the systems and methods of the present disclosure are used in a truck weighing more than 10.For vehicles used in applications with a weight of up to 1,000 pounds (sometimes referred to by those skilled in the art as a "heavy truck"), the tilt sensors described herein may be mounted on the vehicle's transmission and / or other locations along the vehicle's driveline. Those skilled in the art will recognize that other suitable mounting locations for the tilt sensors and tilt sensing sensors described herein exist.

[0037] Components of the systems of the present disclosure may include, among others, sensors capable of detecting the degree of throttle opening in a vehicle. Such sensors may be communicatively and operatively connected to the ECU. Those skilled in the art can readily envision where such sensors may be mounted.

[0038] Components of the systems of the present disclosure may include, among others, a throttle actuator. Such a throttle actuator may include, but is not limited to, a stepper motor or a servomotor. Those skilled in the art will recognize the locations where such throttle actuators may be mounted.

[0039] The systems of the present disclosure and the associated methods are intended for operation in vehicles equipped with an ACC when that ACC has been activated.

[0040] According to the systems and methods of the present disclosure and with reference to the Fig. 1-3, when a vehicle encounters a change in the gradient of the surface it is traveling on, sensors send a signal to the ECU that conveys data regarding the change in the surface's gradient. Based on the data received from the sensors regarding the change in road gradient, the ECU can calculate a new desired torque value required to maintain a substantially constant distance to a target vehicle.

[0041] When the controller receives such road grade data, in vehicles with a gasoline engine, according to the systems and methods of the present disclosure, the controller may calculate a new desired torque value and issue a command signal to the throttle actuator to change the throttle opening to a position corresponding to the new desired torque value. Such a changed throttle position may be determined according to a torque map programmed into the ECU.

[0042] In cases where systems and methods of the present disclosure are used in connection with a vehicle including a diesel engine, upon receiving data indicating a change in road grade, the ECU may calculate a new desired torque value and issue a command signal to the fuel injectors to change the amount of fuel to be injected into the engine cylinders to correspond to the new desired torque value. Those skilled in the art will readily recognize that various types of fuel injectors may be used in connection with the systems and methods of the present disclosure. Without being limited thereto, such fuel injectors may include a sequential fuel injection system, a direct fuel injection system, a single-point fuel injection system, or a multi-point fuel injection system.

[0043] Such changes in throttle position or changes in the amount of fuel injected into the engine cylinders may be made to achieve a new desired torque value. Such a new torque value may be required to maintain a substantially constant distance to a target vehicle if the gradient of the surface on which the vehicle in question is traveling has changed.

[0044] In an alternative embodiment, the systems of the present disclosure may include sensors capable of detecting the inclination of the subject vehicle instead of or in addition to sensors for detecting the inclination of a surface on which the subject vehicle is traveling.

[0045] When the vehicle's inclination changes, the sensors mounted on the vehicle send a signal to the control unit, which transmits data about the change in vehicle inclination. These sensors can be mounted at any location on the vehicle that ensures their effectiveness. Without limitation, such sensors can be used as described in the Fig.1-3. According to aspects of systems enabled by this disclosure, the tilt sensors described herein may be mounted, without limitation, on the frame of a vehicle at a distance of about 15 cm from the transmission and / or at a distance of about 15 cm from the wheel well of the vehicle. In cases where the systems and methods of the present disclosure are employed in a truck weighing more than about 10,000 pounds (sometimes referred to by those skilled in the art as a "heavy truck"), the tilt sensing sensors described herein may be mounted on the transmission of the vehicle and / or at other locations in the vehicle's driveline. Those skilled in the art will recognize that other suitable locations for mounting such sensors exist.

[0046] Based on the data on the change in vehicle inclination, the ECU can calculate a new desired torque value required to keep the distance to the target vehicle essentially constant.

[0047] Upon receipt of such vehicle inclination data by the ECU, for vehicles with a gasoline engine, according to the systems and methods of the present disclosure, the ECU may issue a command signal to the throttle actuator requiring adjustment of the throttle opening to a position corresponding to the new torque setpoint.

[0048] Upon receipt of such vehicle inclination data by the controller, for vehicles having a diesel engine, according to the systems and methods of the present disclosure, the controller may issue a command signal requesting a change in the amount of fuel injected into the cylinders of the engine to an amount corresponding to the new desired torque value.

[0049] Such changes in throttle position and fuel injection rate may be made to achieve a new desired torque value. Such a new torque value may be required to maintain a substantially constant distance to a target vehicle when the vehicle's inclination has changed.

[0050] While various aspects of systems and methods enabled by this disclosure have been described above, the description of this disclosure is intended to illustrate, not limit, the scope of the invention. The invention is defined by the scope of the claims, not by the figures and examples included in the above disclosure. Those skilled in the art will recognize additional aspects of the systems and methods enabled by this disclosure that may be implemented in alternative embodiments after benefiting from the above disclosure. Other aspects, advantages, embodiments, and modifications are within the scope of the claims. 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 17 / 881,247

[0001]

Claims

A system implementable in a vehicle with adaptive cruise control technology to maintain a substantially constant following distance from a target vehicle, comprising:(a) a diesel engine having a plurality of fuel injectors;(b) an electronic control unit;(c) a first set of sensors located anywhere in the subject vehicle and communicatively and operatively connected to the electronic control unit, the sensors capable of detecting the following distance relative to the target vehicle and the speed of the target vehicle;(d) a second set of sensors located anywhere in the vehicle and communicatively and operatively connected to the electronic control unit, the sensors capable of detecting the slope of a surface on which the subject vehicle is traveling;wherein, when the subject vehicle encounters a change in the inclination of a surface on which it is traveling, the second set of sensors sends a signal to the electronic control unit conveying data regarding the change in the inclination of the surface; wherein, based on the data regarding the change in inclination received from the second set of sensors, the electronic control unit calculates a new desired torque value required to maintain a substantially constant following distance relative to a target vehicle; and wherein the electronic control unit outputs a command signal to adjust the amount of fuel injected into the cylinders of the engine to an amount corresponding to the new desired torque value. The system of claim 1, wherein the second set of sensors is located on the frame of the subject vehicle. The system of claim 1, wherein the second set of sensors is located on the transmission of the subject vehicle. The system of claim 1, wherein the plurality of fuel injectors comprise a sequential fuel injection system. The system of claim 1, wherein the plurality of fuel injectors comprise direct fuel injection. A system implementable in a vehicle with adaptive cruise control technology to maintain a substantially constant following distance from a target vehicle, comprising:(a) a diesel engine having a plurality of fuel injectors;(b) an electronic control unit;(c) a first set of sensors located anywhere in the subject vehicle and communicatively and operatively connected to the electronic control unit, the sensors capable of detecting the following distance relative to the target vehicle and the speed of the target vehicle;(d) a second set of sensors located anywhere in the vehicle and communicatively and operatively connected to the electronic control unit, the sensors capable of detecting the pitch of the vehicle;wherein, when the inclination of the subject vehicle changes, the second set of sensors sends a signal to the electronic control unit notifying the change in vehicle inclination; wherein, based on the data relating to the change in vehicle inclination received from the second set of sensors, the electronic control unit calculates a new desired torque value necessary to maintain a substantially constant following distance relative to the target vehicle; and wherein the electronic control unit outputs a command signal to adjust, in the case of a diesel engine, the amount of fuel injected into the cylinders of the engine to a volume corresponding to the new desired torque value. The system of claim 6, wherein the second set of sensors is located on the frame of the vehicle in question. The system of claim 6, wherein the second set of sensors is located on the transmission of the vehicle in question. The system of claim 6, wherein the plurality of fuel injectors comprise a sequential fuel injection system. The system of claim 6, wherein the plurality of fuel injectors comprise direct fuel injection. A method implementable in a vehicle equipped with adaptive cruise control technology for maintaining a substantially constant following distance relative to a preceding target vehicle, comprising the steps of: (a) providing a diesel engine having a plurality of fuel injectors; (b) providing an electronic control unit; (c) providing a first set of sensors located anywhere in the subject vehicle and communicatively and operatively connected to the electronic control unit, the sensors being capable of detecting the following distance relative to the target vehicle and the speed of the target vehicle;(d) providing a second set of sensors located somewhere in the vehicle and communicatively and operatively connected to the electronic control unit, the sensors capable of detecting the slope of the surface on which the subject vehicle is traveling; (e) activating adaptive cruise control in the subject vehicle; wherein, when the subject vehicle encounters a change in the slope of the surface on which it is traveling, the second set of sensors sends a signal to the electronic control unit conveying data regarding the change in the slope of the surface; wherein, based on the data regarding the change in slope received from the second set of sensors, the electronic control unit calculates a new desired torque value required to maintain a substantially constant following distance relative to a target vehicle;andwherein the electronic control unit outputs a command signal to adjust the amount of fuel injected into the cylinders of the engine to a volume corresponding to the new desired torque value.; The method of claim 11, wherein the second set of sensors is located on the frame of the vehicle in question. The method of claim 11, wherein the second set of sensors is located on the transmission of the vehicle in question. The method of claim 11, wherein the plurality of fuel injectors comprise a sequential fuel injection system. The method of claim 11, wherein the plurality of fuel injectors comprises direct fuel injection. A method implementable in a vehicle equipped with adaptive cruise control technology for maintaining a substantially constant following distance relative to a preceding target vehicle, comprising the steps of: (a) providing a diesel engine having a plurality of fuel injectors; (b) providing an electronic control unit; (c) providing a first set of sensors located anywhere in the subject vehicle and communicatively and operatively connected to the electronic control unit, the sensors being capable of detecting the following distance relative to the target vehicle and the speed of the target vehicle;(d) providing a second set of sensors located anywhere in the subject vehicle and communicatively and operatively connected to the electronic control unit, the sensors capable of sensing the pitch of the subject vehicle; (e) activating the adaptive cruise control in the subject vehicle; wherein, when the pitch of the subject vehicle changes, the second set of sensors sends a signal to the electronic control unit communicating the change in vehicle pitch; wherein, based on the data regarding the change in vehicle pitch received from the second set of sensors, the electronic control unit calculates a new desired torque value required to maintain a substantially constant following distance relative to the target vehicle;andwherein the electronic control unit outputs a command signal to adjust the amount of fuel injected into the cylinders of the engine to a volume corresponding to the new desired torque value; The method of claim 16, wherein the second set of sensors is located on the frame of the vehicle in question. The method of claim 16, wherein the second set of sensors is located on the transmission of the vehicle in question. The method of claim 16, wherein the plurality of fuel injectors comprise a sequential fuel injection system. The method of claim 16, wherein the plurality of fuel injectors comprises direct fuel injection.

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