ENFORCEMENT OF THE PROHIBITION ON THE USE OF AN ADAPTIVE SPEED CONTROL FUNCTION IN A LAND VEHICLE

Abstract

A control method is implemented in a land vehicle and includes a powertrain providing engine torque as a function of a torque setpoint, an adaptive speed control function delivering this torque setpoint as a function of the acceleration setpoint and resistive acceleration, and a monitoring function generating a request to temporarily deactivate the adaptive speed control function when the difference between the acceleration setpoint and the vehicle's current acceleration exceeds a threshold. This method includes a step (10-30) in which, if a deactivation request is generated and a predefined event is detected that could induce an inaccuracy in the resistive acceleration sufficient to trigger the deactivation request, this deactivation is temporarily prevented. Figure 3

Description

Title of the invention: CONTROL OF THE PROHIBITION OF USE OF AN ADAPTIVE CRUISE REGULATION FUNCTION IN A LAND VEHICLE Technical field of the invention

[0001] The invention relates to land vehicles comprising a powertrain (or GMP) and an adaptive speed regulation function which is subject to monitoring, and more specifically to the control of the prohibition of use of this adaptive speed regulation function. State of the art

[0002] Certain land vehicles, possibly of the automobile type, comprise:

[0003] - a powertrain (or GMP) capable of providing drive wheels with a engine torque defined by a torque setpoint, and

[0004] - an adaptive cruise control function (or ACC (“Adaptive Cruise Control)) capable, when activated, of delivering this torque instruction to ensure regulation of the vehicle's speed, taking into account the distance separating it from other vehicles in its environment.

[0005] Each torque setpoint is determined by the adaptive speed control function as a function of an acceleration setpoint and a resistive acceleration. The acceleration setpoint is a function of information obtained in the environment of the vehicle (for example by an on-board radar or a trajectory control function (for example of the ESP / ABS type (ESP: “Electronic Stability Program”), ABS: “Anti-Blocking System”))). The resistive acceleration is representative of the acceleration undergone by the vehicle when its GMP does not provide engine torque.

[0006] In the vehicles presented above, a monitoring function is generally responsible for monitoring the adaptive cruise control function to prevent the torque setpoints it provides from endangering passengers and people in their environment. More specifically, this monitoring function is arranged, when a difference between the acceleration setpoint and the current acceleration of the vehicle is greater than a threshold (generally for a predefined duration (for example 2.0 m / s2 for 800 ms)), to generate a request for temporary deactivation of the adaptive cruise control function. If the detected situation is serious, the monitoring function may even request permanent deactivation of the adaptive cruise control function.

[0007] In certain vehicle life situations, it happens that the torque setpoint determined by the adaptive speed regulation function is significantly higher bearing than necessary due to an error in calculating the resistive acceleration which induces a significant inaccuracy of the latter having the effect of introducing a setpoint tracking deviation greater than expected. It will be understood that this inaccuracy can be the cause of threshold exceedances by this deviation, and therefore of unnecessary decisions to deactivate the adaptive speed regulation function.

[0008] It would certainly be possible to try to improve the method of calculating resistive acceleration, but this is not necessarily possible because this method depends on measurements made by sensors on board the vehicle and the precision of these measurements.

[0009] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0010] For this purpose, it proposes in particular a control method intended to be implemented in a land vehicle and comprising:

[0011] - a powertrain capable of providing an engine torque depending on a torque instruction,

[0012] - an adaptive speed regulation function specific to activation to be delivered the torque setpoint as a function of an acceleration setpoint, a function of information obtained in a vehicle environment, and of a resistive acceleration, representative of an acceleration undergone by the vehicle when its powertrain does not provide engine torque, and

[0013] - a specific monitoring function, when a deviation between this instruction acceleration and current acceleration of the vehicle is greater than a threshold, to generate a request for temporary deactivation of the adaptive cruise control function.

[0014] This control method is characterized by the fact that it comprises a step in which, in the event of generation of a deactivation request and detection in the vehicle of a predefined event likely to induce an inaccuracy of the resistive acceleration capable of causing the generation of the deactivation request, the deactivation of the adaptive speed regulation function is temporarily prohibited.

[0015] Thanks to the invention, there is no longer any risk of unnecessary deactivation of the adaptive speed regulation function in the presence of a predefined event.

[0016] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0017] - in its step, it is possible to temporarily prohibit the deactivation of the function of adaptive speed regulation by temporary inhibition of the monitoring function;

[0018] - in its step, the predefined event can be chosen from a time elapsed since an operation of the vehicle for less than a first predefined duration, a detection of slippage of at least one drive wheel of the vehicle receiving the engine torque, and a cessation of depression of an accelerator pedal of the vehicle during a gear change in a gearbox of the powertrain;

[0019] - in the presence of the last option, in its step, the first predefined duration can be between 200 ms and 2 s;

[0020] - in a first embodiment, in its step, it is possible to prohibit the deactivation activation of the adaptive cruise control function as long as the predefined event is detected;

[0021] - in a second embodiment, in its step, it is possible to prohibit the deactivation activation of the adaptive cruise control function for a second predefined duration;

[0022] - in the presence of the last option, in its step, the second predefined duration can be between 500 ms and 5 s.

[0023] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing a control method of the type presented above, in a land vehicle and comprising, on the one hand, a powertrain capable of providing an engine torque as a function of a torque setpoint, on the other hand, an adaptive speed regulation function capable, in the event of activation, of delivering this torque setpoint as a function of an acceleration setpoint, a function of information obtained in an environment of the vehicle, and of a resistive acceleration, representative of an acceleration undergone by the vehicle when the powertrain does not provide engine torque, and, on the other hand, a monitoring function capable of providing ...to generate a request for temporary deactivation of the adaptive cruise control function, to control the authorization / prohibition of deactivation of the adaptive cruise control function.

[0024] The invention also proposes a control device intended to equip a land vehicle and comprising:

[0025] - a powertrain capable of providing an engine torque depending on a torque instruction,

[0026] - an adaptive speed regulation function specific to activation to be delivered the torque setpoint as a function of an acceleration setpoint, a function of information obtained in a vehicle environment, and of an acceleration resistive, representative of an acceleration experienced by the vehicle when its powertrain does not provide engine torque, and

[0027] - a specific monitoring function, when a deviation between this instruction acceleration and current acceleration of the vehicle is greater than a threshold, to generate a request for temporary deactivation of the adaptive cruise control function.

[0028] This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting, in the event of generation of a deactivation request and detection in the vehicle of a predefined event likely to induce an inaccuracy of the resistive acceleration capable of causing the generation of the deactivation request, in triggering a temporary prohibition of the deactivation of the adaptive speed regulation function.

[0029] The invention also proposes a land vehicle, possibly of the automobile type, and comprising:

[0030] - a powertrain capable of providing an engine torque depending on a torque instruction,

[0031] - an adaptive speed regulation function specific to activation to be delivered the torque setpoint as a function of an acceleration setpoint, a function of information obtained in a vehicle environment, and of a resistive acceleration, representative of an acceleration undergone by the vehicle when its powertrain does not provide engine torque,

[0032] - a specific monitoring function, when a deviation between this instruction acceleration and current acceleration of the vehicle is greater than a threshold, to generate a request for temporary deactivation of the adaptive cruise control function, and

[0033] - a control device of the type presented above. Brief description of the figures

[0034] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0035] [Fig-1] schematically and functionally illustrates an example of the embodiment of a land vehicle comprising a control device according to the invention, a speed control computer, a monitoring computer, and a hybrid GMP transmission chain and supervision computer,

[0036] [Fig.2] schematically and functionally illustrates an example of the embodiment of a supervision calculator comprising an exemplary embodiment of a control device according to the invention,

[0037] [Fig.3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0038] The invention aims in particular to propose a control method, and an associated control device DC3, intended to allow control of the authorization / prohibition of the deactivation of an adaptive speed regulation function FRA in a land vehicle V.

[0039] In the following, it is considered, by way of non-limiting example, that the land vehicle V is of the automobile type. It is for example a car, as illustrated in [Fig.l]. But the invention is not limited to this type of land vehicle. It in fact relates to any type of land vehicle comprising a powertrain (or GMP), an adaptive speed regulation function and a function for monitoring the latter.

[0040] [Fig.l] schematically shows a (land) vehicle V comprising a hybrid GMP transmission chain (and therefore in particular with a thermal motor MMT and an electric motor MME), a supervision computer CS1, a rechargeable battery BR, an accelerator pedal PA, a speed control computer CC (participating in an adaptive speed regulation function FRA), a monitoring computer CS2 (implementing a monitoring function FS), and a control device DC3 according to the invention.

[0041] It should be noted that the GMP could also be purely thermal or all-electric. Furthermore, the transmission chain could also allow a four-wheel drive (or 4x4) or 4x2 mode.

[0042] As illustrated, the transmission chain also comprises, here, a drive shaft AM, a first coupling device DC1, a second coupling device DC2, a gearbox BV, and a transmission shaft AT.

[0043] The operation of the transmission chain (and therefore of the GMP) is supervised by a CSL supervision computer

[0044] The thermal motor MMT comprises a crankshaft (not shown) which is fixedly secured to the engine shaft AM in order to drive the latter (AM) in rotation. This thermal motor MMT is capable of operating according to a speed to provide a first torque cl, on the order of the supervision computer CSL. In addition, it (MMT) is capable of being coupled to the primary shaft AP of the gearbox BV via the first coupling device DC1, as well as here via the second coupling device DC2 (optional). This coupling device DC1 is capable of delivering a second torque c2 from the first torque cl produced by the thermal motor MMT, for the gearbox BV. Finally, this gearbox BV is capable of delivering a third torque c3 from the second torque c2 delivered by the coupling device DC1, for at least one train T1 of driving wheels. This third torque c3 is defined by a torque setpoint ccg which is transmitted by the supervision computer CS1.

[0045] For example, the train T1 can be located in the front part PVV of the vehicle V. It is preferably, and as illustrated, coupled to the transmission shaft AT via a differential (here front) DV. But in a variant this train T1 could be that referenced T2 which is located in the rear part PRV of the vehicle V.

[0046] Also for example, the first coupling device DC1 can be a clutch (possibly double). But in an alternative embodiment it could be a torque converter, for example.

[0047] As a non-limiting example, the gearbox BV may be of the so-called “dual clutch (or DCT)” type. However, the invention is not limited to this type of gearbox. Indeed, the gearbox BV may be automated or manual.

[0048] In the example illustrated without limitation, the crankshaft of the thermal motor MMT is also coupled to a belt CO, itself coupled to an alternator-starter AD which is supplied with electrical energy by the rechargeable battery BR (and which can also recharge the latter (BR)). Thus, the alternator-starter AD can supply torque to the belt CO, which can supply this torque to the crankshaft.

[0049] It should be noted that this rechargeable battery BR can, for example, be of the 48 V type. But this is not an obligation. Indeed, it could alternatively be of the 12 V, 24 V, or 400 V type for example.

[0050] The electric motor MME is (here) installed between the thermal motor MMT and the first coupling device DC1, and is capable of providing torque on the order of the supervision computer CS1 when it is supplied with electrical energy by the rechargeable battery BR. It (MME) can also be capable of recovering a regenerative braking torque, defined by a regenerative braking torque setpoint (negative), to brake the vehicle V, and of transforming this recovered regenerative braking torque into electrical energy to recharge the rechargeable battery BR.

[0051] When the first coupling device DC1 has been placed in its fully coupled (or fully closed) state and the thermal motor MMT provides (positive) torque and / or the electric motor MME provides (positive) torque, the first coupling device DC1 delivers torque for the primary shaft AP of the gearbox BV.

[0052] It will also be noted that in the example illustrated non-limitingly in [Fig. 1] the transmission chain comprises a second coupling device DC2 installed between the thermal motor MMT and the first coupling device DC1, in order to allow coupling of the electric motor MME between the first DC1 and second DC2 coupling devices. Thus, when the second DC2 coupling device has been placed in its fully decoupled (or fully open) state, only the electric motor MME can provide torque upstream of the first DC1 coupling device.

[0053] For example, this second coupling device DC2 can be a clutch.

[0054] It will also be noted that in the example illustrated non-limitingly in [Fig. 1] the first coupling device DC1, the possible second coupling device DC2, the electric motor MME and the gearbox BV are part of a gearbox assembly EBV. But this is not an obligation.

[0055] The accelerator pedal PA can be actuated (here) by a foot of the driver of the vehicle V. It has a depression percentage from which the torque setpoint ccg is defined, which is representative of the driver's wishes outside the assisted speed control phases provided (here) by the adaptive speed regulation function FRA.

[0056] The speed control computer CC participates in an adaptive speed regulation function FRA, for example with a radar RD responsible for acquiring data in the environment of the vehicle V (at least in front of the latter (V) as well as possibly behind the latter (V)). It will be noted that the radar RD can be part of the adaptive speed regulation function FRA, as illustrated non-limitingly in [Fig.l]. But this is not an obligation.

[0057] It is recalled that the adaptive speed regulation function FRA (or ACC (Adaptive Cruise Control)) is responsible, in the event of activation (or selection), for delivering a torque setpoint ccg to the supervision computer CS1 to ensure regulation of the speed of the vehicle V taking into account the distance separating the latter (V) from other vehicles located in its environment. These other vehicles are here detected from the environmental data acquired by the radar RD. But in an alternative embodiment not illustrated, the environmental data could be acquired by a trajectory control function (for example of the ESP / ABS (Electronic Stability Program / Anti-Blocking System) type).

[0058] The adaptive speed control function FRA determines each torque setpoint ccg as a function of an acceleration setpoint ca and a resistive acceleration ar. The acceleration setpoint ca is a function of information which is deduced from the environmental data acquired (here) by the radar RD. The resistive acceleration ar is representative of the acceleration which is undergone by the vehicle V when its GMP does not supply engine torque (or third torque c3) to the drive wheels.

[0059] It will be noted that the speed control calculator CC and the supervision calculator CS1 can, for example, communicate via a communication network internal RC of the vehicle V, possibly multiplexed, as illustrated non-limitingly in [Fig.l].

[0060] The monitoring computer CS2 here implements the monitoring function FS which is responsible for monitoring the adaptive speed regulation function FRA to prevent the torque setpoints ccg that it provides from endangering passengers and people located in their environment. To this end, it (FRA) is arranged, when a difference between the acceleration setpoint ca and the current acceleration av of the vehicle V is greater than a first threshold si (possibly for a predefined duration), to generate a request for temporary deactivation of the adaptive speed regulation function FRA.

[0061] For example, this first threshold can be between 1.5 m / s2 and 2.5 m / s2. Also for example, this predefined duration can be between 600 ms and 1.2 s.

[0062] It will be noted that the monitoring computer CS2 and the supervision computer CS1 can, for example, communicate via the internal communication network RC of the vehicle V, as illustrated non-limitingly in [Fig.l].

[0063] It will also be noted that in an alternative embodiment the FS monitoring function could be provided by the CSL supervision computer.

[0064] As mentioned above, the invention proposes in particular a control method intended to enable the control of the authorization / prohibition of the deactivation of the adaptive speed regulation function FRA.

[0065] This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in FIGS. 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP ("Digital Signal Processor")), and at least one memory MD. This control device DC3 can therefore be produced in the form of a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it can be a microcontroller.

[0066] The memory MD is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the control method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0067] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC3 is part of the supervision computer CSL. But this is not obligatory. Indeed, the control device DC3 could include its own dedicated computer, or could be part of another computer embedded in the vehicle V and providing at least one other function (such as the CS2 monitoring computer).

[0068] As illustrated non-limitingly in [Fig. 3], the (control) method, according to the invention, comprises a step 10-30 which is implemented each time the vehicle V has been put into operation and the adaptive speed regulation function FRA has been activated.

[0069] Step 10-30 of the method comprises a sub-step 30 in which, when a predefined event is detected in the vehicle V and a deactivation request has been generated by the monitoring function FS, the deactivation of the adaptive speed regulation function FRA is temporarily prohibited (for example the control device DC3 triggers the temporary prohibition of).

[0070] Here, the term “predefined event” means an event which is likely to induce an inaccuracy of the resistive acceleration ar capable of causing the generation of a deactivation request by the monitoring function FS.

[0071] Thanks to this temporary prohibition of deactivation during an event having a high probability of temporarily causing a significant inaccuracy of the resistive acceleration ar, there is no longer any risk of unnecessary deactivation of the adaptive speed regulation function FRA. Of course, as soon as this predefined event is over, if there is again a generation of a deactivation request by the monitoring function FS then it will be authorized by the control device DC3.

[0072] Preferably, in sub-step 30 of step 10-30 it is possible to temporarily prohibit (for example the control device DC3 can trigger the temporary prohibition of) the deactivation of the adaptive speed regulation function by temporarily inhibiting the monitoring function. But this is not an obligation. Indeed, it is possible to generate a message having a priority level higher than the priority level of the deactivation request and temporarily prohibiting this deactivation, for example.

[0073] For example, and as illustrated non-limitingly in [Fig. 3], step 10-30 may comprise a sub-step 10 in which, when the vehicle V has been put into operation and the adaptive speed regulation function FRA has been activated, it is determined whether the monitoring function FS has generated a deactivation request. If not, one (for example the control device DC3) may perform sub-step 10 again. On the other hand, if so, one (for example the control device DC3) may perform sub-step 30, possibly after having performed a sub-step 20.

[0074] Also for example, and as illustrated non-limitingly in [Fig.3], step 10-30 may comprise a sub-step 20 in which, when the monitoring function FS has generated a deactivation request, one (for example the device of control device DC3) can determine whether a predefined event has been detected. If not, one (for example the control device DC3) can generate an authorization message for deactivating the adaptive speed regulation function FRA and then carry out substep 20 again. On the other hand, if yes, one (for example the control device DC3) carries out substep 30.

[0075] Also for example, in step 10-30 the predefined event can be chosen from:

[0076] - a time elapsed since the vehicle V was put into operation less than a first predefined duration dpi,

[0077] - detecting slippage of at least one drive wheel receiving the engine torque (or third couple c3), and

[0078] - a cessation of depression of the accelerator pedal PA by the driver during a gear change in the BV gearbox.

[0079] These three predefined events are in fact likely to induce an inaccuracy of the resistive acceleration ar of such a nature as to cause the generation of a deactivation request by the monitoring function FS. In fact:

[0080] - when starting up the vehicle V, the sensors and cal culators takes some time during which the calculation of the resistive acceleration ar has a high probability of being inaccurate,

[0081] - when a drive wheel slips, there is a high probability that the measurements provided by the sensor(s) associated with this drive wheel are inaccurate, or even erroneous, and therefore there is a high probability that the calculation of the resistive acceleration ar (which uses these measurements) is inaccurate,

[0082] - when the accelerator pedal PA is suddenly no longer pressed by the driver during a gear change, the calculation of the torque setpoint ccg is suddenly no longer the same, and therefore there is a certain time during which the calculation of the resistive acceleration ar has a high probability of being inaccurate.

[0083] However, the list of predefined events given above is not exhaustive. Any other predefined event as defined above and known to those skilled in the art may be taken into account here.

[0084] Also for example, in step 10-30 the first predefined duration dpi may be between 200 ms and 2 s. As an illustrative example, the first predefined duration dpi may be equal to 500 ms.

[0085] At least two embodiments of the invention can be envisaged.

[0086] In a first embodiment, in sub-step 30 of step 10-30 we temporarily prohibits (e.g. the DC3 control device triggers the temporary prohibition of) the deactivation of the adaptive cruise control function FRA as long as the predefined event is detected. In this case, once the temporary prohibition decision taken, one (for example the control device DC3) can carry out substep 20 again to determine whether a predefined event is still in progress in the vehicle V.

[0087] In a second embodiment, in sub-step 30 of step 10-30, the deactivation of the adaptive speed regulation function FRA is temporarily prohibited (for example, the control device DC3 triggers the temporary prohibition of) for a second predefined duration dp2. In this case, upon expiry of the second predefined duration dp2, the temporary prohibition is lifted and sub-step 20 can be carried out again (for example, the control device DC3).

[0088] Also for example, in sub-step 30 of step 10-30 the second predefined duration dp2 may be between 500 ms and 5 s. As an illustrative example, the second predefined duration dp2 may be equal to 1 s.

[0089] It will also be noted, as illustrated non-limitingly in [Fig. 2], that the supervision computer CS1 (or the computer of the control device DC3) may also comprise a mass memory MM1, in particular for storing each deactivation request generated by the adaptive speed regulation function FRA, as well as any intermediate data involved in all its calculations and processing. Furthermore, this supervision computer CS1 (or the computer of the control device DC3) may also comprise an input interface IE for receiving at least each deactivation request generated by the adaptive speed regulation function FRA and each message signaling the detection of a predefined event, possibly after having formatted and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2.In addition, this supervision computer CS1 (or the computer of the control device DC3) can also include an output interface IS, in particular to deliver each message prohibiting deactivation of the adaptive speed regulation function FRA and each message authorizing deactivation of the adaptive speed regulation function FRA.

[0090] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control the authorization / prohibition of the deactivation of the adaptive speed regulation function FRA in the vehicle V.

Claims

Claims

1. Control method for a land vehicle (V) and comprising i) a powertrain capable of providing an engine torque as a function of a torque setpoint, ii) an adaptive speed regulation function capable, in the event of activation, of delivering said torque setpoint as a function of an acceleration setpoint, a function of information obtained in an environment of said vehicle (V), and of a resistive acceleration, representative of an acceleration undergone by said vehicle (V) when said powertrain does not provide engine torque, and iii) a monitoring function capable, when a difference between said acceleration setpoint and a current acceleration of said vehicle (V) is greater than a threshold, of generating a request for temporary deactivation of said adaptive speed regulation function, characterized in that it comprises a step (10-30) in which,in the event of generation of a deactivation request and detection in said vehicle (V) of a predefined event likely to induce an inaccuracy of said resistive acceleration capable of causing the generation of said deactivation request, said deactivation of the adaptive speed regulation function is temporarily prohibited.,

2. Method according to claim 1, characterized in that in said step (10-30) said deactivation of the adaptive speed regulation function is temporarily prohibited by temporarily inhibiting said monitoring function.

3. Method according to claim 2, characterized in that in said step (10-30) said predefined event is chosen from a time elapsed since a start-up of said vehicle (V) less than a first predefined duration, a detection of a slip of at least one driving wheel of said vehicle (V) receiving said engine torque, and a cessation of depression of an accelerator pedal (PA) of said vehicle (V) during a gear change in a gearbox (BV) of said powertrain.

4. Method according to claim 3, characterized in that in said step (10-30) said first predefined duration is between 200 ms and 2 0

5. Method according to one of claims 1 to 4, characterized in that in said step (10-30) said deactivation of the re- function is prohibited. adaptive speed control as long as said predefined event is detected.

6. Method according to one of claims 1 to 4, characterized in that in said step (10-30) said deactivation of the adaptive speed regulation function is prohibited for a second predefined duration.

7. Method according to claim 6, characterized in that in said step (10-30) said second predefined duration is between 500 ms and 5 s.

8. Computer program product comprising a set of instructions which, when executed by processing means, is capable of implementing the control method according to one of claims 1 to 7, in a land vehicle (V) and comprising i) a powertrain capable of providing an engine torque as a function of a torque setpoint, ii) an adaptive speed regulation function capable, in the event of activation, of delivering said torque setpoint as a function of an acceleration setpoint, a function of information obtained in an environment of said vehicle (V), and of a resistive acceleration, representative of an acceleration undergone by said vehicle (V) when said powertrain does not provide engine torque, and iii) a monitoring function capable of monitoring when a difference between said acceleration setpoint and a current acceleration of said vehicle (V) is greater than a threshold,to generate a request for temporary deactivation of said adaptive cruise control function, to control the authorization / prohibition of said deactivation of the adaptive cruise control function.,

9. Control device (DC3) for a land vehicle (V) and comprising i) a powertrain capable of providing an engine torque as a function of a torque setpoint, ii) an adaptive speed regulation function capable, in the event of activation, of delivering said torque setpoint as a function of an acceleration setpoint, a function of information obtained in an environment of said vehicle (V), and of a resistive acceleration, representative of an acceleration undergone by said vehicle (V) when said powertrain does not provide engine torque, and iii) a monitoring function capable, when a difference between said acceleration setpoint and a current acceleration of said vehicle (V) is greater than a threshold, of generating a request for temporary deactivation of said adaptive speed regulation function, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting, in the event of generation of a deactivation request and detection in said vehicle (V) of a predefined event likely to induce an inaccuracy of said resistive acceleration capable of causing the generation of said deactivation request, of triggering a temporary prohibition of said deactivation of the adaptive cruise control function.

10. Land vehicle (V) comprising i) a powertrain capable of providing an engine torque as a function of a torque setpoint, ii) an adaptive speed regulation function capable, in the event of activation, of delivering said torque setpoint as a function of an acceleration setpoint, a function of information obtained in an environment of said vehicle (V), and of a resistive acceleration, representative of an acceleration undergone by said vehicle (V) when said powertrain does not provide engine torque, and iii) a monitoring function capable, when a difference between said acceleration setpoint and a current acceleration of said vehicle (V) is greater than a threshold, of generating a request for temporary deactivation of said adaptive speed regulation function, characterized in that it further comprises a control device (DC3) according to claim 9.

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