managing the acceleration and deceleration of a vehicle

Abstract

The invention relates to a method for controlling the acceleration of a vehicle (1) comprising a powertrain (3) receiving an acceleration command defined by a vehicle deceleration and / or acceleration management function (2) from a control unit and at least one advanced driver assistance system including at least one speed limiting function and / or a speed regulation function. In which, the method of said vehicle (1) operates when said speed regulation function (6) and / or said speed limiting function (7) is deactivated, a configurable jerk (8) is generated based on said acceleration command. [Fig. 2]

Description

Title of the invention: Management of acceleration and deceleration of a vehicle Technical field of the invention

[0001] The invention relates, in general, to the technical field of advanced driver assistance systems, commonly known as ADAS, for example for autonomous or semi-autonomous vehicles. ADAS encompasses a set of technologies enabling the partial automation of certain driving tasks, such as controlling a vehicle's acceleration and deceleration to influence its speed. These tasks rely on means of controlling the vehicle's acceleration to maintain it at a chosen speed and / or avoid a collision with another vehicle in front by maintaining a predefined safety distance.

[0002] The invention relates more specifically to the control of acceleration when the speed limitation or regulation functions are deactivated.

[0003] The invention applies to any type of vehicle equipped with active driver assistance systems (such as level 1 driver assistance vehicles), semi-autonomous vehicles (such as level 2 driver assistance vehicles), autonomous vehicles (such as level 3 and 4 driver assistance vehicles), or fully autonomous vehicles (such as level 5 driver assistance vehicles). Prior art

[0004] In a known type of vehicle, an on-board system for autonomous vehicles, when cruise control is deactivated, requests torque from a component of the vehicle's powertrain (PMU) in order to limit the vehicle's acceleration and reduce its deceleration to a threshold value. When the deceleration is excessive, a control unit increases engine torque to reduce the deceleration below a certain threshold. Simultaneously, this system compares the acceleration induced by the deactivation of cruise control to a high threshold and a low threshold. If the acceleration induced by the deactivation of cruise control does not exceed either threshold, then the system takes no action.However, if the acceleration induced by the disengagement of the speed regulation exceeds one of the two thresholds, the system activates and requests an increase in torque if the lower threshold is exceeded, or a reduction in torque if the upper threshold is exceeded.

[0005] When a driver deactivates a speed control or speed limiting function, an acceleration command will change from a value capable of guaranteeing the speed command to a fallback value in one calculation step, i.e. almost Instantly. This cancellation of the regulation or limiting function will shift the torque setting from a low value (sufficient to maintain a constant vehicle speed) to a fallback value dependent on the driver's accelerator pedal depressment. This results in a sudden acceleration of the vehicle. This abrupt change in the car's acceleration when the driver deactivates the regulation or limiting function can be surprising and lead to an unpleasant sensation while driving.

[0006] There is therefore a need for a solution enabling continuous and progressive control of acceleration when a vehicle's speed regulation or limiting function is deactivated, in order to prevent sudden acceleration of said vehicle. Description of the invention

[0007] The invention aims to remedy all or part of the drawbacks of the prior art by proposing a method and an on-board device for controlling acceleration when the speed limitation and / or regulation functions are deactivated.

[0008] According to a first embodiment of the invention, a method for controlling the acceleration of a vehicle is proposed, comprising a powertrain receiving an acceleration command defined by a deceleration and / or acceleration management function of the vehicle from a control unit, and at least one advanced driving assistance system including at least one speed limitation and / or speed regulation function of said vehicle which can be activated, characterized in that when said speed limitation and / or speed regulation function is deactivated, a configurable jerk is generated on said acceleration command.

[0009] According to a preferred embodiment, said configurable jerk is capable of ensuring a gradual transition of said acceleration setpoint. This gradual transition is between a first value defined by the speed limiting and / or regulation function and a fallback value when said speed limiting and / or regulation functions are deactivated.

[0010] Advantageously, said deceleration and / or acceleration management function controls the acceleration requested by a driver when the speed limitation and / or regulation functions are deactivated, which defines said fallback value of the acceleration setpoint when said speed limitation and / or regulation functions are deactivated.

[0011] Preferably, the deactivation of said speed limitation and / or speed regulation functions is carried out via a dial, control buttons on the steering wheel of the vehicle and / or the brake pedal and / or the clutch pedal.

[0012] Advantageously, the acceleration command defines a torque command to be delivered by said powertrain to achieve the acceleration of said vehicle requested by said driver or said speed limitation and / or regulation functions when activated.

[0013] According to a second aspect of the invention, a computer program product is proposed comprising code instructions recorded on a computer-readable medium for the implementation of the process as defined above.

[0014] According to a third aspect of the invention, a device for controlling the deceleration and / or acceleration of a vehicle is proposed, capable of generating, when a speed limitation and / or regulation function of said vehicle is deactivated, a jerk configurable on an acceleration setpoint between a value defined by said speed limitation and / or regulation function and a fallback value in order to ensure a progressive transition of a torque delivered by a powertrain of said vehicle according to said acceleration setpoint.

[0015] According to a fourth aspect of the invention, a vehicle is proposed comprising a powertrain delivering torque to generate acceleration of said vehicle, a control unit sending an acceleration command to said powertrain defined by a deceleration and / or acceleration management function of said vehicle, and at least one advanced driver assistance system including at least one speed limiting and / or speed control function of said vehicle. In which, said deceleration and / or acceleration management function implements a method for controlling acceleration when the speed limiting and / or speed control functions are deactivated, as described above. brief description of the figures

[0016] The description refers to the attached figures, which are also given as non-limiting examples of embodiments of the invention:

[0017] [Fig-1] [Fig.1] shows a top view of a vehicle equipped with a system of acceleration and deceleration management linked to a GMP.

[0018] [Fig.2] [Fig.2] presents a schematic representation of the device the invention.

[0019] [Fig.3] [Fig.3] shows a representation of the acceleration management system and deceleration DETAILED description of a method of implementation

[0020] There are various technologies and systems contributing to advanced driver assistance that can be used to regulate or limit the speed of a vehicle. Adaptive speed control (ACC) allows the speed of a vehicle to be adjusted to maintain a safe distance from the vehicle in front. ACC also allows the driver to maintain a speed set by the driver and optionally ensures that a speed limit detected by road analysis or set by the driver is not exceeded.

[0021] Primarily, the deactivation of the speed control and speed limitation systems is done manually following a decision by the driver while driving. When the driver decides to deactivate the speed control and / or speed limitation function, the acceleration and deceleration management system deactivates, and consequently, the acceleration command it generates also disappears. As a result, the torque command sent to the vehicle's powertrain will change from the value induced by the acceleration command generated by the acceleration and deceleration management system to a fallback value.

[0022] This fallback value arrives in a coordination function with the torque induced by the driver's input according to the accelerator pedal depressed, before being sent to the powertrain (PW) 3 to generate the necessary wheel torque. In the event of deactivation of the acceleration and deceleration management system 2, the torque command transmitted to the PW 3 corresponds to the driver's input at the time of deactivation. The transition between these two torque commands, which is not gradual since it occurs in a single calculation step, results in an abrupt change in wheel torque. This torque jump is a source of discomfort for the driver, as it causes a sudden change in acceleration that is felt in the vehicle.

[0023] Fig. 1 illustrates a vehicle 1 seen from above equipped with an acceleration and deceleration management system 2 linked to a GMP 3. This vehicle 1 is also capable of implementing an acceleration control method when the speed limitation and / or regulation functions are deactivated, as described below.

[0024] For the acceleration control procedure to be engaged, it is essential that the cruise control (hereafter referred to as RW) 4 and / or the speed limiter (hereafter referred to as LVV) 5 be activated beforehand. This is because the acceleration control procedure can only be executed when RW 6 and / or LVV 7 are deactivated. RW 6 and / or LVV 7 can be deactivated using a dial, control buttons on the vehicle's steering wheel 1, a brake pedal, and / or a clutch pedal.

[0025] Deactivating RW 6 and / or LVV 7 sends information to the acceleration and deceleration management system 2. Thus, when they are deactivated, the acceleration setpoint of the acceleration and deceleration management system 2 will change from a value capable of guaranteeing the speed setpoint to a fallback value almost instantaneously in one calculation step. This deactivation will therefore Switching the torque setpoint from a low value to a higher fallback value will result in a sudden acceleration of the vehicle. To avoid this abrupt change in acceleration, when the acceleration and deceleration management system 2 is deactivated, a configurable jerk 8 is generated on the acceleration setpoint between the value defined by the RW and / or LVV function and the fallback value to ensure a gradual transition of acceleration.

[0026] The GMP 3 refers to a set of components of a vehicle that generates and transmits the power necessary to move a vehicle. For example, the engine, the gearbox and the system for transmitting engine torque to the drive wheels of vehicle 1.

[0027] Engine torque is produced by the powertrain 3 to accelerate vehicle 1. The higher the engine torque, the greater the acceleration of vehicle 1, which can be useful in demanding conditions. Conversely, insufficient engine torque can lead to difficulties, for example, when starting on a hill or during overtaking. Engine torque is essential for determining the available power to move and accelerate a vehicle. In this case, controlling the acceleration therefore requires having a torque command appropriate to the situation. Here, the configurable jerk 8 affects the acceleration command and thus the resulting engine torque, which prevents sudden, unwanted, and uncontrolled acceleration.

[0028] Finally, the GMP 3 of the vehicle 1 receives a torque command, for example provided by a control unit integrated into the vehicle, following the generation of the configurable jerk 8 allowing it to adjust the engine torque produced by the GMP 3 and transmitted to the wheels and to stabilize the driving.

[0029] Figure 2 illustrates an example of the implementation of the acceleration control method when the RW and / or LVV functions are deactivated. This example of the method implementation is illustrated as a series of steps enabling an acceleration and torque setpoint to be transmitted to the GMP 3 in order to have a gradual transition of the acceleration.

[0030] First, the method of the invention applies in the case where the vehicle 1 includes a GMP 3 capable of receiving an acceleration command defined by a vehicle deceleration and / or acceleration management function implemented by a control unit, and at least one advanced driving assistance system including at least one LVV and / or RW function.

[0031] The method is initiated by activating the RW 4 and / or LVV 5 function. To activate the RW and / or LVV function, there are various possibilities, such as manually activating the RW and / or LVV by operating the vehicle controls, using a dial and / or control buttons. Another The means of activating the RW and / or LVV function is the use of an advanced driver assistance system, which, if previously activated, can automatically adjust the speed according to various parameters such as traffic and / or recognition of road signs detected on the road and / or using GPS data provided by the vehicle.

[0032] The second step corresponds to the deactivation, by the driver, of the RW 6 and / or the LVV 7. The deactivation of these functions can be carried out via a dial, the control buttons on the steering wheel of said vehicle 1, the brake pedal and / or a clutch pedal.

[0033] The third step involves transmitting the deactivation information for RW 6 and / or LVV 7 to the acceleration and deceleration management system 2. When the acceleration and deceleration management system 2 is active, it generates an acceleration command. This acceleration command is transmitted to the powertrain to produce a braking or acceleration torque to counteract the external forces acting on the vehicle, for example, when the vehicle is going downhill, accelerating or braking it. Conventionally, when the driver deactivates the RW 6 and / or LVV 7 function, the acceleration and deceleration management system 2 also deactivates, and the system's acceleration command changes from a value capable of maintaining speed to a fallback value almost instantaneously.Consequently, this deactivation of the RW and / or LVV function causes the engine torque to switch from a low value, sufficient to maintain a constant vehicle speed, to a fallback value, resulting in a sudden acceleration of the vehicle.

[0034] This abrupt change in the acceleration of vehicle 1 when the acceleration and deceleration management system 2 is deactivated is very noticeable in certain cases such as during a steep descent and / or when transporting a large mass in vehicle 1. To avoid this disturbing effect for the driver of vehicle 1, when the RW and / or LVV are deactivated, instead of simply also deactivating the acceleration and / or deceleration system 2, an acceleration control method is put in place.

[0035] The fourth step involves applying a configurable jerk 8 when the acceleration and deceleration management system 2 is deactivated. In mechanics, jerk literally corresponds to a jolt, a jolt, that is, a sudden change in the acceleration vector. Jerk is expressed in meters per second cubed. A high jerk corresponds to a rapid change in acceleration, which, as explained above, results in uncomfortable sensations for the driver. In the long term, jerk can cause mechanical stress on the vehicle as well as undesirable variations in its movements. During these sudden variations of The acceleration, and the resulting jerk, can have a negative impact on the vehicle's mechanical components, generating forces on the powertrain which over time can lead to premature wear of its mechanical parts.

[0036] According to the invention, in the acceleration control method, after deactivation of the acceleration and deceleration management system 2, a configurable jerk 8 is applied to the acceleration setpoint generated by the acceleration and deceleration management system 2 in order to avoid a sudden acceleration jump and avoid any discomfort for the driver.

[0037] The final step 9 corresponds to the transmission of the acceleration command to the GMP 3 of vehicle 1. The application of a configurable jerk in step 8 ensures a gradual transition of the acceleration command between an initial value defined by the LVV and / or RW function and a fallback value. This allows for the maintenance of torque control after the deactivation of the acceleration and deceleration management system of vehicle 2, in order to achieve a torque ramp and thus obtain a gradual deactivation of the brake torque or engine torque of the acceleration and deceleration management system.

[0038] Thus, a control unit continues to send an acceleration command to the GMP 3 which is defined by the acceleration and deceleration management system of the vehicle 1 when it is deactivated.

[0039] Figure 3 shows the operation of the acceleration and acceleration management system. vehicle deceleration 1 when RW 6 and / or LVV 7 are deactivated.

[0040] The first diagram at the top of the figure corresponds to the change of state of the acceleration and deceleration management system 2 when the cutting off of a function RW 6 and / or LVV 7 is requested 10.

[0041] Below, the second diagram corresponds to the change of state of the acceleration and deceleration management system 2 when the RW 6 and / or LVV 7 function is cut off with the application of a configurable jerk 8 allowing continuous and progressive control of the acceleration.

[0042] The third diagram corresponds to the maintenance 11 of the control of the acceleration and deceleration management system 2 to perform a configurable jerk 8 when the system is deactivated to follow the cutting off of RW 6 and / or LVV 7.

[0043] The fourth and penultimate diagram allows visualization and comparison of the acceleration and deceleration management system 2 with or without the application 12 of a parameterizable jerk 8 at the acceleration level.

[0044] The fifth diagram, at the bottom of the figure, allows visualization and comparison of the result of the acceleration and deceleration management system 2 with or without the application of a parameterizable jerk 8 at the level of the torque delivered 13 by the GMP 3.

[0045] Naturally, the invention is described above by way of example. It is understood that a person skilled in the art is able to carry out different embodiments of the invention without departing from the scope of the invention as defined in the claims. For example, the invention described above can be applied to an electric vehicle, that is, one whose movement is powered solely by electrical energy, to a hybrid vehicle whose motive power can be electrical, thermal, or a combination of both, or to a vehicle with a thermal combustion engine.

[0046] It is emphasized that all features, as they are apparent to a person skilled in the art from the present description, the drawings and the claims below, even if in practice they have only been described in relation to other specific features, both individually and in any combinations, can be combined with other features or groups of features disclosed herein, provided that this has not been expressly excluded or that technical circumstances make such combinations impossible or meaningless.

Claims

Demands

1. Method of controlling the acceleration of a vehicle (1) comprising a powertrain (3) receiving an acceleration command defined by a deceleration and / or acceleration management function (2) of a vehicle (1) of a control unit and at least one advanced driver assistance system including at least one speed limitation and / or speed regulation function of said vehicle (1) which can be activated, characterized in that when said speed limitation function (7) and / or said speed regulation function (6) is deactivated, a configurable jerk (8) is generated on said acceleration command.

2. Method for controlling the acceleration of a vehicle (1) according to claim 1, characterized in that said configurable jerk (8) is capable of ensuring a progressive transition of said acceleration setpoint between a first value defined by the speed limitation and / or regulation function and a fallback value when said speed limitation (7) and / or regulation (6) functions are deactivated.

3. Method of controlling the acceleration of a vehicle (1) according to claim 1 or 2, characterized in that said deceleration and / or acceleration management function (2) controls the acceleration requested by a driver when the speed limitation (7) and / or regulation (6) functions are deactivated, which defines said fallback value of the acceleration setpoint when said speed limitation (7) and / or regulation (6) functions are deactivated.

4. Method of controlling the acceleration of a vehicle (1) according to any one of the preceding claims, characterized in that the deactivation of said speed limitation (7) and / or speed regulation (6) functions is carried out via a dial, control buttons on the steering wheel of the vehicle (1) and / or the brake pedal and / or a clutch pedal.

5. A method for controlling the acceleration of a vehicle (1) according to any one of the preceding claims, characterized in that the acceleration command defines a torque command to be delivered (9) by said powertrain (3) to achieve the acceleration of said vehicle (1) requested by said driver or said speed limiting (5) and / or regulating (4) functions when activated.

6. Product computer program comprising code instructions recorded on a computer-readable medium for implementing the method of any one of claims 1 to 5.

7. A device for controlling the deceleration and / or acceleration of a vehicle 1 characterized in that it is capable of generating, when a speed limitation function (7) and / or a speed regulation function (6) of said vehicle is deactivated, a configurable jerk (8) on an acceleration command between a value defined by said speed limitation and / or regulation function and a fallback value in order to ensure a progressive transition of a torque delivered by a powertrain (3) of said vehicle (1) according to said acceleration command.

8. Vehicle (1) comprising: a powertrain (3) delivering torque to generate acceleration of said vehicle, a control unit sending an acceleration command to said powertrain (3) defined by a deceleration and / or acceleration management function (2) of said vehicle (1), and at least one advanced driver assistance system including at least one speed limitation and / or speed control function of said vehicle (1), characterized in that said deceleration and / or acceleration management function (2) implements a method for controlling acceleration when the speed limitation (7) and / or speed control (6) functions according to any one of claims 1 to 5 are deactivated.

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