Vehicle speed control system

Abstract

A control system (50) that controls the vehicle's powertrain (22) is configured to receive a desired occupant comfort level (62) and occupant arousal information (63) indicating the movement of the vehicle and / or the movement of the vehicle's occupants. The control system is configured to determine the occupant comfort level (53) based on the time average of the occupant arousal information (63) and to determine a target vehicle speed according to the occupant comfort level and the desired occupant comfort level. The control system is configured to output a vehicle speed control signal (71) based on the target vehicle speed. The control system is configured to output a vehicle speed control signal (71) independently of the target vehicle speed when the vehicle's accelerator is activated during the override period (67), and after the override period, the control system is configured to determine an updated value for the occupant comfort level by ignoring the occupant arousal information (63) for at least a portion of the override period.

Description

Technical Field

[0001] The present disclosure relates to a control system for a vehicle. Aspects of the present invention relate to a control system for a vehicle, a vehicle including the control system, a method of controlling a vehicle, and a non-transitory computer-readable medium.

Background Art

[0002] It is known to provide a low-speed cruise control system that automatically controls the speed of a vehicle when the vehicle is traveling on off-road terrain. This allows the user to focus on the terrain. There are also situations where it is desirable to manually change the speed selected by the control system.

Summary of the Invention

Problems to be Solved by the Invention

[0003] An object of the present invention is to solve one or more drawbacks associated with the prior art.

Means for Solving the Problems

[0004] Aspects and embodiments of the present invention provide a control system for a vehicle, a vehicle including the control system, a method of controlling a vehicle, and a non-transitory computer-readable medium as recited in the appended claims.

[0005] According to one aspect of the present invention, there is provided a control system for controlling a vehicle's powertrain, the control system including one or more processors configured to collectively perform the following operations: Receiving occupant arousal information indicative of movement of the vehicle and / or movement of an occupant of the vehicle; Receiving a desired occupant comfort level; Determining an occupant comfort level based on a time average of the occupant arousal information; Determining a target vehicle speed according to the occupant comfort level and the desired occupant comfort level; and Outputting a vehicle speed control signal based on the target vehicle speed. Here, the control system is configured to output a vehicle speed control signal independently of the target vehicle speed when the vehicle's accelerator is activated during the override period. The control system is configured to determine an updated occupant comfort level after the override period by ignoring occupant agitation information for at least a portion of the override period.

[0006] The advantage of the control system is that it avoids an undesirable decrease in vehicle speed after the override period. During the override period, the driver of the vehicle may intentionally accelerate the vehicle. For example, the driver may want to drive on sand at a speed faster than the speed automatically set by the control system. If the terrain is uneven during the override period, the vehicle may shake considerably. This can significantly reduce the comfort level and may also reduce the target vehicle speed that is automatically set by the control system immediately after the override period. In particular, on surfaces with high drag, such as sand, a decrease in the target vehicle speed may be undesirable because the vehicle may lose momentum and become unable to move forward on the terrain. Embodiments of the present invention have the advantage of being able to prevent or reduce this undesirable decrease in target vehicle speed. The vehicle can maintain momentum after the override period ends, thereby being able to drive safely on the terrain. By determining the occupant comfort level without using occupant arousal level information for at least part of the override period, the determination of the target speed is not excessively influenced when the level of occupant arousal level information is high during the override period.

[0007] The "desired level of occupant comfort" can also be considered the "desired level of occupant arousal," and here, the "comfort level" and the "arousal level" are inversely proportional.

[0008] Optionally, the control system may be configured to determine the occupant comfort level independently of occupant agitation information throughout the override period.

[0009] Optionally, the control system is: During the override period, the crew excitement information from the window period preceding the override period is stored; and After the override period ends, the crew comfort level is determined using the stored crew excitement information. It is configured in this way.

[0010] Optionally, the occupant comfort level is the moving average of the received occupant agitation information. The occupant comfort level can be calculated as the root mean square (RMS) moving average of the received occupant agitation level information. The RMS can be calculated over a period of approximately 4 seconds (e.g., 3.8 seconds), or over other appropriate periods such as 1 second, 2 seconds, 3 seconds, 5 seconds, 10 seconds, etc.

[0011] Optionally, the control system is: Receive vehicle setting speed information indicating the desired vehicle speed; and The target vehicle speed is determined based on the vehicle's set speed information, the occupant comfort level, and the desired occupant comfort level information. It is configured in this way.

[0012] Optionally, the control system is configured to determine the target vehicle speed based on the lower of the following: Vehicle setting speed information; and A vehicle speed at which the passenger comfort level exceeds the desired passenger comfort level.

[0013] Optionally, the control system is configured to determine the occupant comfort level based on occupant arousal information from at least two orthogonal axes. For example, occupant arousal information includes the vehicle's pitch angular acceleration around the y-axis (horizontal axis) passing through the vehicle's center; the vehicle's roll angular acceleration around the x-axis (vertical axis) passing through the vehicle's center; and the vehicle's vertical acceleration along the z-axis (vertical axis). The control system may be configured to individually determine the time-averaged value of each type of occupant arousal information and then determine the occupant comfort level based on a combination of these time-averaged values.

[0014] Optionally, the control system can be configured to selectively perform the following actions: A first mode in which, after the override period ends, the control system is configured to determine the occupant comfort level by ignoring occupant agitation information throughout the entire override period; and A second mode in which, after the override period ends, the control system is configured to determine the occupant comfort level using at least a portion of the occupant agitation information over at least a portion of the override period.

[0015] Mode 1 may be advantageous when the vehicle is traversing terrain with limited traction, such as sand. This is because it is undesirable for the control system to reduce the target vehicle speed and lose momentum at the end of the override period. Mode 2 may be advantageous when the vehicle is traversing terrain with greater traction. Mode 2 may also be advantageous when the occupants prioritize ride comfort.

[0016] Optionally, the control system may be configured to receive at least one of the following: Driver's selection of driving mode; Automatic detection of terrain type, and The control system is configured to select between a first mode and a second mode based on the terrain driving mode or terrain type. Driving modes may indicate the type of terrain, such as sandy ground, grassy ground, gravel road, snowy road, muddy road, rutted road, or rock climbing. They may also indicate the type of driving, such as sport mode.

[0017] Optionally, the control system includes a memory device configured to store occupant excitement information.

[0018] According to another aspect of the present invention, a system is provided which includes the control system of the above-described aspect and at least one sensor configured to detect the movement of a vehicle and / or the movement of a vehicle occupant.

[0019] According to another aspect of the present invention, a control system or a vehicle including a system of any of the above-described aspects is provided.

[0020] According to another aspect of the present invention, a method for controlling a vehicle's powertrain is provided, the method including the following: Receiving occupant arousal information indicative of movement of the vehicle and / or movement of an occupant of the vehicle; Receiving a desired occupant comfort level indicative of a desired occupant comfort level; Determining an occupant comfort level based on a time average of the occupant arousal information; Determining a target vehicle speed in response to the occupant comfort level and the desired occupant comfort level information; and Outputting a vehicle speed control signal based on the target vehicle speed, wherein the method overrides the target vehicle speed when the vehicle's accelerator is actuated during an override period, and after the override period, determining an updated value of the occupant comfort level by ignoring the occupant arousal information for at least a portion of the override period.

[0021] An advantage of this control system is that it can avoid an undesired decrease in vehicle speed after the override period. During the override period, the driver of the vehicle intentionally accelerates the vehicle.

[0022] Optionally, the method includes determining an occupant comfort level independently of the occupant arousal information over the entire override period.

[0023] Optionally, the method stores the occupant arousal information of a window period prior to the override period during the override period; and after the end of the override period, determines the occupant comfort level using the stored occupant arousal information.

[0024] According to another aspect of the present invention, computer-readable instructions configured to execute the method are provided when executed by a computer.

[0025] According to one aspect of the present invention, a control system for controlling the powertrain of a vehicle is provided, which includes one or more processors configured to collectively perform the following operations: Receiving occupant agitation information indicating the movement of the vehicle and / or the movement of the vehicle's occupants; To achieve the desired level of passenger comfort; Determining the occupant comfort level based on the time-averaged information of occupant agitation; Determining the target vehicle speed according to the passenger comfort level and the desired passenger comfort level; and Outputting a vehicle speed control signal based on the target vehicle speed. Here, the control system is configured to output a vehicle speed control signal independently of the target vehicle speed when the vehicle's accelerator is activated during the override period. Here, the control system is configured to determine an updated value for the occupant comfort level after the override period.

[0026] Within the scope of this application, the various aspects, embodiments, examples, and alternatives described in the preceding paragraph, claims, and / or the following description and drawings, in particular their individual features, are expressly intended to be adopted independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in any way and / or combination, provided that such features are incompatible. The applicant reserves the right to modify the initially filed claims or to file new claims accordingly. This includes the right to modify the initially filed claims to depend on and / or incorporate features of other claims, even if not originally claimed so.

[0027] Hereinafter, one or more embodiments of the present invention will be described only as examples, with reference to the accompanying drawings. [Brief explanation of the drawing]

[0028] [Figure 1]Figure 1 shows an example of a vehicle in which speed control can be implemented. [Figure 2] Figure 2 schematically shows the vehicle's functional units and control system. [Figure 3] Figure 3 shows the control system in more detail. [Figure 4] Figure 4 shows an example of how comfort levels are determined. [Figure 5] Figure 5 shows an example of a control strategy for speed control. [Figure 6] Figure 6 shows another example of a control strategy for speed control. [Figure 7] Figure 7 shows the method of speed control. [Figure 8] Figure 8 schematically shows an example of a controller used in a control system. [Modes for carrying out the invention]

[0029] Figures 1 and 2 show examples of vehicles 10 that can implement the control system according to embodiments of the present invention. Vehicle 10 may be a passenger car or an automobile. Vehicle 10 may be intended for on-road use, such as a sedan, or it may be intended for at least some off-road use, such as a sport utility vehicle (SUV) or a four-wheel drive vehicle (4x4). Vehicle 10 may be a commercial vehicle.

[0030] In this example, the vehicle 10 includes a pair of front wheels 12 and a pair of rear wheels 14. A powertrain 20 is provided to drive the wheels of the vehicle. The powertrain 20 consists of a drive unit 22, a transmission 24, and a drive shaft 25. The drive unit 22 may consist of an internal combustion engine, an electric motor / generator with a battery energy storage device, a hybrid configuration of an ICE and an electric motor / generator with a battery energy storage device, or other units for providing propulsion.

[0031] For clarity, Figure 2 shows only the powertrain 20 that drives the front wheels 12. This represents a front-wheel-drive (FWD) vehicle. In a rear-wheel-drive (RWD) vehicle, the powertrain 20 may also drive the rear wheels 14. The powertrain can drive all wheels 12 and 14 in a four-wheel-drive (4WD) or all-wheel-drive (AWD) vehicle. In the case of 4WD / AWD, a single engine or electric motor / generator 22 is connected to the front wheels 12 and rear wheels 14 via the drivetrain. Alternatively, the front wheels 12 may be driven by a dedicated front electric motor / generator 22, and the rear wheels 14 may be driven by a dedicated rear electric motor / generator. A braking system 30 is provided to apply braking force to each of the wheels 12 and 14. The braking system 30 can apply different amounts of braking force to each of the wheels 12 and 14.

[0032] A control system is provided for controlling the operation of the vehicle. The control system includes one or more controllers 50. One or more controllers 50 receive input signals 60. One or more controllers 50 output vehicle speed control signals 71. One or more controllers 50 can be located at multiple vehicle positions or within a single physical controller.

[0033] The vehicle speed control signal 71 may be output directly to the vehicle's powertrain 20 and brake system 30. Alternatively, one or more additional control modules may receive the vehicle speed control signal 71 and interpret how to respond to increases or decreases in vehicle speed. The overall control system of the vehicle may consist of a powertrain controller (PTC) and a brake controller (BC) (not shown) that receive the vehicle speed control signal 71.

[0034] The control system is configured to implement cruise control for use at low speeds on various terrains. This is called Adaptive Off-Road Cruise Control (AOCC). AOCC functions as a low-speed cruise control when driving off-road. AOCC is configured to automatically maintain a user-set speed (referred to as the "set speed") without requiring any pedal operation by the user. This allows the user to concentrate on steering the vehicle and understanding the terrain ahead. The control system is configured to selectively apply powertrain, traction control, and braking to one or more wheels of the vehicle 10, either collectively or individually, in order to maintain the vehicle 10 at the desired speed.

[0035] Figure 3 shows the controller 50 in more detail. While the control system shown in Figure 3 consists of a single controller 50, it should be understood that this is merely illustrative. The control system may consist of multiple controllers electrically connected together and jointly performing the functions described above. Input signals 60 provide various information to the controller 50. One input signal 61 indicates whether the user wants to activate or deactivate the AOCC mode. The AOCC mode can be activated by a button, virtual button, or other form of input device on the vehicle's human-machine interface.

[0036] Another input signal, 62, provides information regarding the desired occupant comfort level. This indicates the amount of physical disturbance the user can tolerate. The desired comfort level can be set within a range from low to high levels. For example, the desired comfort level can be defined as a numerical range from 1 (low comfort) to 4 (high comfort). Another way to think of the comfort level is as an "excitement level," which is the reciprocal of the comfort level. For example, the excitement level can be defined as a numerical range from 1 (low excitement) to 5 (high excitement). Both "comfort level" and "excitement level" are ways of indicating the level of disturbance that the user can tolerate. The "comfort level" and "excitement level" are inversely proportional: that is, a high comfort level results in a low excitement level; a low comfort level results in a high excitement level. To avoid confusion, the term "comfort level" will be used for the remainder of this explanation. However, it should be understood that the expression "comfort level" can also be written as "excitement level."

[0037] The "comfort level" can be set by the vehicle user using the user interface. For example, a control can be provided on the steering wheel, allowing the user to increase or decrease the "comfort level." The user can also be provided with this control through another part of the vehicle, such as the dashboard or control panel, or through other appropriate means. The user interface may include a visual display indicating the selected "comfort level."

[0038] Another input signal 63, or a combination of input signals, provides occupant arousal information. This occupant arousal information indicates the movement of the vehicle and / or the movement of the vehicle's occupants. Figure 1 shows an example of a measurable quantity. The input signal 63 can represent one or more of the following: Vehicle pitch angular acceleration 15 around the y-axis (horizontal axis) passing through the center of the vehicle 10; Vehicle roll angular acceleration 16 around the x-axis (vertical axis) passing through the center of the vehicle 10; Vehicle heave acceleration 17 along the z-axis (vertical axis) passing through the center of the vehicle 10.

[0039] Each of these quantities can be measured by an accelerometer or other suitable sensing device 40. In addition to, or instead of, the quantities listed herein, one or more different quantities can be measured. Instead of measuring the movement of the vehicle itself, there are also methods for measuring the movement of the passengers inside the vehicle. For example, cameras can be installed inside the vehicle to monitor the movement of the passengers.

[0040] Another input signal 64 provides the set speed. The set speed is selected by the user. This represents the speed at which the user wishes to drive the vehicle. The set speed can be entered by the user via a user interface such as the "speed up" and "speed down" inputs on the steering wheel.

[0041] Another input signal, 65, indicates the current vehicle speed. This is the actual speed of the vehicle. The vehicle speed can be obtained from the wheel rotation sensor.

[0042] Another input signal 66 provides an indication that the user has pressed the vehicle's accelerator pedal or operated any other user control that the user can operate to accelerate the vehicle. Optionally, this input signal can also indicate the desired amount of acceleration (e.g., gradual acceleration / rapid acceleration). This indicates the extent to which the user is overriding the automatic speed control.

[0043] Another input signal 67 provides an indication that the user has pressed the vehicle's brake pedal or operated any other user control that the user can operate to brake or decelerate the vehicle. Optionally, this input signal may also indicate the desired degree of braking / deceleration. This indicates the extent to which the user is overriding the automatic speed control.

[0044] Another input signal 68 indicates the selection of a driving mode according to the terrain type. For example, the driving modes include one or more of the following: on-highway driving mode; sand driving mode; grass, gravel, or snow driving mode; mud / rutted road driving mode; and rocky terrain driving mode. The controller 50 can change the acceleration rate using the input signal 67. For example, the acceleration rate in on-highway driving mode may be higher than the acceleration rate in grass, gravel, or snow driving mode.

[0045] Another input signal 69 indicates the terrain. For example, the type of terrain may be indicated by information from one or more sensors and / or cameras. Alternatively, the controller 50 may determine the type of terrain from other received information, such as one or more of the following: occupant agitation information 63; wheel slip; and gradient.

[0046] The controller 50 includes a module 52 configured to determine a comfort level 53 based on a signal 63 indicating vehicle movement. The module 52 is configured to determine a comfort level 53 based on a time average of vehicle movement information 63.

[0047] The controller 50 includes a module 54 configured to determine a target vehicle speed. Module 54 is configured to determine the target vehicle speed according to the occupant comfort level (determined by module 52) and a desired occupant comfort level 62. Module 54 is also configured to determine the target vehicle speed according to a set speed 64. For example, if the user requests a set speed of 15 km / h, the controller 50 will attempt to reach the target speed of 15 km / h if movement at that speed also satisfies other constraints, such as a desired comfort level 62.

[0048] Module 54 of controller 50 outputs a vehicle speed control signal 71. The vehicle speed control signal 71 can indicate a required vehicle speed, for example, 15 km / h. Alternatively, the vehicle speed control signal 71 can indicate whether an increase or decrease in speed is necessary. If module 54 determines a target speed higher than the current vehicle speed, the vehicle speed control signal 71 indicates an increase in speed. If module 54 of controller 50 determines a target speed lower than the current vehicle speed, the vehicle speed control signal 71 indicates a decrease in speed.

[0049] As described above, the vehicle speed control signal 71 can be output directly to the vehicle's powertrain 20 and brake system 30. Alternatively, one or more additional control modules may receive the vehicle speed control signal 71 and interpret how to respond to increases or decreases in vehicle speed. The overall control system of the vehicle may consist of a powertrain controller (PTC) and a brake controller (BC) (not shown) that receive the vehicle speed control signal 71.

[0050] For example, if the vehicle speed control signal 71 indicates an increase in speed, the powertrain 20 or PTC interprets this as requiring an increase in positive torque from the powertrain 20. If the vehicle speed control signal 71 indicates a decrease in speed, the brake system 30 or BC interprets this as requiring the brake system 30 to apply braking force (i.e., negative torque) to one or more of the wheels 12, 14. If the vehicle speed control signal 71 indicates a decrease in speed, the powertrain 20 or PTC may interpret this as requiring negative torque from the powertrain 20, such as regenerative braking. In four-wheel drive (4WD) or all-wheel drive (AWD) vehicles, the vehicle control system can determine how to achieve a target vehicle speed, or increase or decrease the vehicle speed, by driving the front wheels 12 and / or rear wheels 14 of the vehicle.

[0051] Controller 50 is configured to allow the user to (temporarily) override the target vehicle speed by accelerating the vehicle. The period during which the accelerator pedal is operated is called the override period. During the override period, automatic control of the vehicle speed is suspended. There are various reasons why a user might want to override the speed. For example, a user might think that a higher speed is necessary to drive on sandy terrain. AOCC limits the speed low to keep the user's level of excitement and comfort within an acceptable range. However, users may also tolerate a higher level of interference in order to move through the terrain. Another example is when crossing very muddy terrain or other surfaces where greater thrust is needed to keep moving forward, and the customer willingly decides to accept temporary discomfort in order to keep moving forward.

[0052] During the override period, module 54 is configured to output a powertrain control signal 71 in response to the accelerator input signal 66. This controls the vehicle speed independently of the normal target vehicle speed determination. After the override period, module 54 is configured to determine an updated value for the occupant comfort level. Module 54 is configured to determine the updated value for the occupant comfort level by ignoring at least some of the occupant comfort level information from the override period.

[0053] Figure 4 shows an example of the operation of the controller module 52. Figure 4(A) shows occupant excitement information 63(x) over a certain period of time. The signal 63(x) indicates the movement of the vehicle. The signal 63(x) represents one of several measured quantities (for example, the vehicle roll angular acceleration 16 around the x-axis). In vehicles that measure quantities around the x, y, and z axes, similar time-varying measured values ​​63(y) and 63(z) are obtained for the other measured quantities. A time-averaging function is performed on the occupant excitement information 63(x) within a time window. The value 81T(x) represents the time-averaged value of the measured quantity 63(x) in window 81. Time averaging is performed repeatedly while slightly shifting the time window. This method can be expressed as the calculation of a moving average. One example of how to calculate the time average is to calculate the root mean square (RMS) of the occupant excitement information 63 during the window period.

[0054] In one example, each individual measurement is time-averaged separately in this way. Therefore, there is also a value 81T(y) representing the time-averaged value of measurement 63(y) over the same time window 81, and a value 81T(z) representing the time-averaged value of measurement 63(z) over the same window 81.

[0055] Next, the time-averaged values ​​81T(x), 81T(y), and 81T(z) are combined. The combined output is the value for comfort level 53 over the entire duration of the time window. An example of how to combine orthogonal measurements is described in the international standard ISO 2631-11997, "Mechanical Vibration and shock - Evaluation of human exposure to whole-body vibration." Section 6.5 of this document describes how to combine vibration measurements from different orthogonal directions. This method uses a root-sum-of-squares calculation with a linear gain applied to each direction. Other types of combining operations are also possible.

[0056] Figure 4(B) shows several discrete values ​​for comfort level 53. Each value is the result of combining a time-averaging function performed over its respective time window. For example, 81C is the comfort level value for window period 81. The comfort level changes depending on the measured level of arousal. The comfort level is calculated repeatedly at regular intervals. For example, comfort level 53 is calculated at a rate of 100 Hz, i.e., 100 times per second. The length of the window period is approximately 4 seconds, for example, 3.8 seconds. Other values ​​can also be used for the window period.

[0057] Figure 5 shows an example of the control system's operation. Figure 5(A) schematically shows the road surface shape on which the vehicle travels.

[0058] Figure 5(B) shows the vehicle speed, and Figure 5(C) shows the comfort level when the control system uses the first control strategy. Figure 5(D) shows the vehicle speed, and Figure 5(E) shows the comfort level when the control system uses the second control strategy.

[0059] In the first control strategy, the control system determines the target vehicle speed (solid line) based on the comfort level. The comfort level is based on the time average of occupant agitation information (i.e., the time average of information indicating disturbances). Between times T0 and T1, the control system sets the target vehicle speed S1. The vehicle is traveling on a smooth road surface 102, and the target speed based on the estimated comfort level is high. At T1, the vehicle begins traveling on rough terrain 104. On rough terrain, the target speed decreases based on the estimated comfort level. Since the control system determines the target vehicle speed based on the comfort level, the decrease in comfort level 122 causes the target vehicle speed to decrease by 112. At T2, the vehicle begins traveling on a smooth surface 106. The comfort level increases by 123. Due to the increase in comfort level, the target vehicle speed increases by 113. At T4, the comfort level reaches a constant value. This is because the window of occupant agitation information used to calculate the comfort level is constant. The target vehicle speed eventually becomes constant because the comfort level is stable.

[0060] In Figure 5(B), the target vehicle speed is shown by a dashed line, and the actual vehicle speed is shown by a solid line. The target vehicle speed determined by the control system can be overridden by the user, for example, by pressing the accelerator pedal. The override period begins at T1 and ends at T3. In this example, the override period begins simultaneously with the vehicle starting to travel on the uneven terrain 104. During the override period T1-T3, the control system is configured to control the vehicle speed independently of the target vehicle speed. This means that the control system does not use the target vehicle speed between T1 and T3. In this example, the actual vehicle speed remains constant at 115 during the override period. In other examples, the vehicle speed may change during the override period. During the override period, the vehicle speed 115 is higher than the target vehicle speeds 112 and 113. At the end of the override period T3, a discrepancy arises between the actual vehicle speed 116 and the target vehicle speed 113 calculated by the control system based on the comfort level. This may cause the vehicle speed to change at T3 when the control system regains control of the vehicle speed. In this example, from T3 onward, the vehicle speed decreases and converges towards the target vehicle speed.

[0061] In the second control strategy, the control system determines the target vehicle speed based on the comfort level. However, the method for calculating the comfort level during the override period is different. The comfort level is based on the time average of occupant agitation information (i.e., signs of disturbance). The control system is configured to determine an updated value of the comfort level by ignoring the occupant agitation information for at least part of the override period.

[0062] The control system starts at a target vehicle speed of 131 when the vehicle is traveling on a smooth surface 102 and the comfort level 141 is high. At T1, the vehicle begins traveling on rough terrain 104. Also at T1, the target vehicle speed can be overridden, for example, by the user pressing the accelerator pedal. The override period starts at T1 and ends at T3. The actual vehicle speed is maintained at a constant value of 5.

[0063] In T3, the control system initially uses the comfort level calculated in T1 (before the start of the override period). Based on the comfort level, the control system calculates the target vehicle speed. Because the road surface 102 was smooth before T1, the calculated comfort level is high, and the calculated target vehicle speed is also high. Therefore, in T3, the target vehicle speed 133 is more in line with the actual vehicle speed. In this example, the target vehicle speed 133 is equal to the actual vehicle speed, but it may be different. This allows the control system to regain control of the target vehicle speed, resulting in smoother control of the vehicle speed. From T3 onward, the control system calculates the comfort level based on the excitement information window, excluding the override period. The time window initially consists of a combination of (i) excitement information immediately before T1 and (ii) excitement information immediately after T3.

[0064] During the override period, the control system does not calculate comfort levels. Excitement information during the override period is ignored.

[0065] In this example, the comfort level at time T3 is the same as at time T1. In another example (not shown), the comfort level at time T3 is higher than at time T1. Based on the new comfort level data after the override period, the control system increases the vehicle speed after the override period. In yet another example (not shown), the comfort level at time T3 is lower than at time T1. Based on the new comfort level data after the override period, the control system decreases the vehicle speed after the override period.

[0066] Figure 6 shows another example of the control system's operation. Figure 6(A) schematically shows the road surface profile on which the vehicle is traveling. This is the same as that shown in Figure 5(A). Figure 6(B) shows the vehicle's speed, and Figure 6(C) shows the comfort level when the control system uses the second control strategy. In Figures 6(B) and 6(C), the user override period starts later than shown in Figures 5(D) and 5(E).

[0067] Initially, the vehicle is traveling on a smooth surface 102, and the comfort level is high. The control system sets a target vehicle speed S1. At T1, the vehicle begins traveling on rough terrain 104. At T1, the comfort level begins to decrease due to the rough terrain. The vehicle speed begins to decrease by 152. At T2, the user presses the accelerator pedal. This overrides the target vehicle speed set by AOCC. The vehicle speed returns to S1. The override period ends at T4 when the user releases the accelerator pedal.

[0068] At T4, the control system calculates the comfort level using occupant excitement information from immediately before T2 (i.e., before the start of the override period). Based on the comfort level, the control system calculates a target vehicle speed of 155 (dashed line). The calculated comfort level is initially the value from T2. Since the target vehicle speed of 155 is lower than the actual vehicle speed of 154, the vehicle speed may decrease slightly after T4. However, compared to the first control strategy in Figures 5(B) and (C), the target vehicle speed better matches the actual vehicle speed. This allows the control system to regain control of the target vehicle speed, resulting in smoother control of the vehicle speed.

[0069] Figure 7 shows an example of a method 200 for controlling the vehicle's powertrain. In block 202, this method is activated by the user. For example, it is activated in response to receiving an AOCC ON command 61 from the vehicle's user interface. This method receives a desired occupant comfort level, which is an indicator of the amount of disturbance the user can tolerate. This method receives a set speed, which is the speed at which the user wants to travel.

[0070] In block 204, the method determines whether the vehicle's speed is below a predetermined threshold speed value. This method continues only if the speed is below the threshold speed value. For example, the threshold is 30 km / h. If the speed exceeds the threshold speed value, the method terminates in block 205.

[0071] In block 206, the method receives occupant arousal information indicating the movement of the vehicle and / or the movement of the vehicle's occupants. In block 208, the method determines the occupant comfort level based on the time average of the occupant arousal information.

[0072] Block 210 determines the target vehicle speed based on the occupant comfort level and the desired occupant comfort level. Block 210 outputs a vehicle speed control signal based on the target vehicle speed. Block 212 determines the target vehicle speed based on the lower of (i) the set vehicle speed information and (ii) the vehicle speed at which the occupant comfort level falls below the maximum desired occupant comfort level. For example, if the minimum occupant comfort level is 2 (out of 5) and the occupant comfort level is 3, the amount of disturbance is less than the desired maximum value, and the vehicle can move at the set speed. However, if the minimum occupant comfort level is 4 (out of 5) and the occupant arousal level is less than 4, the amount of disturbance exceeds the required maximum value, so the vehicle speed will decrease to keep the amount of disturbance within the required range. In this case, it may be necessary to lower the vehicle speed below the set speed.

[0073] In block 214, it is determined whether the user has pressed the vehicle's accelerator pedal. If the accelerator pedal is pressed, speed control is overridden. The override period begins. This method proceeds to block 216. If the accelerator pedal is not operated, this method continues to control the target vehicle speed. This method returns to block 206.

[0074] In block 216, the vehicle speed is controlled by the user. The vehicle speed responds to an input signal from the accelerator pedal (or other input device).

[0075] Block 218 determines whether the accelerator is still active. If the accelerator is still active, the override period continues. This method returns to block 216. If the accelerator is no longer active, the override period ends. This method returns to block 206. Upon returning to block 206, this method uses the occupant comfort level value at the end of the previous speed control period. This method does not use the occupant comfort information from the override period.

[0076] This method allows for variations in how speed is controlled based on the type of terrain and / or the terrain driving mode selected by the user.

[0077] In the modifications of the control system and method described above, the controller stores at least a portion of the arousal information during the override period, and the comfort level is determined based on a portion of the arousal information during the override period. The control system may be configured to operate in a first mode after the override period, configured to determine the occupant comfort level 53 by ignoring the occupant arousal information 63 throughout the entire override period. The control system may also be configured to operate in a second mode after the override period, configured to determine the occupant comfort level 53 by using at least a portion of the occupant arousal information 63 for at least a portion of the override period. The second mode may be identical or similar to the “first control strategy” shown in Figures 5(B) and (C). The control system may be configured to determine the occupant comfort level 53 using all of the occupant arousal information 63 for the entire override period, or for at least a portion of it. The control system may be configured to determine the occupant comfort level 53 using a portion of the occupant arousal information 63 for the entire override period, or for at least a portion of it. For example, the control system can be configured to determine the occupant comfort level 53 using a subset of the entire set of received occupant agitation information 63 (e.g., information for two directions of travel rather than all three) for at least a portion of the override period. Another possibility is to change the filtering applied to the occupant agitation information 63 and / or the duration of the time window used to determine the time average of the occupant agitation information 63. This can add some variation to the determination of the occupant comfort level 53.

[0078] The control system can be configured to select between a first mode and a second mode based on the driver's selection of a driving mode (e.g., terrain driving mode) or automatic determination of the terrain type. For example, in sandy terrain, maintaining vehicle momentum is prioritized, so the control system can be configured to select the first mode.

[0079] Figure 8 schematically shows a controller 50. The control system may consist of one controller 50, or multiple controllers electrically connected together and collectively performing the functions described above. Controller 50 includes at least one processor 302, which is any type of processor for executing instructions to control the operation of the system. The processor 302 is electrically connected to the other components of the controller via one or more buses 301. Processor-executable instructions 304 can be provided using any data storage device or computer-readable media, such as memory 303. The processor-executable instructions 304 consist of instructions for implementing the functions of the described methods, such as the method in Figure 7. The storage / memory 303 is any suitable type, such as non-volatile memory, magnetic memory, or optical memory. The processor 302 is configured to access memory 303 and execute the stored instructions 304. Memory 303, or another memory / storage, stores data 305 used by the processor 302. The data 305 may include crew excitement information 63 received over a period of time.

[0080] The controller 50 includes an input interface 306. The input interface 56 is configured to receive one or more input signals 60. The controller 50 also includes an output interface 307. The output interface 307 is configured to output a vehicle speed control signal 71 for controlling the vehicle's powertrain.

[0081] It goes without saying that the present invention can be modified in various ways without departing from its scope.

Claims

1. A control system (50) for controlling the vehicle's powertrain, comprising one or more processors configured to collectively perform the following operations: Receiving occupant excitement information (63) indicating the movement of the vehicle and / or the movement of the occupants of the vehicle; To achieve the desired occupant comfort level (62); Determining the occupant comfort level (53) based on the time average of the aforementioned occupant arousal information (63); Determining a target vehicle speed according to the aforementioned passenger comfort level and the aforementioned desired passenger comfort level; and Based on the aforementioned target vehicle speed, a vehicle speed control signal (71) is output. Here, the control system is configured to output the vehicle speed control signal (71) independently of the target vehicle speed when the vehicle's accelerator is activated during the override period (67). The control system is configured to determine an updated value for the occupant comfort level by ignoring occupant agitation information (63) during at least a portion of the override period after the override period.

2. The control system (50) according to claim 1, configured to determine the occupant comfort level (53) independently of the occupant arousal information (63) throughout the entire override period.

3. During the override period, the crew excitement information (63) for the window period preceding the override period is stored; and After the override period ends, the occupant comfort level (53) is determined using the stored occupant agitation information (63). The control system according to claim 1 or 2, configured as described above.

4. The control system according to any one of claims 1 to 3, wherein the occupant comfort level (53) is a moving average value of the received occupant excitement information (63).

5. Receive vehicle setting speed information (64) indicating the desired vehicle speed; and The target vehicle speed is determined based on the vehicle setting speed information (64), the occupant comfort level (53), and the desired occupant comfort level information (62). A control system according to any one of claims 1 to 4, configured as described above.

6. The control system according to claim 5, configured to determine the target vehicle speed based on the lower of the following: The aforementioned vehicle set speed information (64); and A vehicle speed such that the determined occupant comfort level (53) exceeds the desired occupant comfort level (62).

7. A control system according to any one of claims 1 to 6, configured to selectively perform the following operations: A first mode in which, after the override period ends, the control system is configured to determine the occupant comfort level (53) while ignoring occupant arousal information (63) throughout the entire override period; and A second mode in which, after the override period ends, the control system is configured to determine the occupant comfort level (53) using at least a portion of the occupant arousal information (63) for at least a portion of the override period.

8. A control system according to claim 7, configured to receive at least one of the following: Driver's selection of driving mode (68); Automatic detection of terrain type, and The control system is configured to select between the first mode and the second mode based on the terrain driving mode or the terrain type.

9. The control system according to any one of claims 1 to 8, comprising a memory device (303) configured to store the aforementioned occupant excitement information (63).

10. A system comprising the control system according to any one of claims 1 to 9, and at least one sensor (40) configured to detect the movement of the vehicle and / or the movement of the occupants of the vehicle.

11. A vehicle comprising the control system (50) according to any one of claims 1 to 9 or the system according to claim 10.

12. A method for controlling the vehicle's powertrain, Receiving occupant excitement information (63) indicating the movement of the vehicle and / or the movement of the occupants of the vehicle; To receive a desired occupant comfort level (62) indicating a desired occupant comfort level; Determining the occupant comfort level (53) based on the time average of the aforementioned occupant arousal information (63); Determining a target vehicle speed according to the aforementioned passenger comfort level (53) and the desired passenger comfort level (62); and Based on the aforementioned target vehicle speed, a vehicle speed control signal (71) is output. Here, the method involves overriding the target vehicle speed when the accelerator of the vehicle is activated during the override period, and A method comprising determining an updated value for the occupant comfort level (53) by ignoring occupant agitation information (63) during at least a portion of the override period, after the override period.

13. The method according to claim 12, comprising determining the occupant comfort level (53) independently of the occupant arousal information (63) over the entire override period.

14. During the override period, the crew excitement information (63) for the window period preceding the override period is stored; and After the override period ends, the occupant comfort level (53) is determined using the stored occupant agitation information (63). The method according to claim 12 or 13, including the method described in claim 12 or 13.

15. A computer-readable instruction configured to perform the method described in any one of claims 12 to 14 when executed by a computer.

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