Control unit for an adaptive cruise control system for a vehicle, in particular utility vehicle, transmission, adaptive cruise control system, vehicle, method, computer program and / or computer-readable medium

Abstract

The invention relates to a control unit (220) for an adaptive cruise control system (210) for a vehicle (200a), in particular utility vehicle (200b), the control unit (220) having: a data processing device (221) for carrying out an adaptive cruise control function (211) with a stop-and-go function (212); a drive interface (225) for communicating with a drive (270) of the vehicle (200a), in particular utility vehicle (200b); a brake interface (230) for communicating with a brake system (275) of the vehicle (200a), in particular utility vehicle (200b); the control unit (220) being configured, in order to carry out the adaptive cruise control function (211), to define a drive variable (226) for driving the vehicle (200a), in particular utility vehicle (200b), via the drive interface (225) and / or to define a braking variable (231) for braking the vehicle (200a), in particular utility vehicle (200b), via the brake interface (230); and the control unit (220) having a transmission interface (235) for communicating with a transmission (280) of the vehicle (200a), in particular utility vehicle (200b), said transmission having a clutch (281); and the control unit (220) being configured to control actuation of the clutch (281) in order to carry out the stop-and-go function (212).

Description

[0001] Control unit for an adaptive cruise control system for a vehicle, in particular a commercial vehicle, transmission, adaptive cruise control system, vehicle, method, computer program and / or computer-readable medium

[0002] The disclosure relates to a control unit for an adaptive cruise control system for a vehicle, in particular a commercial vehicle. The disclosure also relates to a transmission for use with a control unit for an adaptive cruise control system for a vehicle, in particular a commercial vehicle, an adaptive cruise control system for a vehicle, in particular a commercial vehicle, a vehicle, in particular a commercial vehicle, a method for a control unit for an adaptive cruise control system with a stop-and-go function for a vehicle, in particular a commercial vehicle, and a computer program and / or computer-readable medium.

[0003] Adaptive cruise control systems for vehicles, especially commercial vehicles, are known in the art. Such a vehicle, especially a commercial vehicle, is referred to below as a "vehicle."

[0004] Adaptive cruise control, also known as adaptive cruise control or ACC, is a driver assistance system in a vehicle. Unlike cruise control, which simply maintains a constant vehicle speed, adaptive cruise control adjusts the vehicle's speed to maintain a predetermined and / or safe distance from a vehicle ahead.

[0005] Adaptive cruise control can help improve driving comfort, relieve the driver's workload and / or reduce the risk of accidents or prevent collisions and / or lessen their severity.

[0006] Adaptive cruise control typically includes several components that work together to automatically slow and / or accelerate the vehicle and maintain a certain distance from the vehicle ahead. Adaptive cruise control typically includes sensors to measure the distance between the vehicle and the vehicle ahead and to detect its speed.

[0007] Adaptive cruise control typically also includes a control unit. Based on information from the sensors, the control unit calculates, for example, an appropriate speed adjustment to maintain the desired distance from the vehicle ahead.

[0008] Adaptive cruise control typically also includes a braking system. If the adaptive cruise control detects that the vehicle needs to decelerate and / or apply braking torque to maintain the desired distance, the adaptive cruise control accesses the braking system. The adaptive cruise control can then apply the vehicle's brakes to slow it down.

[0009] Adaptive cruise control typically also includes a drive system. When the vehicle needs to accelerate and / or apply drive torque to regulate the distance to the vehicle ahead, the adaptive cruise control accesses the drive system to adjust the drive power and / or torque to accelerate the vehicle.

[0010] It is also known from the prior art that vehicles can have a so-called stop-and-go function. The stop-and-go function is a function that enables the vehicle to stop and start again in an automated and / or automatic manner, for example, when the vehicle in front comes to a standstill and then starts moving again. This function is typically used in conjunction with adaptive cruise control to further improve the driving comfort and efficiency of the adaptive cruise control and stop-and-go function. To perform the stop-and-go function, the vehicle typically requires an automated transmission and / or an automated manual transmission.

[0011] If the vehicle is braked by the adaptive cruise control due to the vehicle in front and eventually comes to a stop, the stop-and-go function can be activated. In this case, the vehicle stops automatically. As soon as the vehicle in front starts moving again and moves away from the vehicle, the adaptive cruise control detects this and automatically restarts the vehicle to follow the vehicle in front. This can be restricted for safety reasons, for example, by ensuring that the stop lasts no longer than typically three seconds; otherwise, the driver may be required to provide confirmation.

[0012] The stop-and-go function helps relieve the driver's workload, especially in heavy stop-and-go traffic.

[0013] According to US 9,682,705 B2, a vehicle has an engine with auto-stop and auto-start functions. The vehicle additionally includes a braking system configured to apply braking torque to the vehicle wheels. The vehicle further includes a controller configured to control the engine and braking system via an ACC system in response to a detected object ahead. The controller is configured to automatically control the braking system in response to the distance to the detected forward object falling below a first predefined threshold and the vehicle speed falling below a second predefined threshold. In response to these inputs, the controller automatically controls the braking system to apply braking torque based on the current road grade to keep the vehicle stationary in the absence of driveline torque.The controller also controls the motor so that it stops automatically in response to these inputs.

[0014] With adaptive cruise control, there may be automated interaction and / or communication between the drive system, the braking system, and the adaptive cruise control control unit. However, in combination with a stop-and-go function and adaptive cruise control, particularly in vehicles with combustion engines and / or electropneumatic brakes, it may be useful to include the transmission, particularly for implementing the stop-and-go function. The disclosure is based on the object of enriching the prior art and improving one aspect of the prior art. In particular, the disclosure solves the problem of providing an improved adaptive cruise control, particularly with a stop-and-go function.

[0015] The problem is solved by a method according to claim 1 and the subject matter according to the further independent claims. The subclaims specify further developments of the disclosure.

[0016] According to one aspect of the disclosure, a control unit for an adaptive cruise control system for a vehicle, in particular a commercial vehicle, is provided, the control unit comprising: a data processing device for performing an adaptive cruise control function with a stop-and-go function; a drive interface for communicating with a drive of the vehicle, in particular a commercial vehicle; a brake interface for communicating with a braking system of the vehicle, in particular a commercial vehicle; wherein the control unit is configured to define, via the drive interface, a drive variable for driving the vehicle, in particular a commercial vehicle, and / or to define, via the brake interface, a braking variable for braking the vehicle, in particular a commercial vehicle, in order to perform the adaptive cruise control function.and wherein the control unit has a transmission interface for communication with a transmission of the vehicle, in particular a commercial vehicle, having a clutch; and the control unit is configured to control actuation of the clutch for performing the stop-and-go function.

[0017] The transmission interface enables coordination between the control unit and the transmission. This coordination can be described as a "handshake" between the control unit and the transmission, particularly in stop-and-go mode.

[0018] Optionally, the control unit is configured to send a blocking signal via the transmission interface to block clutch actuation or activation in order to perform a hold function of the stop-and-go function. This hold function allows the adaptive cruise control to implement a follow-to-stop function in conjunction with automated stopping of the vehicle after reaching a standstill.

[0019] Optionally, the locking signal is designed to prevent the clutch from being closed despite a clutch request from a user of the vehicle, in particular a commercial vehicle.

[0020] Optionally, the control unit is configured to receive an unlocking response for actuating the clutch via the transmission interface and / or the brake interface to terminate a holding function of the stop-and-go function.

[0021] Optionally, the control unit is configured to send an actuation request to engage the clutch via the transmission interface to terminate a hold function of the stop-and-go function. The actuation request can be sent in response to receiving the unlock response.

[0022] According to one aspect of the disclosure, a transmission for use with a control unit described above is provided, wherein the transmission has a control unit interface for communication with the control unit. Optionally, the transmission has one or more of the features described above with reference to the control unit to achieve an associated technical effect.

[0023] Optionally, the transmission has a clutch that can be controlled using a transmission control signal received via the control unit interface.

[0024] Optionally, the transmission is configured to send transmission-related information to the control unit.

[0025] According to one aspect of the disclosure, an adaptive cruise control system for a vehicle, in particular a commercial vehicle, is provided, comprising: a control unit as described above; a transmission as described above; a drive for driving the vehicle, in particular a commercial vehicle; and a braking system for braking the vehicle, in particular a commercial vehicle. Optionally, the adaptive cruise control system and / or a component thereof comprises one or more of the features described above with reference to the control unit and / or the transmission in order to achieve an associated technical effect.

[0026] Optionally, the braking system is configured to stop braking of the vehicle, in particular a commercial vehicle, to perform a holding function of a stop-and-go function if the braking system receives a release request from the control unit and a control signal from the transmission.

[0027] According to one aspect of the disclosure, a vehicle, in particular a commercial vehicle, comprising an adaptive cruise control system as described above is provided. Optionally, the vehicle, the adaptive cruise control system, and / or a component thereof comprises one or more of the features described above with reference to the control unit, the transmission, and / or the adaptive cruise control system in order to achieve an associated technical effect.

[0028] According to one aspect of the disclosure, a method is provided for a control unit for a distance control function with a stop-and-go function for a vehicle, in particular a commercial vehicle; the method comprising: outputting, from the control unit to a braking system of the vehicle, in particular a commercial vehicle, a request for controlling the stop-and-go function;

[0029] Receiving, by the control unit, from the braking system, a response based on the request; outputting, from the control unit to a transmission of the vehicle, in particular a commercial vehicle, based on the response, a transmission control signal for controlling actuation of a clutch of the transmission to perform the stop-and-go function.

[0030] Optionally, the method is carried out in such a way that one of the technical features described above as optional and / or advantageous is implemented in order to achieve an associated technical effect.

[0031] According to one aspect of the disclosure, a computer program and / or computer-readable medium is provided, comprising instructions that, when executed by a control unit for an adaptive cruise control system, cause the control unit to perform the method described above and / or the steps thereof. Optionally, the method is performed such that one of the technical features described above is implemented in order to achieve an associated technical effect.

[0032] Further features of the disclosure as well as its technical effects emerge from the figures and the description of the preferred embodiments shown in the figures.

[0033] Fig. 1 is a schematic representation of a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;

[0034] Fig. 2 is a schematic representation of an architecture of a distance control cruise control for a vehicle, in particular a commercial vehicle;

[0035] Fig. 3 is a schematic representation of an architecture of a distance control cruise control for a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;

[0036] Fig. 4 is a detailed schematic representation of an architecture of a adaptive cruise control system according to one aspect of the disclosure;

[0037] Fig. 5 is a schematic representation of a scenario when using an adaptive cruise control system according to one aspect of the disclosure;

[0038] Fig. 6 schematically shows a flow diagram of a method according to one aspect of the disclosure;

[0039] Fig. 7 schematically shows a flow diagram for a scenario when using a distance control cruise control according to one aspect of the disclosure;

[0040] Fig. 8 is a schematic representation of a computer program and / or computer-readable medium according to one aspect of the disclosure.

[0041] Figure 1 shows a schematic representation of a vehicle 200a, in particular commercial vehicle 200b, according to one aspect of the disclosure.

[0042] Vehicle 200a, in particular commercial vehicle 200b, is hereinafter referred to as vehicle 200a, 200b. Vehicle 200a, 200b is a land vehicle.

[0043] The vehicle 200a, 200b includes an adaptive cruise control system 210. The adaptive cruise control system 210 includes a control unit 220, a transmission 280, a drive 270 for driving the vehicle 200a, 200b, and a braking system 275 for braking the vehicle 200a, 200b.

[0044] The control unit 220 comprises a data processing device 221 which is configured to control the control unit 220 and its components, including interfaces, to store and / or process information.

[0045] The control unit 220 or the data processing device 221 is configured to perform a distance control function 211 with a stop-and-go function 212.

[0046] The transmission 280 includes a clutch 281 for disconnecting the drive 270 of other components of a drivetrain of the vehicle 200a, 200b and / or mechanically connecting the drive 270 to the other components of the drivetrain for torque and / or power transmission. The transmission may be an automated manual transmission (AMT).

[0047] The braking system 275, for example, is an electropneumatic braking system. This allows braking requests to be transmitted electrically or electronically to the braking system 275, which then evaluates and processes them to pneumatically convert them into a brake actuation to generate a braking torque.

[0048] The adaptive cruise control 210 and its components and structural and functional connections therebetween are described in more detail with reference to the following figures.

[0049] Figure 2 shows a schematic representation of the architecture of an adaptive cruise control system 210 for a vehicle 200a, in particular a commercial vehicle 200b. Figure 2 shows the architecture of an adaptive cruise control system 210 according to the prior art. The adaptive cruise control system 210 includes, as described with reference to Figure 1, the control unit 220, the drive system 270, the braking system 275, and the transmission 280.

[0050] The control unit 220 is communicatively connected to the drive 270 and the braking system 275, respectively. The control unit 220 comprises a drive interface 225 (see Figure 4) for communication with the drive 270 and a brake interface 230 (see Figure 4) for communication with the braking system 275. The control unit 220 is configured to define a drive variable 226 for driving the vehicle 200a, 200b via the drive interface 225 in order to carry out the distance control function 211, and to define a braking variable 231 for braking the vehicle 200a, 200b via the brake interface 230. The control unit 220 is configured to receive a feedback signal 222 from the drive 270 and the braking system 275 in order to coordinate the distance control function 211.

[0051] For example, control unit 220 can limit a drive torque of drive 270 by defining drive variable 226. Drive 270 can report the actual drive torque and / or a status to control unit 220 as a feedback signal 222. For example, control unit 220 can request a deceleration from braking system 275 by defining braking variable 231. The braking system 275 can report the actual deceleration and / or a status to control unit 220 as a feedback signal 222.

[0052] Interactions and / or the exchange of information between the drive 270, the braking system 275 and the transmission 280 (each illustrated by dashed lines) are not within the scope of the control unit 220.

[0053] Figure 3 shows a schematic representation of an architecture of an adaptive cruise control system 210 for a vehicle 200a, in particular a commercial vehicle 200b, according to one aspect of the disclosure. The adaptive cruise control system 210 comprises, as described with reference to Figure 1, the control unit 220, the drive system 270, the braking system 275, and the transmission 280. Figure 3 is described with reference to Figure 1. The adaptive cruise control system 210 is an adaptive cruise control system 210 with a stop-and-go function 212. The control unit 220 according to Figure 3 is communicatively connected to the drive system 270, the braking system 275, and the transmission 280, respectively. The control unit 220 comprises a drive interface 225 (see Figure 4) for communication with the drive 270, a brake interface 230 (see Figure 4) for communication with the brake system 275 and a transmission interface 235 (see Figure 4) for communication with the transmission 280 having the clutch 281.

[0054] The control unit 220 is configured to define a drive variable 226 for driving the vehicle 200a, 200b via the drive interface 225 and to define a braking variable 231 for braking the vehicle 200a, 200b via the brake interface 230 in order to carry out the distance control function 211. The control unit 220 is configured to receive a feedback signal 222 from the drive 270 and the braking system 275 in order to coordinate the distance control function 211.

[0055] The control unit 220 is configured to control the actuation of an accelerator pedal to execute the stop-and-go function 212. For this purpose, the control unit 220 is configured to send a blocking signal 245 to block actuation of the clutch 281, i.e., to block engagement of the clutch, via the transmission interface 235 to execute a holding function 213 of the stop-and-go function 212. The blocking signal 245 is configured to prevent engagement of the clutch 281 despite a clutch request 244 (see Figure 7) from a user 205 of the vehicle 200a, 200b. The locking signal 245 is a transmission control signal 243 for controlling the clutch 281 of the transmission 280. In general, the control unit 220 is configured to transmit a transmission control signal 243 for controlling the clutch 281 to the transmission 280.The control unit 220 is configured to receive a feedback signal 222 from the transmission 280 to coordinate the distance control function 211.

[0056] For example, control unit 220 can limit a drive torque of drive 270 by defining drive variable 226. Drive 270 can report the actual drive torque and / or a status to control unit 220 as a feedback signal 222. For example, control unit 220 can request a deceleration from braking system 275 by defining braking variable 231. The braking system 275 can report the actual deceleration and / or a status to control unit 220 as a feedback signal 222. Transmission 280 can report a status regarding clutch 281 to control unit 220 as a feedback signal 222. Transmission 280 is configured to send transmission information 285 relating to transmission 280 to control unit 220 as a feedback signal 222.

[0057] The transmission 280 is configured to receive a drive torque status 249 from the drive 270. The drive torque status 249 can quantify and / or indicate a drive torque that can be provided and / or is provided by the drive 270.

[0058] The transmission 280 is configured to transmit a control signal 242 to the braking system 275. The braking system 275 is configured to stop braking the vehicle 200a, 200b to perform the holding function 213 if the braking system 275 receives a release request 248 (see Figures 4 and 7) from the control unit 220 and the control signal 242 from the transmission 280.

[0059] Figure 4 shows a detailed schematic representation of an architecture of an adaptive cruise control system 210 according to one aspect of the disclosure. The adaptive cruise control system 210 shows in detail possible structural and / or functional features of the adaptive cruise control system 210 described with reference to Figures 1 and 3. Not all of the features shown and / or described need to be implemented as hardware—it is conceivable that features are implemented as software. Figure 4 is described with reference to Figures 1 and 3. Interfaces between the features of the adaptive cruise control system 210 are marked with arrows as pairs of boxes connected by a solid or dashed line. The arrows indicate a direction of a relevant information flow, with one or more types of information being transmittable via each of the interfaces shown. The adaptive cruise control system 210 includes the control unit 220.The control unit 220 includes a data processing device 221, a drive interface 225, a brake interface 230, and a transmission interface 235. The drive interface 225 is configured for communication between the control unit 220 and the drive 270. The brake interface 230 is configured for communication between the control unit 220 and the braking system 275. The transmission interface 235 is configured for communication between the control unit 220 and the transmission 280.

[0060] The adaptive cruise control system 210 includes the drive 270. The drive 270 includes a cruise control 271 and a drive control unit 272. The cruise control 271 is configured to control the drive 270 such that the vehicle 200a, 200b maintains a constant speed. The drive control unit 272 is configured, in particular, to control the drive 270 based on a drive torque request from the control unit 220 and to transmit information relating to a drive torque to the control unit 220.

[0061] The adaptive cruise control system 210 includes the braking system 275. The braking system 275 includes a brake control unit 276, a holding system 277, a vehicle dynamics system 278, a stability control system 279, and a mass determination system 279a. The brake control unit 276 is configured to coordinate the actuation of a service brake and / or a parking brake (neither shown) and thus to control a braking torque. The brake control unit 276 is configured, in particular, to control the braking system 275 based on a deceleration request from the control unit 220 and to transmit information relating to a braking torque to the control unit 220. The holding system 277 is configured to implement a holding function 213. The holding function 213 is intended to keep the vehicle 200a, 200b stationary. To activate the holding function 213, the holding system 277 can cause one or more brakes of the vehicle 200a, 200b to be applied.To deactivate the hold function 213, the hold system 277 can cause one or more brakes of the vehicle 200a, 200b to be released. The stability control system 279 can coordinate an automated driving function to improve the driving dynamics of the vehicle 200a, 200b.

[0062] The mass determination system 279a is configured to estimate the mass of the vehicle 200a, 200b, for example, based on a deceleration of the vehicle 200a, 200b at a specific braking torque.

[0063] The adaptive cruise control system 210 includes the transmission 280. The transmission includes the clutch 281 (see schematically in Figure 1 and description of Figure 1), a slope estimation system 282, an automatic-manual transmission system 283 and a control unit interface 284.

[0064] The clutch 281 can be actuated by a request from a driver 205, for example, by actuating a pedal of the vehicle 200a, 200b. The clutch 281 can also be actuated by the automatic-manual transmission system 283 based on a request from the control unit 220. In particular, when performing a stop-and-go function 212, the clutch 281 can be automatically actuated and / or its actuation can be blocked.

[0065] The slope estimation system 282 is configured to estimate the slope of a roadway on which the vehicle 200a, 200b is located.

[0066] The control unit interface 284 is configured for communication between the transmission 280 and the control unit 220. Thus, the transmission 280 is configured for use with the control unit 220. The control unit interface 284 is, for example, a CAN interface.

[0067] The adaptive cruise control system 210 further comprises a tachograph 290, an interior detection system 291, a continuous brake 292, a user interface 293, an object detection system 294 and a lane detection system 295.

[0068] The tachograph 290 is configured to document the mileage of the vehicle 200a, 200b. The interior detection system 291 is configured to detect information relating to the presence of a driver 205. For this purpose, the interior detection system 291 includes a seat occupancy sensor, a seat belt buckle sensor, and / or sensors for detecting door positions and / or movements.

[0069] The continuous brake 292 is designed to apply a wear-free braking torque. The continuous brake 292 is, for example, a retarder and / or a regenerative brake.

[0070] The user interface 293 is configured to perceptibly present information relating to the adaptive cruise control 210 to the driver 205 in an interior of the vehicle 200a, 200b and / or to capture inputs relating to the adaptive cruise control 210.

[0071] The object detection system 294 includes sensors for detecting objects in an environment of the vehicle 200a, 200b. In particular, the object detection system 294 is configured to detect a vehicle (not shown) traveling ahead of the vehicle 200a, 200b and / or a distance between the vehicle 200a, 200b and the vehicle traveling ahead.

[0072] The lane detection system 295 is configured to detect the lane of a roadway on which the vehicle 200a, 200b is traveling and / or can travel.

[0073] Figure 5 shows a schematic representation of a scenario using adaptive cruise control 210 according to one aspect of the disclosure. The scenario describes the use of adaptive cruise control 210 according to Figures 1, 3, and 4. Figure 5 is described with reference to Figures 1, 3, and 4.

[0074] Figure 5 schematically shows, on each vertically aligned axis, a mode of the adaptive cruise control 210, a mode of the braking system 275, a drive torque of the drive 270, and a mode of the transmission 280. The modes are only shown schematically, with a different level relative to the respective vertically aligned axis indicating a mode. A time t is indicated on an arbitrary scale on a horizontally aligned axis. Vertical dotted lines indicate events 1, 2, 3, 4, 5, 6, 7, 8. The events 1, 2, 3, 4, 5, 6, 7, 8 can occur at different times. Events 1, 2, 3, 4, 5, 6, 7, 8 that are particularly close to one another, for example a second event 2 and a third event 3 or a sixth event 6, a seventh event 7 and an eighth event 8, can largely coincide in time and / or overlap in time.

[0075] The scenario shows the application of a distance control function 211 with a stop-and-go function 212. Signals and / or information are illustrated in Figure 7.

[0076] From a first event 1 in Figure 5 until the third event 3, a distance control function 211 is active. At the first event 1, the vehicle 200a, 200b comes to a near standstill and / or a standstill. The braking system 275 outputs an availability signal 250 to the control unit 220, indicating the availability of a hold function 213. The control unit 220 thus receives the information that the hold function 213 can be requested.

[0077] At a second event 2, the braking system 275 confirms to the control unit 220 by means of a confirmation signal 251 that the holding function 213 is activated or is being carried out.

[0078] At the third event 3, the control unit 220 sends a lock signal 245 to the transmission 280 after the control unit 220 has received the confirmation signal 251. The lock signal 245 prevents actuation of the clutch 281 of the transmission.

[0079] The first event 1, the second event 2 and the third event 3 belong to a so-called follow-to-stop phase according to a follow-to-stop function 214 (see Figure 7).

[0080] At a fourth event 4, the braking system 275 receives a release request 248 from the control unit 220 as a further request 240 for controlling the braking system 275 and, in particular, for terminating or deactivating the hold function 213, i.e., for releasing the brakes. Furthermore, the braking system 275 confirms receipt to the control unit 220.

[0081] At a fifth event 5, the control unit 220 sends a drive torque request 252 to the drive 270 and an actuation request 246a to the transmission 280 to begin actuating the clutch 281.

[0082] At the sixth event 6, the transmission 280 recognizes that the drive 270 has built up sufficient drive torque and sends a clutch confirmation 262 to terminate the holding function 213 to the braking system 275, which then sends a release response 263 to the control unit 220.

[0083] At the seventh event 7, the braking system 275 terminates the holding function 213 by sending the release response 263 to the control unit 220.

[0084] At the eighth event 8, the adaptive cruise control 210 switches from the hold function 213 to the adaptive cruise control function 211.

[0085] Figure 6 schematically shows a flowchart of a method 300 according to one aspect of the disclosure. The method 300 according to Figure 6 is a method 300 for a control unit 220 for a distance control function 211 with a stop-and-go function 212 for a vehicle 200a, 200b. Such a distance control function 211 of a distance control cruise control system 210 and such a vehicle 200a, 200b are described with reference to Figures 1 and 3 to 5. Figure 6 is described with reference to Figures 1 and 3 to 5.

[0086] The method 300 according to Figure 6 comprises: outputting 310, from the control unit 220 to a braking system 275 of the vehicle 200a, 200b, a request 240 for controlling the stop-and-go function 212.

[0087] The method 300 comprises: receiving 320, by the control unit 220 from the braking system 275, a response 241 based on the request 240. The method 300 comprises: output 330, from the control unit 220 to a transmission 280 of the vehicle 200a, 200b, based on the response 241, of a transmission control signal 243 for controlling an actuation or operation of a clutch 281 of the transmission 280 to perform the stop-and-go function 212.

[0088] The person skilled in the art will recognize that the method 300 according to Figure 6 can also be performed in a different order than that shown. In particular, it is possible for steps of the method 300 to be interchanged, shifted, and / or performed simultaneously.

[0089] Figure 7 schematically shows a flowchart for a scenario when using adaptive cruise control 210 according to one aspect of the disclosure. The flowchart describes the use of adaptive cruise control 210 according to Figures 1, 3, and 4. The underlying scenario is, for example, the scenario described with reference to Figure 5. Figure 7 is described with reference to Figures 1 and 3 to 6.

[0090] Figure 7 shows, in columns, the user 205 or driver of the vehicle 200a, 200b, as well as components of the adaptive cruise control system 210, namely the control unit 220, the drive 270, the braking system 275, and the transmission 280. A timeline with an arbitrary time scale extends vertically downwards from each of these. Arrows illustrate routines and / or a transmission of information and / or signals. A adaptive cruise control function 211 with a stop-and-go function 212 is shown.

[0091] The distance control function 211 with the stop-and-go function 212 is, as indicated by the boxes with dashed lines, subdivided into a follow-to-stop function 214 and a subsequent hold function 213. The upper of the two boxes of the hold function 213 illustrates the activation of the hold function 213. The lower of the two boxes of the hold function 213 illustrates the deactivation of the hold function 213. First, the control unit 220 detects 253 a deceleration of a preceding vehicle and / or a decrease in the distance between the vehicle 200a, 200b and the preceding vehicle.

[0092] The control unit 220 transmits a drive variable 226 to the drive 270, for example, to request an optional limitation to zero of the drive torque, a speed, and / or a power. The control unit 220 thus defines the drive variable 226 for driving the vehicle 200a, 200b.

[0093] The drive 270 sends a drive torque status 249 to the control unit 220 as a feedback signal 222 in order to quantify and / or indicate a drive torque that can be provided and / or is provided by the drive 270.

[0094] The control unit 220 transmits a braking variable 231 to the braking system 275, for example, to request a deceleration, a braking torque, a braking force, and / or a braking pressure. The control unit 220 thus defines the braking variable 231 for braking the vehicle 200a, 200b.

[0095] The braking system 275 sends a braking torque status 254 to the control unit 220 as a feedback signal 222 in order to quantify and / or indicate a braking torque that can be provided and / or is provided by the braking system 275.

[0096] Due to the vehicle 200a, 200b coming to a standstill, the transmission 280 executes an opening routine 255, which serves to open or release the clutch 281.

[0097] This terminates the follow-to-stop function 214. The vehicle 200a, 200b has come to a standstill.

[0098] The braking system 275 performs a test 256' to determine whether the vehicle 200a, 200b has come to a standstill. The test 256' thus includes a standstill detection and also a check of other framework conditions necessary to execute the hold function 213, such as the mode of the adaptive cruise control 210, sufficient compressed air, engine speed, etc. The braking system 275 outputs an availability signal 250 to the control unit 220 that indicates the availability of a hold function 213. The availability signal 250 thus indicates that the braking system 275 can bring the vehicle 200a, 200b to a standstill, for example, by means of a parking brake and / or a parking brake function, so that the control unit 220 can, for example, change a mode of the adaptive cruise control 210.

[0099] The control unit 220 performs a standstill test 256 to determine whether the vehicle 200a, 200b has come to a standstill. The standstill test 256 includes standstill detection.

[0100] The control unit 220 transmits a drive variable 226 to the drive 270, for example, to request a zero limit for the drive torque, a speed, and / or a power output. The control unit 220 thus defines the drive variable 226 for driving the vehicle 200a, 200b.

[0101] The drive 270 sends a drive torque status 249 to the control unit 220 as a feedback signal 222 in order to quantify and / or indicate a drive torque that can be provided and / or is provided by the drive 270.

[0102] The control unit 220 sends a deceleration request 257 to the braking system 275 and then a stop request 258 to request the stop function 213 from the braking system 275. The deceleration request 257 can be similar to the definition of the braking variable 231 by the control unit 220. The deceleration request 257 is, for example, a request sent to the braking system 275 during the operation of the adaptive cruise control 210 to decelerate the vehicle 200a, 200b. The stop request 258 is a request 240 from the control unit 220 to the braking system 275 to control the stop-and-go function 212.

[0103] The braking system 275 sends a confirmation signal 251 to the control unit 220 to indicate that the hold function 213 is activated or executed. The confirmation signal 251 is a response 241 for controlling the stop-and-go function 212 based on the request 240.

[0104] The control unit 220 then sends a deceleration deactivation signal 259 to the braking system 275 to terminate deceleration of the vehicle 200a, 200b according to the deceleration request 257 and stops sending the deceleration request 257. In doing so, the control unit 220 can, for example, switch from the follow-to-stop function 214 to the hold function 213. This ensures that the adaptive cruise control 210 requests deceleration of the vehicle 200a, 200b long enough to keep the vehicle 200a, 200b safely stationary until the hold function 213 is actually activated.

[0105] The control unit 220 sends a locking signal 245 to the transmission 280 after the control unit 220 has received the confirmation signal 251. The locking signal 245 prevents the clutch 281 of the transmission from being actuated. The locking signal 245 is thus a transmission control signal 243 for controlling the transmission 280. The locking signal 245 is intended to prevent unintentional starting, for example, by unintentionally pressing the accelerator pedal. The driver 205 can bypass the locking signal 245 to still be able to start driving, for example, by deactivating the adaptive cruise control 210.

[0106] For example, driver 205 presses the accelerator pedal, thereby sending a clutch request 244 to transmission 280. Since the lock signal 245 was previously transmitted to transmission 280 and not canceled, the clutch request 244 does not result in the clutch being actuated. The clutch request 244 is also transmitted to control unit 220.

[0107] The control unit 220 starts a starting routine 260 after the clutch request 244 has been received by the control unit 220.

[0108] The control unit 220 is configured to send a release request 248 as a request 240 to the braking system 220 to terminate the holding function 213 of the stop-and-go function 212. The release request 248 indicates to the braking system 275 that the control unit 220 requests that the holding function 213 be terminated and that

[0109] Vehicle 200a, 200b must therefore be released to continue driving.

[0110] The braking system 275 is configured to transmit an unlock response 247 to the control unit 220 as a response 241 to the request 240 to terminate the holding function 213. The control unit 220 is thus indicated that the braking system 275 will terminate the holding function 213 as described below.

[0111] The control unit 220 is configured to send an actuation request 246a to the transmission 280 via the transmission interface 235 to actuate or operate the clutch 281. The actuation request 246a is thus a transmission control signal 243 for controlling the transmission 280. The actuation request 246a requests the engagement or engagement of the clutch 281 so that drive torque can be transmitted from the drive 270 to drive the vehicle 200a, 200b. The control unit 220 sends a transmission control signal 243 to the transmission 280 to control the clutch 281. The transmission 280 then prepares to engage the clutch 281.

[0112] The control unit 220 transmits to the drive 270, for example, a drive variable 226 as a drive torque request 252 in order to request, for example, an increase in the drive torque, a speed and / or a power.

[0113] The drive 270 sends the drive torque status 249 to the transmission 280. The drive torque status 249 can quantify and / or indicate a drive torque provided by the drive 270.

[0114] The transmission 280 starts a clutch operation 261 , during which the drive torque is checked.

[0115] The transmission 280 sends a clutch confirmation 262 to the braking system 275 as a control signal 242 to indicate to the braking system 275 that a clutch operation should be performed, for example, if the drive torque has exceeded a threshold. This ensures that the vehicle 200a, 200b does not roll unintentionally when the holding function 213 is released. For this purpose, the braking system 275 is configured to stop braking of the vehicle 200a, 200b for performing a holding function 213 of a stop-and-go function 212 if the braking system 275 receives the release request 248 from the control unit 220 and the control signal 242 from the transmission 280. The braking system 275 thus terminates or deactivates the holding function 213.

[0116] The braking system 275 sends an enable response 263 to the control unit 220 to indicate the deactivation of the holding function 213.

[0117] Figure 8 shows a schematic representation of a computer program and / or computer-readable medium 400 according to one aspect of the disclosure. The computer program and / or computer-readable medium 400 includes instructions 401 which, when the program or instructions 401 are executed by a control unit 220, cause the control unit 220 to perform the method 300 and / or the steps of the method 300 according to Figure 6.

[0118] The commands 401 can be present as program code in any code or language, in particular in a code suitable for controlling and / or monitoring vehicles 200a, 200b and / or in particular their adaptive cruise control systems 210. The computer program and / or computer-readable medium 400 can be or comprise any digital data storage device, such as a USB stick, a hard drive, a CD-ROM, an SD card, or an SSD card. The computer program does not necessarily have to be stored on such a computer-readable storage medium, but can also be accessible via the Internet or otherwise. Reference symbol (part of the description)

[0119] 1 first event

[0120] 2 second event

[0121] 3 third event

[0122] 4 fourth event

[0123] 5 fifth event

[0124] 6 sixth event

[0125] 7 seventh event

[0126] 8 eighth event

[0127] 200a vehicle

[0128] 200b commercial vehicle

[0129] 205 users, drivers

[0130] 210 Abstandsregeitem pom at

[0131] 211 Distance control function

[0132] 212 Stop-and-Go function

[0133] 213 Hold function

[0134] 214 Follow-to-Stop function

[0135] 220 control unit

[0136] 221 Data processing device

[0137] 222 Feedback signal

[0138] 225 drive interface

[0139] 226 drive size

[0140] 230 brake interface

[0141] 231 brake size

[0142] 235 Gearbox interface

[0143] 240 inquiries

[0144] 241 answers

[0145] 242 Control signal

[0146] 243 Transmission control signal

[0147] 244 Coupling request

[0148] 245 Lock signal unlock request a actuation request

[0149] Unlock response

[0150] Release request

[0151] Drive torque status

[0152] Availability signal

[0153] Confirmation signal

[0154] Drive torque requirement

[0155] Recognize

[0156] Braking torque status

[0157] Opening routine ' check

[0158] Stand test

[0159] Delay request

[0160] Stop request

[0161] Delay deactivation signal

[0162] Start-up routine

[0163] Coupling process

[0164] Clutch confirmation

[0165] Release response

[0166] drive

[0167] Cruise control

[0168] Drive control unit

[0169] braking system

[0170] Brake control unit

[0171] Holding system

[0172] Driving dynamics system

[0173] Stability control system a mass determination system

[0174] Gearbox

[0175] coupling

[0176] Slope estimation system

[0177] Automatic-Manual Transmission System Control Unit Interface

[0178] Transmission information

[0179] tachograph

[0180] Interior detection system

[0181] Continuous brake

[0182] User interface

[0183] Object detection system

[0184] Lane detection system

[0185] Proceedings

[0186] Issue a request

[0187] Receiving a response

[0188] Outputting a control signal

[0189] Computer program and / or computer-readable medium

[0190] Commands

[0191] Time

Claims

Patent claims 1 . Control unit (220) for a distance control system (210) for a vehicle (200a), in particular a commercial vehicle (200b), wherein the control unit (220) comprises: - a data processing device (221) for performing a distance control function (211) with a stop-and-go function (212); - a drive interface (225) for communication with a drive (270) of the vehicle (200a), in particular a commercial vehicle (200b); - a brake interface (230) for communication with a brake system (275) of the vehicle (200a), in particular a commercial vehicle (200b); wherein - the control unit (220) is configured to define a drive variable (226) for driving the vehicle (200a), in particular the commercial vehicle (200b), via the drive interface (225) in order to carry out the distance control function (211) and / or to define a brake variable (231) for braking the vehicle (200a), in particular the commercial vehicle (200b), via the brake interface (230); and wherein - the control unit (220) has a transmission interface (235) for communication with a transmission (280) of the vehicle (200a), in particular a commercial vehicle (200b), having a clutch (281); and - the control unit (220) is designed to control an actuation of the clutch (281) for carrying out the stop-and-go function (212).

2. Control unit (220) according to claim 1, wherein the control unit (220) is configured to send a blocking signal (245) for blocking an actuation of the clutch (281) via the transmission interface (235) in order to carry out a holding function (213) of the stop-and-go function (212).

3. Control unit (220) according to claim 2, wherein the blocking signal (245) is configured to prevent the clutch (281) from being closed despite a clutch request (244) from a user (205) of the vehicle (200a), in particular a commercial vehicle (200b).

4. Control unit (220) according to one of the preceding claims, wherein the control unit (220) is configured to terminate a holding function (213) of the stop-and-go function (212) by means of an unlocking response (247) for actuating the clutch (281) via the transmission interface (235) and / or the brake interface (230).

5. Control unit (220) according to one of the preceding claims, wherein the control unit (220) is configured to send an actuation request (246a) for actuating the clutch (281) via the transmission interface (235) in order to terminate a holding function (213) of the stop-and-go function (212).

6. A transmission (280) for use with a control unit (220) according to any one of the preceding claims, wherein the transmission (280) has a control unit interface (284) for communication with the control unit (220).

7. Transmission (280) according to claim 6, wherein the transmission (280) has a clutch (281) controllable by means of a transmission control signal (243) received via the control unit interface (284).

8. Transmission (280) according to claim 6 or 7, wherein the transmission (280) is configured to send transmission information (285) relating to the transmission (280) to the control unit (220).

9. Adaptive cruise control (210) for a vehicle (200a), in particular a commercial vehicle (280a), comprising - the control device (220) according to one of claims 1 to 5; - the transmission (280) according to one of claims 6 to 8; - a drive (270) for driving the vehicle (200a), in particular a commercial vehicle (200b); and - a braking system (275) for braking the vehicle (200a), in particular the commercial vehicle (200b).

10. Adaptive cruise control (210) according to claim 9, wherein - the braking system (275) is designed to stop braking of the vehicle (200a), in particular commercial vehicle (200b) to carry out a holding function (213) of a stop-and-go function (212), if the braking system (275) is Control unit (220) receives a release request (248) and a control signal (242) from the transmission (280).

11. Vehicle (200a), in particular a commercial vehicle (200b), comprising the adaptive cruise control system (210) according to claim 9 or 10.

12. Method (300) for a control unit (220) for a distance control function (211) with a stop-and-go function (212) for a vehicle (200a), in particular a commercial vehicle (200b); the method (300) comprising: - outputting (310) from the control unit (220) to a braking system (275) of the vehicle (200a), in particular commercial vehicle (200b), a request (240) for controlling the stop-and-go function (212); - receiving (320), by the control unit (220) from the braking system (275), a response (241) based on the request (240); - Output (330) from the control unit (220) to a transmission (280) of the vehicle (200a), in particular commercial vehicle (200b), based on the response (241) of a transmission control signal (243) for controlling an actuation of a clutch (281) of the transmission (280) for carrying out the stop-and-go function (212).

13. Computer program and / or computer-readable medium (400), comprising instructions (401) which, when the program or instructions (401) are executed by a control unit (220) for a distance control cruise control system (210), cause the control unit (220) to carry out the method (300) and / or the steps of the method (300) according to claim 12.

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