Data processing: vehicles – navigation – and relative location – Vehicle control – guidance – operation – or indication – Indication or control of braking – acceleration – or deceleration
Reexamination Certificate
2001-03-27
2002-04-16
Camby, Richard M. (Department: 3661)
Data processing: vehicles, navigation, and relative location
Vehicle control, guidance, operation, or indication
Indication or control of braking, acceleration, or deceleration
C701S093000
Reexamination Certificate
active
06374174
ABSTRACT:
BACKGROUND INFORMATION
The present invention is based on a method for terminating a braking intervention of an adaptive cruise control system of a motor vehicle. Adaptive cruise control systems are already known which are used for controlling the traveling speed of a motor vehicle as a function of the distance of a vehicle traveling ahead. In the periodical “MOT” No. 18 of Aug. 21, 1999, section “Profi Spezial” (professional's special), for example, a proximity warning device using radar is reported about where a 3- or 5-beam laser or radar sensor scans the space ahead of one's own vehicle with a visual range of up to 150 m. The distance is calculated several times per second from the signals reflected from the vehicle traveling ahead and changes in one's own speed are possibly initiated. Thus, the proximity warning device can increase or reduce the traveling speed so as to reach or maintain a previously input setpoint speed. In practice, however, it has turned out that transitions between the braking of the motor vehicle and the acceleration take place in a more or less jerky manner, in particular when the driver wishes to increase his driving speed. The jerky transition from braking to accelerating is felt to be unpleasant and therefore impairs the ride comfort.
SUMMARY OF THE INVENTION
The method according to the present invention for terminating a braking intervention of adaptive cruise control system for a motor vehicle has the advantage over the background art that the transition from braking to accelerating the motor vehicle is carried out in a jerk-free manner. Because of this, the ride comfort is advantageously increased and the changing over of the adaptive cruise control system is not felt to be disturbing since this behavior rather corresponds to a natural sequence.
It is particularly advantageous for an algorithm to be formed for controlling the transition to acceleration, the calculation of a setpoint acceleration being taken as a basis for the algorithm. By introducing a threshold value for the accelerator position, the braking operation of the system is advantageously prevented from being terminated due to inadvertent contact with the accelerator.
It is also advantageous for the threshold value to be fixed as a function of the deceleration of the vehicle since, for example, an unwanted interruption would have a greater effect during strong deceleration than during low deceleration.
It is likewise considered to be beneficial that the algorithm is determined empirically, thus resulting in a simple adaptation to the vehicle type, the engine power, and to differing driving styles as can be oriented toward, for example, sportive or economic aspects.
The values for the algorithm are advantageously stored in the form of a table or as a function and, consequently, are available at all times.
A favorable solution is also the termination of the proximity control of the adaptive cruise control system if the adaptive cruise control system is overridden through the acceleration by the driver. In this case, an adaptive cruise control is no longer necessary because then, the driver takes over master control during the acceleration phase.
It is also considered to be beneficial that the setpoint values for the engine and brake control are transmitted via an existing vehicle bus, preferably the CAN bus (Controller Area Network). This data is then also available to further control units and can be used, for example, for the driving dynamics control, a navigation system, etc. Thus, it is possible, for example, for road conditions to be considered in the control.
A particularly simple and flexible realization of the algorithm is given by a software program which is preferably implemented in an already existing control unit for vehicle or engine controls.
REFERENCES:
patent: 5173859 (1992-12-01), Deering
patent: 6009368 (1999-12-01), Labuhn et al.
patent: 6067031 (2000-05-01), Fanky et al.
patent: 6076622 (2000-06-01), Chakraborty et al.
patent: 6233515 (2001-05-01), Engelman et al.
patent: 6304308 (2001-10-01), Milot
patent: 6311117 (2001-10-01), Winner et al.
Hellmann Manfred
Irion Albrecht
Winner Hermann
Camby Richard M.
Kenyon & Kenyon
Robert & Bosch GmbH
LandOfFree
Method for terminating a braking intervention of an adaptive... does not yet have a rating. At this time, there are no reviews or comments for this patent.
If you have personal experience with Method for terminating a braking intervention of an adaptive..., we encourage you to share that experience with our LandOfFree.com community. Your opinion is very important and Method for terminating a braking intervention of an adaptive... will most certainly appreciate the feedback.
Profile ID: LFUS-PAI-O-2873011