Patent Application
20170057512
The content of UK patent applications GB2492748, GB2492655 and GB2499252 is incorporated herein by reference.
The present invention relates to vehicle speed control systems. In particular but not exclusively the invention relates to monitoring of vehicle speed control systems to ensure correct operation.
In known vehicle speed control systems, typically referred to as cruise control systems, the vehicle speed is maintained on-road once set by the user without further intervention by the user so as to improve the driving experience for the user by reducing workload.
With typical cruise control systems, the user selects a speed at which the vehicle is to be maintained, referred to as a set-speed, and the vehicle is maintained at a target speed that is set equal to the set-speed for as long as the user does not apply a brake or, in the case of a vehicle having a manual transmission, depress a clutch pedal. The cruise control system takes its speed signal from a driveshaft speed sensor or wheel speed sensors. When the brake or the clutch is depressed, the cruise control system is disabled so that the user can override the cruise control system to change the vehicle speed without resistance from the system. If the user depresses the accelerator pedal by a sufficient amount the vehicle speed will increase, but once the user removes his foot from the accelerator pedal the vehicle reverts to the pre-set cruise speed (set-speed) by coasting.
Such systems are usually operable only above a certain speed, typically around 15-20 kph, and are ideal in circumstances in which the vehicle is travelling in steady traffic conditions, and particularly on highways or motorways. In congested traffic conditions, however, where vehicle speed tends to vary widely, cruise control systems are ineffective, and especially where the systems are inoperable because of a minimum speed requirement. A minimum speed requirement is often imposed on cruise control systems so as to reduce the likelihood of low speed collision, for example when parking. Such systems are therefore ineffective in certain driving conditions (e.g. low speed) and are set to be automatically disabled in circumstances in which a user may not consider it to be desirable to do so.
More sophisticated cruise control systems are integrated into the engine management system and may include an adaptive functionality which takes into account the distance to the vehicle in front using a radar-based system. For example, the vehicle may be provided with a forward-looking radar detection system so that the speed and distance of the vehicle in front is detected and a safe following speed and distance is maintained automatically without the need for user input. If the lead vehicle slows down, or another object is detected by the radar detection system, the system sends a signal to the engine or the braking system to slow the vehicle down accordingly, to maintain a safe following distance.
Known cruise control systems also cancel in the event that a wheel slip event is detected requiring intervention by a traction control system (TC system or TCS) or stability control system (SCS). Accordingly, they are not well suited to maintaining vehicle progress when driving in off road conditions where such events may be relatively common.
It is an aim of embodiments of the present invention to address disadvantages associated with the prior art.
Embodiments of the invention may be understood with reference to the appended claims.
Aspects of the present invention provide a system, a vehicle and a method.
In one aspect of the invention for which protection is sought there is provided a system comprising:
a first controller configured to generate a speed control request signal in order to cause a powertrain to deliver a powertrain torque and/or a brake system to deliver a brake torque and cause a vehicle to operate in accordance with a target speed value; and
means for generating a signal indicative of a rate of positive or negative acceleration of the vehicle,
the system being configured to command the powertrain to deliver an amount of powertrain torque or to command the brake system to deliver an amount of brake torque according to the speed control request signal in dependence at least in part on the signal indicative of the rate of acceleration of the vehicle.
Some embodiments of the present invention have the advantage that the system takes into account vehicle rate of acceleration when commanding the powertrain to deliver powertrain torque or the brake system to deliver a brake torque in response to a request signal generated by the first controller. Accordingly, in some embodiments the system may be configured to respond to excessively high rates of acceleration or deceleration by adjusting the amount of torque that a powertrain or brakes are commanded to deliver. This may facilitate active powertrain torque management. Some embodiments of the present invention have the advantage that they may enhance vehicle composure. In addition or instead some embodiments of the present invention have the advantage that they may enhance user enjoyment of a vehicle.
It is to be understood that the controller or controllers described herein may comprise a control unit or computational device having one or more electronic processors. The system may comprise a single control unit or electronic controller or alternatively different functions of the controller may be embodied in, or hosted in, different control units or controllers. As used herein the term “control unit” will be understood to include both a single control unit or controller and a plurality of control units or controllers collectively operating to provide the stated control functionality. A set of instructions could be provided which, when executed, cause said computational device to implement the control techniques described herein. The set of instructions could be embedded in said one or more electronic processors. Alternatively, the set of instructions could be provided as software to be executed on said computational device. The controller may be implemented in software run on one or more processors. One or more other controllers may be implemented in software run on one or more processors, optionally the same one or more processors as the controller. Other arrangements are also useful.
Optionally the system may be configured wherein the speed control request signal comprises a speed control powertrain signal, and wherein the system is configured to command a powertrain to deliver an amount of positive drive torque corresponding to the speed control powertrain signal, wherein the system is configured to reduce the amount of positive drive torque the powertrain is commanded to deliver in dependence on the signal indicative of rate of acceleration of the vehicle.
Optionally the system may be configured to reduce the amount of positive drive torque the powertrain is commanded to deliver if the system determines that a rate of positive acceleration of the vehicle exceeds a predetermined threshold value.
Optionally the system may be configured wherein the predetermined threshold value is a value in the range from 2 to 4 ms−2, optionally substantially 2.5 ms−2.
Other values are also useful. The predetermined threshold value may be a value selected to be sufficiently low that a driver may take action to reduce the vehicle rate of acceleration and vehicle speed by manual brake intervention, for example by depressing a foot-operated brake pedal, before a significant increase in speed occurs in the event the rate of acceleration exceeds the predetermined threshold value.
Optionally the system may be configured wherein the speed control request signal comprises a speed control brake signal, and wherein the system is configured to command a brake system to deliver an amount of negative brake torque corresponding to the speed control brake signal, wherein the system is configured to reduce the amount of negative brake torque the brake system is commanded to deliver in dependence on the signal indicative of rate of acceleration of the vehicle.
Optionally the system may be configured to reduce the amount of negative brake torque the brake system is commanded to deliver if the system determines that a rate of negative acceleration of the vehicle exceeds a predetermined threshold value.
Optionally the system may be configured wherein the predetermined threshold value is a value in the range from 1.5 to 3 ms−2, optionally substantially 2 ms−2.
Optionally the system may be configured wherein the system is configured to reduce the amount of negative brake torque by a predetermined torque reduction amount if the system determines that the rate of negative acceleration of the vehicle exceeds the predetermined threshold value.
Optionally the system may be configured wherein after reducing the amount of negative brake torque by the predetermined torque reduction amount the system is configured to further reduce the amount of negative brake torque by the predetermined torque reduction amount if the rate of negative acceleration of the vehicle exceeds the predetermined threshold value.
Optionally the system may be configured repeatedly to reduce the amount of negative brake torque by the predetermined reduction amount.
Optionally the system may be configured wherein the predetermined torque reduction amount is determined in dependence at least in part on an instant value of the signal indicative of rate of acceleration of the vehicle.
Thus the predetermined torque reduction amount may change each time the amount of torque is reduced.
Optionally the system may be configured wherein the predetermined torque reduction amount is determined in dependence at least in part on the predetermined torque reduction amount employed the previous time the amount of negative brake torque was reduced by the predetermined torque reduction amount.
Thus it is to be understood that the system may repeatedly reduce the amount of negative brake torque in a looped manner, the amount of each successive reduction being dependent at least in part on the amount of the immediately previous reduction.
Optionally the system may be configured substantially to prevent the first controller from causing one of:
the powertrain to deliver drive torque; and
the braking system delivering a brake torque,
in dependence at least in part on the signal indicative of the rate of acceleration of the vehicle.
Optionally the system may be configured to substantially prevent the first controller from causing one of:
the powertrain to deliver drive torque; and
the braking system delivering a brake torque,
if the signal indicative of the rate of acceleration of the vehicle indicates the rate of acceleration exceeds a predetermined value.
Optionally the system may be configured to substantially prevent the first controller from causing one of:
the powertrain to deliver drive torque; and
the braking system delivering a brake torque,
if the signal indicative of the rate of acceleration of the vehicle indicates the rate of acceleration exceeds a predetermined value for more than a predetermined time period.
Optionally the system may be configured wherein the predetermined time period is a period in the range from 50 ms to 1000 ms.
It is to be understood that in some embodiments the system may be configured to cause the vehicle to operate in accordance with the target speed value by controlling the amount of torque delivered by the powertrain only, by means of the speed control request signal alone, by controlling brake torque by means of the speed control request signal alone, or by a combination of control of the amount of powertrain torque and the amount of brake torque, by means of the speed control request signal. The speed control request signal may comprise separate signals to request a torque from the powertrain and to request a torque from the brake system.
Optionally the system may further comprise a second controller, wherein the second controller is configured to receive from the first controller the speed control request signal and to command a powertrain to deliver an amount of positive drive torque according to the speed control request signal in dependence at least in part on the signal indicative of the rate of acceleration of the vehicle.
The second controller may comprise an anti-lock braking system (ABS) controller.
Optionally the second controller may be configured to receive the speed control request signal comprising the speed control powertrain signal, the first controller being configured to cause a powertrain to deliver an amount of positive drive torque according to the speed control powertrain signal in dependence at least in part on the signal indicative of the rate of acceleration of the vehicle.
Optionally the second controller may be further configured to cause application of a brake to one or more wheels of a vehicle in dependence on the speed control request signal.
Optionally the second controller may be configured to receive the speed control brake signal, and to cause a reduction in the amount of negative brake torque the brake system is commanded to deliver according to the speed control brake signal in dependence on the signal indicative of rate of acceleration of the vehicle.
Optionally the first controller may be configured to assume a first state in which the first controller is configured to cause a vehicle to operate in accordance with the target speed value or a second state in which the first controller is configured not to cause a vehicle to operate in accordance with the target speed value.
The second state may be a state in which the first controller is substantially inactive. The second state may correspond to an off state. The second state may correspond to a state in which the first controller does not generate a speed control request signal that causes application of brake torque or powertrain torque to cause a vehicle to operate in accordance with a target speed value. In some embodiments when in the second state the first controller is unable to cause any change in an amount of brake torque or powertrain torque.
Optionally the system may be configured to suspend application of positive drive torque to one or more wheels in response to the speed control powertrain signal when the first controller is in the second state.
Optionally the system may be configured to suspend application of a brake to one or more wheels in response to the speed control brake signal when the first controller is in the second state.
Optionally the first controller may be further operable to assume a third state instead of the first or second states in which the first controller causes the vehicle to operate in accordance with the target speed value by application of a brake to one or more wheels and not by application of positive drive torque.
Optionally the system may be configured wherein when the first controller is in the third state the system:
causes application of a brake to one or more wheels of a vehicle in dependence on the speed control brake signal, and
suspends application of positive drive torque to one or more wheels in response to the speed control powertrain signal.
Optionally the system may be configured wherein when the first controller is in the second state the first controller is configured to assume a state other than the second state in dependence on a first set of one or more predetermined conditions.
Optionally the system may be configured to substantially prevent the first controller from causing the powertrain to deliver drive torque by causing the first controller to assume a disabled off state in which the first controller is unable to generate a speed control powertrain signal, wherein when in the disabled off state the system is configured to permit the first controller to assume a state in which it may cause a powertrain to deliver drive torque when a second set of predetermined conditions are met, the second set of predetermined conditions including the first predetermined conditions and at least a further predetermined condition.
Thus at least one further condition must be met in order for the first controller to be placed in a condition in which it may command positive powertrain drive torque. This feature has the advantage that where a more serious fault is determined to have occurred, the first controller may be prevented from causing an increase in an amount of positive powertrain drive torque until at least one further step has been taken. The at least one further step may require the vehicle to undergo a diagnostics test to determine if a fault exists. Other arrangements may also be useful.
The second state may correspond to a ‘normal’ off state, not being a disabled off state.
In some embodiments, the second controller may be configured to cause the first controller to assume the disabled off state if a powertrain signal corresponding to an amount of powertrain torque exceeding the predetermined value is received by the second controller over a period exceeding the predetermined period when the first controller is not in the first state, wherein when in the disabled off state the first controller cannot be caused to assume the first state by a user by means of a normal on/off button.
The predetermined powertrain torque value may be a value of substantially zero.
Thus if a request for a finite amount of powertrain torque is received by the second controller for more than the predetermined time period when the first controller is not in the first state, the second controller may be configured to cause the first controller to assume the predetermined state, optionally the disabled off state.
It is to be understood that in some embodiments, once in the disabled off state the first controller cannot be caused to assume any state other than the disabled off state until a predetermined one or more conditions are met. The predetermined one or more conditions may include the condition that a vehicle is caused to cycle from a key-on condition to a key-off condition and back to a key-on condition. Other arrangements are also useful.
Other values are also useful.
Optionally the system may be configured wherein the first controller is configured to cause a vehicle to operate in accordance with a target speed value by causing a vehicle to travel at a speed substantially equal to the target speed value.
In some embodiments, the system may be configured gradually to reduce the amount of any brake torque that the first controller is causing to be applied when the system is required to transition to a mode in which the first controller cannot cause brake torque to be applied. The amount of any brake torque may be gradually reduced according to a predetermined ramp function. The ramp function may be a predetermined linear ramp function or a predetermined non-linear ramp function.
In some embodiments, the system may be configured gradually to reduce the amount of any powertrain drive torque that the first controller is causing to be applied when the system is required to transition to a mode in which the first controller cannot cause the application of positive powertrain drive torque. The amount of any powertrain drive torque may be gradually reduced according to a predetermined ramp function. The ramp function may be a predetermined linear ramp function or a predetermined non-linear ramp function.
In one aspect of the invention for which protection is sought there is provided a vehicle comprising a system according to another aspect.
In one aspect of the invention for which protection is sought there is provided a vehicle comprising a chassis, a body attached to said chassis, a plurality of wheels, a powertrain to drive said wheels, a braking system to brake said wheels, and a system according to another aspect.
In an aspect of the invention for which protection is sought there is provided a method of controlling a vehicle comprising:
generating by means of a first controller a speed control powertrain signal in order to cause a powertrain to deliver drive torque and cause a vehicle to operate in accordance with a target speed value;
receiving by means of a second controller from the first controller:
commanding by means of the second controller a powertrain to deliver an amount of positive drive torque according to the speed control powertrain signal in dependence on the state signal.
In a further aspect of the invention for which protection is sought there is provided a system comprising:
a first controller configured to generate a speed control powertrain signal in order to cause a powertrain to deliver drive torque and cause a vehicle to operate in accordance with a target speed value;
a second controller configured to receive from the first controller the speed control powertrain signal; and
means for generating a signal indicative of a rate of acceleration of the vehicle,
the second controller being configured to command a powertrain to deliver an amount of positive drive torque according to the speed control powertrain signal in dependence at least in part on the signal indicative of the rate of acceleration of the vehicle.
In one aspect of the invention for which protection is sought there is provided a system comprising:
a first controller configured to generate a speed control brake signal in order to cause a brake to deliver brake torque and cause a vehicle to operate in accordance with a target speed value;
a second controller configured to receive from the first controller the speed control brake signal; and
means for generating a signal indicative of a rate of acceleration of the vehicle,
the second controller being configured to command a brake to deliver an amount of brake torque according to the speed control brake signal in dependence at least in part on the signal indicative of the rate of acceleration of the vehicle.
In another aspect of the invention for which protection is sought there is provided a system comprising:
a speed controller configured to generate a speed controller powertrain signal in order to cause a powertrain to deliver an amount of drive torque and cause a vehicle to operate in accordance with a target speed value, the speed controller powertrain signal corresponding to the amount of drive torque that a powertrain is to be caused to deliver,
wherein the system is configured to determine whether the speed controller powertrain signal corresponds to an amount of powertrain drive torque exceeding a predetermined value PT_Tq_Max,
the system being configured not to cause a powertrain to deliver an amount of drive torque corresponding to the speed controller powertrain signal in dependence at least in part on the determination whether the speed controller powertrain signal corresponds to an amount of powertrain drive torque exceeding PT_Tq_Max.
In some embodiments the system may be configured to reduce the amount of torque that the powertrain is to be caused to deliver to a value lower than that corresponding to the speed controller powertrain signal.
Optionally the system may be configured not to cause a powertrain to deliver an amount of drive torque corresponding to the speed controller powertrain signal if the speed controller powertrain signal corresponds to an amount of powertrain drive torque exceeding a predetermined value PT_Tq_Max for more than a predetermined time period.
Thus the system may cause a reduced amount of powertrain torque to be delivered in response to the speed controller powertrain signal, optionally substantially no powertrain torque to be delivered, in dependence on the amount of time for which the powertrain signal corresponds to an amount of powertrain torque exceeding PT_Tq_Max.
Optionally the system may be configured not to cause a powertrain to deliver an amount of drive torque corresponding to the speed controller powertrain signal by causing the speed controller to assume a mode in which the speed controller is not permitted to request positive powertrain drive torque by means of the speed controller powertrain signal.
In one aspect of the invention for which protection is sought there is provided a vehicle comprising a chassis, a body attached to said chassis, a plurality of wheels, a powertrain to drive said wheels, a braking system to brake said wheels, and a system according to another aspect.
In one aspect of the invention for which protection is sought there is provided a vehicle comprising a system according to another aspect.
In an aspect of the invention for which protection is sought there is provided a method of controlling a vehicle comprising:
generating a speed controller powertrain signal and causing a powertrain to deliver an amount of drive torque in dependence on the powertrain signal and cause a vehicle to operate in accordance with a target speed value; and
determining whether the speed controller powertrain signal corresponds to an amount of powertrain drive torque exceeding a predetermined value PT_Tq_Max,
the method comprising not causing a powertrain to deliver an amount of drive torque corresponding to the speed controller powertrain signal in dependence at least in part on the determination whether the speed controller powertrain signal corresponds to an amount of powertrain drive torque exceeding PT_Tq_Max.
In one aspect of the invention for which protection is sought there is provided a carrier medium carrying computer readable code for controlling a vehicle to carry out the method of another aspect.
In one aspect of the invention for which protection is sought there is provided a computer program product executable on a processor so as to implement the method of another aspect.
In one aspect of the invention for which protection is sought there is provided a computer readable medium loaded with the computer program product of another aspect.
In one aspect of the invention for which protection is sought there is provided a processor arranged to implement the method of another aspect, or the computer program product of another aspect.
Within the scope of this application it is envisaged that the various aspects, embodiments, examples and alternatives, and in particular the individual features thereof, set out in the preceding paragraphs, in the claims and/or in the following description and drawings, may be taken independently or in any combination. For example features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible.
For the avoidance of doubt, it is to be understood that features described with respect to one aspect of the invention may be included within any other aspect of the invention, alone or in appropriate combination with one or more other features.
One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying figures in which:
References herein to a block such as a function block are to be understood to include reference to software code for performing the function or action specified which may be an output that is provided responsive to one or more inputs. The code may be in the form of a software routine or function called by a main computer program, or may be code forming part of a flow of code not being a separate routine or function. Reference to function block is made for ease of explanation of the manner of operation of embodiments of the present invention.
In the embodiment of
The driveline 130 is arranged to drive a pair of front vehicle wheels 111, 112 by means of a front differential 137 and a pair of front drive shafts 118. The driveline 130 also comprises an auxiliary driveline portion 131 arranged to drive a pair of rear wheels 114, 115 by means of an auxiliary driveshaft or prop-shaft 132, a rear differential 135 and a pair of rear driveshafts 139. The front wheels 111, 112 in combination with the front drive shafts 118 and front differential 137 may be referred to as a front axle 136F. The rear wheels 114, 115 in combination with rear drive shafts 139 and rear differential 135 may be referred to as a rear axle 136R.
The wheels 111, 112, 114, 115 each have a respective brake 111B, 112B, 114B, 115B. Respective speed sensors 111S, 112S, 114S, 115S are associated with each wheel 111, 112, 114, 115 of the vehicle 100. The sensors 111S, 112S, 114S, 115S are mounted to a chassis 100C of the vehicle 100 and arranged to measure a speed of the corresponding wheel.
Embodiments of the invention are suitable for use with vehicles in which the transmission is arranged to drive only a pair of front wheels or only a pair of rear wheels (i.e. front wheel drive vehicles or rear wheel drive vehicles) or selectable two wheel drive/four wheel drive vehicles. In the embodiment of
A control system for the vehicle engine 121 includes a central controller 10, referred to as a vehicle control unit (VCU) 10, the powertrain controller 11, a brake controller 13 and a steering controller 170C. The brake controller 13 is an anti-lock braking system (ABS) controller 13 and forms part of a braking system 22 (
Similarly, one or more of the controllers 10, 11, 13, 170C may be implemented in software run on a respective one or more computing devices such as one or more electronic control units (ECUs). In some embodiments two or more controllers may be implemented in software run on one or more common computing devices. Two or more controllers may be implemented in software in the form of a combined software module, or a plurality of respective modules each implementing only one controller.
One or more computing devices may be configured to permit a plurality of software modules to be run on the same computing device without interference between the modules. For example the computing devices may be configured to allow the modules to run such that if execution of software code embodying one module terminates erroneously, or the computing device enters an unintended endless loop in respect of one of the modules, it does not affect execution by one or more computing devices of software code comprised by a software module embodying the second controller.
It is to be understood that one or more of the controllers 10, 11, 13, 170C may be configured to have substantially no single point failure modes, i.e. one or more of the controllers may have dual or multiple redundancy. It is to be understood that robust partitioning technologies are known for enabling redundancy to be introduced, such as technologies enabling isolation of software modules being executed on a common computing device. It is to be understood that the common computing device will typically comprise at least one microprocessor, optionally a plurality of processors, which may operate in parallel with one another. In some embodiments a monitor may be provided, the monitor being optionally implemented in software code and configured to raise an alert in the event a software module is determined to have malfunctioned.
The SCS 14S, TCS 14T, ABS controller 22C and HDC system 12HD provide outputs indicative of, for example, SCS activity, TCS activity and ABS activity including brake interventions on individual wheels and engine torque requests from the VCU 10 to the engine 121, for example in the event a wheel slip event occurs. Each of the aforementioned events indicate that a wheel slip event has occurred. Other vehicle sub-systems such as a roll stability control system or the like may also be present.
As noted above the vehicle 100 includes a cruise control system 16 which is operable to automatically maintain vehicle speed at a selected speed when the vehicle is travelling at speeds in excess of 25 kph. The cruise control system 16 is provided with a cruise control HMI (human machine interface) 18 by which means the user can input a target vehicle speed to the cruise control system 16 in a known manner. In one embodiment of the invention, cruise control system input controls are mounted to a steering wheel 171 (
The cruise control system 16 monitors vehicle speed and any deviation from the target vehicle speed is adjusted automatically so that the vehicle speed is maintained at a substantially constant value, typically in excess of 25 kph. In other words, the cruise control system is ineffective at speeds lower than 25 kph. The cruise control HMI 18 may also be configured to provide an alert to the user about the status of the cruise control system 16 via a visual display of the HMI 18. In the present embodiment the cruise control system 16 is configured to allow the value of cruise_set-speed to be set to any value in the range 25-150 kph.
The LSP control system 12 also provides a speed-based control system for the user which enables the user to select a very low target speed at which the vehicle can progress without any pedal inputs being required by the user. Low-speed speed control (or progress control) functionality is not provided by the on-highway cruise control system 16 which operates only at speeds above 25 kph.
The LSP control system 12 is activated by means of a LSP control system selector button 172 mounted on the steering wheel 171. The system 12 is operable to apply selective powertrain, traction control and braking actions to one or more wheels of the vehicle 100, collectively or individually, to maintain the vehicle 100 at the desired speed.
The LSP control system 12 is configured to allow a user to input a desired value of set-speed parameter, LSP_set-speed to the LSP control system 12 via a low-speed progress control HMI (LSP HMI) 20 (
The LSP control HMI 20 is provided in the vehicle cabin so as to be readily accessible to the user. The user of the vehicle 100 is able to input to the LSP control system 12, via the LSP HMI 20, an indication of the speed at which the user desires the vehicle to travel (referred to as “the target speed”) by means of the ‘set-speed’ button 173 and the 47 buttons 174, 175 in a similar manner to the cruise control system 16. The LSP HMI 20 also includes a visual display upon which information and guidance can be provided to the user about the status of the LSP control system 12.
The LSP control system 12 receives an input from the braking system 22 of the vehicle indicative of the extent to which the user has applied braking by means of the brake pedal 163. The LSP control system 12 also receives an input from an accelerator pedal 161 indicative of the extent to which the user has depressed the accelerator pedal 161. An input is also provided to the LSP control system 12 from the transmission or gearbox 124. This input may include signals representative of, for example, the speed of an output shaft of the gearbox 124, torque converter slip and a gear ratio request. Other inputs to the LSP control system 12 include an input from the cruise control HMI 18 which is representative of the status (ON/OFF) of the cruise control system 16, and an input from the LSP control HMI 20.
The HDC system 12HD is configured to limit vehicle speed when descending a gradient. When the HDC system 12HD is active, the system 12HD controls the braking system 22 (via brake controller 13) in order to limit vehicle speed to a value corresponding to that of a HDC set-speed parameter HDC_set-speed which may be set by a user. The HDC set-speed may also be referred to as an HDC target speed. Provided the user does not override the HDC system by depressing the accelerator pedal when the HDC system 12HD is active, the HDC system 12HD controls the braking system 22 to prevent vehicle speed from exceeding the value of HDC_set-speed. In the present embodiment the HDC system 12HD is not operable to apply positive drive torque. Rather, the HDC system 12HD is only operable to apply negative brake torque by means of the braking system 22.
A HDC system HMI 20HD is provided by means of which a user may control the HDC system 12HD, including setting the value of HDC_set-speed. An HDC system selector button 177 is provided on the steering wheel 171 by means of which a user may activate the HDC system 12HD to control vehicle speed.
As noted above, the HDC system 12HD is operable to allow a user to set a value of HDC set-speed parameter HDC_set-speed and to adjust the value of HDC_set-speed using the same controls as the cruise control system 16 and LSP control system 12. Thus, in the present embodiment, when the HDC system 12HD is controlling vehicle speed, the HDC system set-speed may be increased, decreased or set to an instant speed of the vehicle in a similar manner to the set-speed of the cruise control system 16 and LSP control system 12, using the same control buttons 173, 173R, 174, 175. The HDC system 12HD is operable to allow the value of HDC_set-speed to be set to any value in the range from 2-30 kph.
If the HDC system 12HD is selected when the vehicle 100 is travelling at a speed of 50 kph or less and no other speed control system is in operation, the HDC system 12HD sets the value of HDC_set-speed to a value selected from a look-up table. The value output by the look-up table is determined in dependence on the identity of the currently selected transmission gear, the currently selected PTU gear ratio (Hi/LO) and the currently selected driving mode. The HDC system 12HD then applies the powertrain 129 and/or braking system 22 to slow the vehicle 100 to the HDC system set-speed provided the driver does not override the HDC system 12HD by depressing the accelerator pedal 161. The HDC system 12HD is configured to slow the vehicle 100 to the set-speed value at a deceleration rate not exceeding a maximum allowable rate although as noted elsewhere the HDC system 12HD is not able to cause positive drive torque to be applied by the powertrain 129 in order to reduce a rate of deceleration of the vehicle 100. The rate is set at 1.25 ms-2 in the present embodiment, however other values are also useful. If the user subsequently presses the ‘set-speed’ button 173 the HDC system 12HD sets the value of HDC_set-speed to the instant vehicle speed provided the instant speed is 30 kph or less. If the HDC system 12HD is selected when the vehicle 100 is travelling at a speed exceeding 50 kph, the HDC system 12HD ignores the request and provides an indication to the user that the request has been ignored.
In the present embodiment the vehicle 100 is configured to assume one of a plurality of power modes PM at a given moment in time. In each power mode the vehicle 100 may be operable to allow a predetermined set of one or more operations to be performed. For example, the vehicle 100 may allow a predetermined one or more vehicle subsystems such as an infotainment system, a windscreen demist subsystem and a windscreen wiper control system to be activated only in a respective one or more predetermined power modes. In one or more of the power modes the vehicle 100 may be configured to inhibit one or more operations, such as turning on of the infotainment system.
The identity of the power mode in which the vehicle 100 is to operate at a given moment in time is transmitted to each controller 10, 11, 12, 13, 14, 16, 12HD, of the vehicle 100 by the central controller 10. The controllers respond by assuming a predetermined state associated with that power mode and that controller. In the present embodiment each controller may assume an ON state in which the controller is configured to execute computer program code associated with that controller, and an OFF state in which supply of power to the controller is terminated. In the present embodiment, the central controller 10 is also operable to assume a quiescent state. The quiescent state is assumed by the central controller 10 when the vehicle is in power mode PMO and the controller 10 has confirmed that the other controllers 11, 12, 13, 14, 16, 12HD have successfully assumed the OFF state following receipt of the command to assume power mode PMO.
In the present embodiment the vehicle 100 is provided with a known key fob 190 (
Pressing of the first control button 191 generates a door unlock signal, which triggers unlocking of the door locks 182L, whilst pressing of the second control button 192 triggers a door lock signal, which triggers locking of the door locks 182L.
When the controller 10 is in the quiescent state, consumption of power by the central controller 10 is reduced and the controller 10 monitors receipt of a door unlock signal from the key fob 190. It is to be understood that in some embodiments one or more vehicle controllers may be configured to remain in the ON or quiescent state, to allow one or more essential functions to be performed, when the vehicle is in power mode PMO. For example in vehicles fitted with an intruder alarm system an intruder alarm controller may be permitted to remain in the ON or a quiescent state pending detection of an intrusion. Upon detection of an intrusion the intruder alarm controller may cause the central controller 10 to assume the ON state if it is not already in that state.
The central controller 10 is also configured to transmit a radio frequency (RF) ‘interrogation’ signal that causes the RFID device 190R of the key fob 190 to generate an RF ‘acknowledgement’ signal in response to receipt of the interrogation signal. In the present embodiment the RFID device 190R is a passive device, not requiring battery power in order to generate the acknowledgement signal. The controller 10 is configured to detect the acknowledgment signal transmitted by the RFID device 190R provided the RFID device 190R is within range. By the term ‘within range’ is meant that the RFID device 190R or fob 190 is sufficiently close to the controller 10 to receive the interrogation signal and generate an acknowledgement signal that is detectable by the controller 10.
The vehicle 100 is also provided with a start/stop button 181. The start/stop button 181 is configured to transmit a signal to the central controller 10 when pressed in order to trigger an engine start operation, provided certain predetermined conditions are met. In response to pressing of the start/stop button 181 the central controller 10 causes the vehicle 100 to be placed in a condition in which if the transmission 124 is subsequently placed in the forward driving mode D or reverse driving mode R, the vehicle 100 may be driven by depressing accelerator pedal 161. In the present embodiment, the central controller 10 is configured to perform a pre-start verification operation before commanding the powertrain controller 11 to trigger an engine start operation. In performing the pre-start verification operation the controller 10 verifies (a) that the vehicle 100 is in a predetermined power mode as described in more detail below, (b) that the controller 10 is receiving an acknowledgement signal from the key fob 190 in response to transmission of the interrogation signal by the controller 10, and (c) that the transmission 124 is in either the park P or neutral N modes. Thus, the controller 10 requires that the RFID device 190R is within range of the controller 10 before permitting an engine start. If any of conditions (a) to (c) are not met the controller causes the vehicle 100 to remain in its current power mode.
It is to be understood that the central controller 10 is configured to cause the vehicle 100 to assume a predetermined one of a plurality of power modes in dependence at least in part on actuation of a control button 191, 192 of the key fob 190 and actuation of the start/stop button 181. In some embodiments the vehicle 100 may be configured such that the central controller 10 responds to voice commands from a user in addition to or instead of signals received from the key fob 190.
The various power modes in which the vehicle 100 of the embodiment of
If the first button 191 of the key fob 190 is subsequently actuated, the controller 10 causes the door locks 182L to assume the unlocked condition. Once the door locks 182L are in the unlocked condition and the controller 10 detects the acknowledgement signal from the key fob 190, the controller 10 causes the vehicle 100 to assume power mode PM4. In power mode PM4 the controller 10 permits a predetermined number of electrical systems to become active, including an infotainment system. Power mode PM4 may also be referred to as a convenience mode or accessory mode. If a user subsequently presses the second button 192 of the key fob 190, the controller 10 causes the vehicle 100 to revert to power mode PMO.
If, whilst the vehicle is in power mode PM4 a user presses the starter button 181 and maintains the button 181 in a depressed condition, the controller 10 performs the pre-start verification operation described above. Provided conditions (a) to (c) of the pre-start verification operation are met, the controller 10 places the vehicle 100 in power mode PM6. When the vehicle 100 is in power mode PM6 the powertrain controller 11 is permitted to activate a starter device. In the present embodiment the starter device is a starter motor 121M. The powertrain controller 11 is then commanded to perform an engine start operation in which the engine 121 is cranked by means of the starter motor 121M to cause the engine 121 to start. Once the controller 10 determines that the engine 121 is running, the controller 10 places the vehicle 100 in power mode PM7.
In power mode PM6 the controller 10 disables certain non-critical electrical systems including the infotainment system. This is at least in part so as to reduce the magnitude of the electrical load on a battery 100B of the vehicle during cranking in order to permit an increase in the amount of electrical current available for engine starting. Isolation of non-critical electrical systems also reduces a risk of damage to the systems when a relatively large current drain is placed on the battery 100B by the starter motor 121M.
If whilst the vehicle is in power mode PM7, with the engine 121 running, a user again actuates the start/stop button 181, the controller 10 causes the powertrain controller 11 to switch off the engine 121 and the controller 10 causes the vehicle 100 to transition to power mode PM4. A user may then cause the vehicle to assume power mode PMO by pressing the first button 191 of the key fob 190 provided each of the doors 100D is closed. It is to be understood that in some embodiments the user may trigger assumption of power mode PMO whilst remaining in the vehicle 100 and locking the doors 181 by means of the key fob 190. In some embodiments the vehicle 100 may be configured to assume power mode PMO regardless of whether the controller is receiving the acknowledgement signal from the key fob 190. Other arrangements are also useful.
It is to be understood that assumption of power mode PMO by the vehicle 100 may be referred to as ‘key off’, whilst assumption of power mode PM4 from power mode PMO may be referred to as ‘key on’. A sequence of transitions of the vehicle from power mode PMO to PM4, and back to power mode PMO, optionally including one or more transitions to power mode PM6 and power mode PM7 prior to assumption of power mode PMO, may be referred to as a ‘key cycle’. Thus a key cycle begins and ends with the vehicle 100 in power mode PMO. In some embodiments, assumption of power mode PM6 or PM7 from power mode PMO may be required in order to complete a key cycle, starting with power mode PMO.
It is to be understood that the VCU 10 is configured to implement a known Terrain Response (TR)® System of the kind described above in which the VCU 10 controls settings of one or more vehicle systems or sub-systems such as the powertrain controller 11 in dependence on a selected driving mode. The driving mode may be selected by a user by means of a driving mode selector 141S (
In the present embodiment, at any given moment in time the LSP control system 12 is in one of a plurality of allowable modes (also referred to as conditions or states) selected from amongst an active or full function (FF) mode, a descent control (DC) mode, also referred to as an intermediate mode, a standby mode and an ‘off’ mode.
In the active or full function mode, the LSP control system 12 actively manages vehicle speed in accordance with the value of LSP set-speed, LSP_set-speed, by causing the application of positive powertrain drive torque to one or more driving wheels or negative braking system torque to one or more braked wheels.
In the DC mode the LSP control system 12 operates in a similar manner to that in which it operates when in the active mode except that the LSP control system 12 is prevented from commanding the application of positive drive torque by means of the powertrain 129. Rather, only braking torque may be applied, by means of the braking system 22 and/or powertrain 129. The LSP control system 12 is configured to increase or decrease the amount of brake torque applied to one or more wheels in order to cause the vehicle to maintain the LSP set-speed to the extent possible without application of positive drive torque. It is to be understood that, in the present embodiment, operation of the LSP control system 12 in the DC mode is very similar to operation of the HDC system 12HD, except that the LSP control system 12 continues to employ the LSP control system 12 set-speed value LSP_set-speed rather than the HDC control system set-speed value HDC_set-speed.
In the standby mode, the LSP control system 12 is unable to cause application of positive drive torque or negative brake torque to a wheel. However if whilst in the standby mode a user presses the resume button 173R or the ‘set speed’ button 173, the LSP control system 12 assumes the active mode. Other methods of resuming the active mode may also be useful.
In the ‘off’ mode the LSP control system 12 is not responsive to any LSP input controls except the LSP control system selector button 172. Pressing of the LSP control system selector button 172 when the system 12 is in the off mode causes the system 12 to assume the standby mode.
With the LSP control system 12 in the active mode, the user may increase or decrease the vehicle set-speed by means of the ‘+’ and ‘−’ buttons 174, 175. In addition, the user may optionally also increase or decrease the vehicle set-speed by lightly pressing the accelerator or brake pedals 161, 163 respectively. In some embodiments, with the LSP control system 12 in the active mode the ‘+’ and ‘−’ buttons 174, 175 may be disabled such that adjustment of the value of LSP_set-speed can only be made by means of the accelerator and brake pedals 161, 163. This latter feature may prevent unintentional changes in set-speed from occurring, for example due to accidental pressing of one of the ‘+’ or ‘−’ buttons 174, 175. Accidental pressing may occur for example when negotiating difficult terrain where relatively large and frequent changes in steering angle may be required. Other arrangements are also useful.
It is to be understood that in the present embodiment the LSP control system 12 is operable to cause the vehicle to travel in accordance with a value of set-speed in the range from 2-30 kph whilst the cruise control system is operable to cause the vehicle to travel in accordance with a value of set-speed in the range from 25-150 kph although other values are also useful, such as 30-120 kph or any other suitable range of values.
When the LSP control system 12 is initially switched on by means of the LSP selector button 172, the LSP control system 12 assumes the standby mode. If the resume button 173R is subsequently depressed, the LSP control system assumes the active mode provided a value of LSP_set-speed is currently stored in a memory of the LSP control system 12 and the vehicle speed does not exceed 30 kph. If vehicle speed is above 30 kph but less than or substantially equal to 50 kph when the resume button 173R is pressed, the LSP control system 12 assumes the DC mode. In the DC mode, provided the driver does not depress the accelerator pedal 161 the LSP control system 12 deploys the braking system 22 to slow the vehicle 100 to a value of set-speed corresponding to the value of parameter LSP_set-speed. Once the vehicle speed falls to 30 kph or below, the LSP control system 12 assumes the active mode in which it is operable to apply positive drive torque via the powertrain 129, as well as brake torque via the powertrain 129 (via engine braking) and the braking system 22 in order to control the vehicle in accordance with the LSP_set-speed value. If the LSP control system 12 is switched on and no LSP set-speed value has been set, the LSP control system 12 assumes the standby mode and only assumes the active mode if the driver subsequently sets a value of LSP_set-speed by pressing the ‘set-speed’ button 173.
It is to be understood that if the LSP control system 12 is in the active mode, operation of the cruise control system 16 is inhibited. The two speed control systems 12, 16 therefore operate independently of one another, so that only one can be operable at any one time.
In some embodiments, the cruise control HMI 18 and the LSP control HMI 20 may be configured within the same hardware so that, for example, the speed selection is input via the same hardware, with one or more separate switches being provided to switch between the LSP control HMI 20 and the cruise control HMI 18.
When in the active mode, the LSP control system 12 is configured to command application of positive powertrain torque and negative brake torque, as required, by transmitting a request for (positive) drive torque in the form of a powertrain torque signal and/or a request for (negative) brake torque in the form of a brake torque signal brk_tq to the brake controller 13. The brake controller 13 arbitrates any demand for positive powertrain torque, determining whether the request for positive powertrain torque is allowable. If a request for positive powertrain torque is allowable the brake controller 13 issues the request to the powertrain controller 11.
In the present embodiment the brake controller 13 also receives from the LSP control system 12 a signal S_mode indicative of the mode in which the LSP control system 12 is operating, i.e. whether the LSP control system 12 is operating in the active mode, DC mode, standby mode or off mode.
If the brake controller 13 receives a signal S_mode indicating that the LSP control system 12 is operating in the DC mode, standby mode or off mode, the brake controller 13 sets a powertrain torque request inhibit flag in a memory thereof. The powertrain torque request inhibit flag indicates that positive torque requests to the powertrain controller 11 from the brake controller 13 in response to positive torque requests from the LSP control system 12 are forbidden. Accordingly, if a request for positive powertrain torque is received by the brake controller 13 from the LSP control system 12 whilst the LSP control system 12 is operating in the DC mode, standby mode or off mode, the positive torque request is ignored by the brake controller 13.
In some embodiments, the powertrain controller 11 is also provided with signal S_mode indicating the mode in which the LSP control system 12 is operating. If the LSP control system 12 is operating in a mode other than the active mode, such as the DC mode, standby mode or off mode, positive powertrain torque requests received as a consequence of a command from the LSP control system 12 are ignored by the powertrain controller 11.
In some embodiments, if the powertrain controller 11 receives a request for positive powertrain torque from the brake controller 13 as a consequence of a command from the LSP control system 12 and the request is received more than a predetermined period after the LSP control system 12 has transitioned to a mode other than the active mode, the powertrain controller 11 causes the LSP control system 12 to assume a disabled off mode. In the disabled off mode the LSP control system 12 is effectively locked into the off mode for the remainder of the current key cycle and the LSP control system 12 does not respond to pressing of the LSP selector button 172. The predetermined period may be any suitable period such as 50 ms, 100 ms, 500 ms, 1000 ms or any other suitable period. The period may be set to a value such that any delay in receipt of a positive torque request issued by the LSP control system 12 immediately prior to a transition from the active mode to a mode other than the active mode (and in which positive torque requests are not permitted) that is consistent with normal system operation will not trigger a transition to the disabled off mode. However, the powertrain controller 11 is configured such that any request for positive powertrain torque received by the powertrain controller 11 as a consequence of a request issued by the LSP control system 12 after assuming a mode other than the active mode (and in which positive torque requests are not permitted) will trigger a transition to the disabled off mode.
It is to be understood that other arrangements may also be useful. For example, in some embodiments, in the disabled off mode the LSP control system 12 may be configured not to respond to the LSP selector button 172 by assuming the standby mode until the vehicle has transitioned from power mode PM7 to power mode PM4. As described above, a transition from power mode PM7 to power mode PM4 may be accomplished by depressing the start/stop button 124S.
It is to be understood that some vehicles may be provided with known automatic engine stop/start functionality. In vehicles with this functionality, the powertrain controller 11 is configured to command stopping and starting of the engine 121 according to a stop/start control methodology when the vehicle 100 is being held stationary by means of brake pedal 163 with the transmission in the drive mode D. The process of automatically commanding stopping and starting of the engine 121 may be referred to as an automatic stop/start cycle. In vehicles having automatic engine stop/start functionality, the controller 10 may be configured to cause the vehicle 100 to assume a power mode PM6A when the engine 121 is stopped during a stop/start. Power mode PM6A is similar to power mode 6, except that disabling of certain vehicle systems such as the infotainment system is not performed when in power mode PM6A. In power mode PM6A, the powertrain controller 11 is configured to restart the engine 121 upon receipt of a signal indicating a user has released the brake pedal 163. It is to be understood that in a vehicle 100 configured to require an engine restart before the LSP control system 12 may exit the DC fault mode, a transition from power mode PM7 to power mode PM6A will not permit the LSP control system 12 to exit the disabled off mode.
In some embodiments the LSP control system 12 may be configured such that it can assume one of a number of different further modes such as:
The DC fault mode corresponds to the DC mode except that if the DC fault mode is assumed by the LSP control system 12, the LSP control system 12 is unable subsequently to assume the active mode for the remainder of the current key cycle. Thus, when the next key-on procedure is performed, following the next key-off procedure, the LSP control system 12 is permitted to assume the active mode when required. The vehicle 100 may be configured wherein the LSP control system 12 may assume the DC fault mode if a fault is detected indicating that the LSP control system 12 should not be permitted to request positive powertrain drive torque but where it is determined that it may be desirable for the benefits of DC mode to be enjoyed. Thus a transition from active mode to DC fault mode may be preferable to a transition to standby or off mode, particularly when negotiating off road conditions, in the event of a relatively minor fault in respect of the LSP control system 12.
In some embodiments, if a transition to DC fault mode occurs with more than a predetermined frequency, the LSP control system 12 may become latched in the DC fault mode until a reset procedure is performed requiring action other than a key-off and subsequent key-on procedure. In some embodiments, the LSP control system 12 may require a predetermined code to be provided to it. In some embodiments, the LSP control system 12 may be configured to receive the code via a computing device external to the vehicle 100 that temporarily communicates with the LSP control system 12 in order to provide the code. The computing device may be a device maintained by a vehicle servicing organisation such as a main dealer. The computing device may be in the form of a laptop or other computing device, and be configured to communication wirelessly with the LSP control system 12 or via a wired connection.
The predetermined frequency may be defined in terms of a predetermined number of times in a predetermined number of key cycles, or a predetermined distance driven, or be time based such as a predetermined number of times in a predetermined period in which the vehicle is in power mode 7 (or power mode 6A in addition to power mode 7, in the case of a vehicle with stop/start functionality) over one or more key cycles, or a predetermined number of times in a given calendar period, such as a day, a week, a month or any other suitable frequency.
The DC fault mode fade-out mode is a mode assumed by the LSP control system 12 when transitioning from the DC fault mode to an off mode such as disabled off, unless an immediate (‘binary’) transition to an off mode is required in which case the DC fault mode fade-out mode is not assumed. Thus, under certain conditions, rather than abruptly terminate commanding application of brake torque by means of the braking system 22 when ceasing operation in the DC fault mode and transitioning to an off mode such as ‘off’ or ‘disabled off’, the LSP control system 12 gradually fades out the application of any brake torque applied by the braking system 22 as a consequence of being in the DC fault mode, before assuming the off or disabled off mode. This is at least in part so as to allow a driver time to adapt to driving without the system 12 applying brake torque automatically.
Similarly, if the LSP control system 12 transitions from the DC mode to a mode in which the LSP control system 12 is unable to command application of brake torque such as the standby mode, off mode or disabled off mode, the LSP control system 12 may assume the DC fade-out mode as an intermediate mode. In the DC fade-out mode, like the DC fault mode fade-out mode, the LSP control system 12 gradually reduces the amount of any brake torque commanded by the LSP control system 12, before assuming the target mode such as standby mode, off mode or disabled off mode.
The active standby mode is a mode assumed by the LSP control system 12 from the active mode if the driver over-rides the LSP control system 12 by depressing the accelerator pedal 161 to increase vehicle speed. If the driver subsequently releases the accelerator pedal with vehicle speed within the allowable range for the LSP control system 12 to operate in the active mode (i.e. a speed in the range 2-30 kph), the LSP control system 12 resumes operation in the active mode.
The DC standby mode is a mode assumed by the LSP control system 12 if whilst operating in the DC mode the driver over-rides the LSP control system 12 by depressing the accelerator pedal 161. If the driver subsequently releases the accelerator pedal, then when vehicle speed is within the allowable range for the LSP control system 12 to operate in the DC mode (i.e. a speed in the range 2-30 kph), the LSP control system 12 resumes operation in the DC mode. Other arrangements are also useful. In some embodiments the LSP control system 12 may be configured to assume DC mode from the DC standby mode and cause application of brake torque to slow the vehicle 100 when a driver releases the accelerator pedal 161 even at speeds above 30 kph. In some embodiments the LSP control system 12 may be configured to cause application of brake torque at speeds of up to 50 kph, 80 kph or any other suitable speed in order to cause vehicle speed to reduce to the LSP target speed LSP_set-speed. The LSP control system 12 may be configured to take into account negative torque applied by a powertrain due for example to engine over-run braking in determining an amount of brake torque required in order to cause a vehicle to slow at a desired rate. The LSP control system 12 may be configured to cause a vehicle to slow at a desired rate according to a predetermined deceleration profile.
In some embodiments, if the powertrain controller 11 receives a request for positive powertrain torque from the brake controller 13 as a consequence of a command from the LSP control system 12 and the LSP control system 12 is in the DC mode, the powertrain controller 11 causes the LSP control system 12 to assume the DC fault mode if the positive torque request is received more than a predetermined period after the LSP control system 12 has transitioned to the DC mode. As noted above, in the DC fault mode the LSP control system 12 is permitted to cause application of brake torque by the braking system 22 to control vehicle speed but is prevented from assuming the active or FF mode for the remainder of the current key cycle. In these circumstances, the LSP control system 12 assumes the DC fault mode substantially immediately with no requirement to blend the transition between the DC mode and DC fault mode.
As noted above, the predetermined period may be any suitable period such as 50 ms, 100 ms, 500 ms, 1000 ms or any other suitable period. The period may be set to a value such that any inherent system delay in receipt by the powertrain controller 11 of a torque request from the brake controller 13 as a consequence of a request issued by the LSP control system 12 prior to a transition from the active mode to the DC mode will not trigger a transition to the DC fault mode. It is to be understood that by inherent system delay is meant a delay in signal receipt that occurs during normal operation, for example due to a requirement to synchronise timing signals, or to transmit commands from the LSP control system 12 to the powertrain controller 11 at predetermined intervals as part of an inter-controller communications protocol.
In some embodiments, if the powertrain controller 11 receives a request for positive powertrain torque from the brake controller 13 as a consequence of a command from the LSP control system 12 and the LSP control system 12 is in the DC fault mode or DC fault mode fade out mode only, the powertrain controller 11 causes the LSP control system 12 to assume the disabled off mode if the positive torque request is received more than a predetermined period after the LSP control system 12 has transitioned to the DC fault mode or DC fault mode fade out mode. In the present embodiment the predetermined period is a period of 500 ms. However the predetermined period may be any suitable period such as 50 ms, 100 ms, 1000 ms or any other suitable period. The LSP control system 12 is configured to terminate fade-out application of any negative (brake) torque requested by the LSP control system 12 when the transition to the disabled off mode is commanded. In some alternative embodiments, the application of any such negative (brake) torque is abruptly terminated instead of being gradually faded out (gradually reduced).
In some embodiments, if the powertrain controller 11 receives a request for positive powertrain torque from the brake controller 13 as a consequence of a command from the LSP control system 12 and the signal S_mode indicates that the LSP control system 12 is in the DC mode, DC standby mode, DC mode fade-out mode or active standby mode, the powertrain controller 11 causes the LSP control system 12 to assume the disabled off mode if the positive torque request is received over a sustained period of more than a predetermined period. In the present embodiment the predetermined period is 500 ms. However the predetermined period may be any suitable period such as 100 ms, 1000 ms or any other suitable period. The LSP control system 12 is configured gradually to cause fade-out of any negative (brake) torque being applied as a consequence of a command from the LSP control system 12 when the transition to the disabled off mode is commanded. The fade-out of brake torque may be accomplished by assuming the DC mode fade-out mode or DC fault mode fade-out mode if they have not already been assumed.
In some embodiments, the LSP control system 12 is caused to assume the disabled off mode if the powertrain controller 11 receives a request for positive powertrain torque from the brake controller 13 as a consequence of a command from the LSP control system 12 and signal S_mode indicates that the LSP control system 12 is in the DC fault mode or DC fault mode fade-out mode, as well as when the signal indicates the LSP control system 12 is in the DC mode, DC standby mode, DC mode fade-out mode or active standby mode.
It is to be understood that in some embodiments, instead of gradually fading out negative brake torque, the LSP control system 12 may be configured to abruptly terminate application of any negative brake torque as a consequence of a command by the LSP control system 12. Thus, if a request for positive powertrain torque is received over a sustained period of more than the predetermined period when the LSP control system 12 is in the DC mode, DC standby mode, DC fault mode, DC mode fade-out mode, DC fault mode fade-out mode or active standby mode the system may abruptly terminate application of brake torque caused by the LSP control system 12. It is to be understood that the braking system 12 continues to respond to driver brake commands via the brake pedal 1163.
It is to be understood that in the present embodiment if a driver switches off the LSP control system 12 manually, the LSP control system 12 is configured gradually to cause fade-out of any negative (brake) torque being applied as a consequence of a command from the LSP control system 12. This feature has the advantage that vehicle composure may be enhanced.
An output 42 from the evaluator unit 40 is provided to the brake controller 13. The brake controller 13 in turn controls a net torque applied to the vehicle wheels 111-115 by commanding application of brake torque via the brakes 111B, 112B, 114B, 115B and/or positive drive torque by commanding powertrain controller 11 to deliver a required amount of powertrain torque. The net torque may be increased or decreased depending on whether the evaluator unit 40 demands positive or negative torque. In order to cause application of the necessary positive or negative torque to the wheels, the brake controller 13 may command that positive or negative torque is applied to the vehicle wheels by the powertrain 129 and/or that a braking force is applied to the vehicle wheels by the braking system 22, either or both of which may be used to implement the change in torque that is necessary to attain and maintain a required vehicle speed. In the illustrated embodiment the torque is applied to the vehicle wheels individually so as to maintain the vehicle at the required speed, but in another embodiment torque may be applied to the wheels collectively to maintain the required speed. In some embodiments, the powertrain controller 11 may be operable to control an amount of torque applied to one or more wheels by controlling a driveline component such as a rear drive unit, front drive unit, differential or any other suitable component. For example, one or more components of the driveline 130 may include one or more clutches operable to allow an amount of torque applied to wheels of a given axle to be controlled independently of the torque applied to wheels of another axle, and/or the amount of torque applied to one or more individual wheels to be controlled independently of other wheels. Other arrangements are also useful.
Where a powertrain 129 includes one or more electric machines, for example one or more propulsion motors and/or generators, the powertrain controller 11 may be operable to modulate or control the amount of torque applied to one or more wheels at least in part by means of the one or more electric machines.
The LSP control system 12 also receives a signal 48 indicative of a wheel slip event having occurred. This may be the same signal 48 that is supplied to the on-highway cruise control system 16 of the vehicle, and which in the case of the latter triggers an override or inhibit mode of operation in the on-highway cruise control system 16 so that automatic control of vehicle speed by the on-highway cruise control system 16 is suspended or cancelled. However, the LSP control system 12 is not arranged to cancel or suspend operation in dependence on receipt of a wheel slip signal 48 indicative of wheel slip. Rather, the system 12 is arranged to monitor and subsequently manage wheel slip so as to reduce driver workload. During a slip event, the LSP control system 12 continues to compare the measured vehicle speed with the value of LSP_set-speed, and continues to control automatically the torque applied to the vehicle wheels so as to maintain vehicle speed at the selected value. It is to be understood therefore that the LSP control system 12 is configured differently to the cruise control system 16, for which a wheel slip event has the effect of overriding the cruise control function so that manual operation of the vehicle must be resumed, or speed control by the cruise control system 12 resumed by pressing the resume button 173R or set-speed button 173.
In a further embodiment of the present invention (not shown) a wheel slip signal 48 is derived not just from a comparison of wheel speeds, but further refined using sensor data indicative of the vehicle's speed over ground. Such a speed over ground determination may be made via global positioning (GPS) data, or via a vehicle mounted radar or laser based system arranged to determine the relative movement of the vehicle 100 and the ground over which it is travelling. A camera system may be employed for determining speed over ground in some embodiments.
At any stage of the LSP control process the user can override the function by depressing the accelerator pedal 161 and/or brake pedal 163 to adjust the vehicle speed in a positive or negative sense. However, absent any override by a user, in the event that a wheel slip event is detected via signal 48, the LSP control system 12 remains active and control of vehicle speed by the LSP control system 12 is not suspended. As shown in
A wheel slip event is triggered when a loss of traction occurs at any one of the vehicle wheels. Wheels and tyres may be more prone to losing traction when travelling for example on snow, ice, mud or sand and/or on steep gradients or cross-slopes. A vehicle 100 may also be more prone to losing traction in environments where the terrain is more uneven or slippery compared with driving on a highway in normal on-road conditions. Embodiments of the present invention therefore find particular benefit when the vehicle 100 is being driven in an off-road environment, or in conditions in which wheel slip may commonly occur. Manual operation in such conditions can be a difficult and often stressful experience for the driver and may result in an uncomfortable ride.
The vehicle 100 is also provided with additional sensors (not shown) which are representative of a variety of different parameters associated with vehicle motion and status. The signals from the sensors provide, or are used to calculate, a plurality of driving condition indicators (also referred to as terrain indicators) which are indicative of the nature of the terrain conditions over which the vehicle is travelling. Suitable sensor data may be provided by inertial systems unique to the LSP or HDC control system 12, 12HD or systems that form part of another vehicle sub-system such as an occupant restraint system or any other sub-system which may provide data from sensors such as gyros and/or accelerometers that may be indicative of vehicle body movement and may provide a useful input to the LSP and/or HDC control systems 12, 12HD.
The sensors (not shown) on the vehicle 100 include sensors which provide continuous sensor outputs to the VCU 10, including wheel speed sensors, as mentioned previously and as shown in
The VCU 10 also receives a signal from the steering controller 170C. The steering controller 170C is in the form of an electronic power assisted steering unit (ePAS unit). The steering controller 170C provides a signal to the VCU 10 indicative of the steering force being applied to steerable road wheels 111, 112 of the vehicle 100. This force corresponds to that applied by a user to the steering wheel 171 in combination with steering force generated by the ePAS unit 170C.
The VCU 10 evaluates the various sensor inputs to determine the probability that each of a plurality of different control modes (driving modes) for the vehicle subsystems is appropriate, with each control mode corresponding to a particular terrain type over which the vehicle is travelling (for example, mud and ruts, sand, grass/gravel/snow).
If the user has selected operation of the vehicle in an automatic driving mode selection condition, the VCU 10 then selects the most appropriate one of the control modes and is configured automatically to control the subsystems according to the selected mode. This aspect of the invention is described in further detail in our co-pending patent application nos. GB2492748, GB2492655 and GB2499252, the contents of each of which is incorporated herein by reference.
The nature of the terrain over which the vehicle is travelling (as determined by reference to the selected control mode) may also be utilised in the LSP control system 12 to determine an appropriate increase or decrease in vehicle speed. For example, if the user selects a value of LSP_set-speed that is not suitable for the nature of the terrain over which the vehicle is travelling, the system 12 is operable to automatically adjust the vehicle speed downwards by reducing the speed of the vehicle wheels. In some cases, for example, the user selected speed may not be achievable or appropriate over certain terrain types, particularly in the case of uneven or rough surfaces. If the system 12 selects a set-speed that differs from the user-selected set-speed, a visual indication of the speed constraint is provided to the user via the LSP HMI 20 to indicate that an alternative speed has been adopted.
In the present embodiment, the powertrain controller 11 is configured to monitor the rate of acceleration of the vehicle 100 at a given moment in time. In the present embodiment the powertrain controller 11 accomplishes this by monitoring a speed of an output shaft of the engine 121 of the vehicle 100 and a selected gear in which the transmission 123 of the vehicle 100 is operating. In the present embodiment the controller 11 converts the rate of change of output shaft speed into a rate of change of wheel speed using the instant transmission gear ratio, thereby to derive the rate of acceleration of the vehicle 100. In some alternative embodiments the controller 11 monitors a speed of an output shaft of the transmission 123.
The powertrain controller 11 also monitors the powertrain torque signal issued by the LSP control system 12 to the brake controller 13.
The powertrain controller 11 is configured to detect when the LSP control system 12 causes a rate of acceleration of the vehicle 100 to exceed the maximum allowable rate of positive vehicle acceleration that the LSP control system 12 is permitted to cause the vehicle 100 to achieve, LSP_acc_max. In the present embodiment the value of LSP_acc_max is set substantially equal to 2.5 ms−2 although other values are also useful. By maximum allowable rate of positive acceleration is meant the maximum allowable rate of increase of speed, being a positive value, i.e. speed is increasing.
The powertrain controller 11 detects when the LSP control system 12 causes vehicle rate of acceleration to exceed LSP_acc_max by detecting when vehicle positive acceleration exceeds LSP_acc_max whilst the powertrain torque signal generated by the LSP control system 12 is non-zero and the brake controller 13 is conveying a request for powertrain torque to the powertrain controller 11 in response to the powertrain torque signal generated by the LSP control system 12. In the present embodiment the brake controller 13 is configured to set a flag LSP_tq_req to a value of 1 when the brake controller 13 issues a request to the powertrain controller 11 for an amount of powertrain torque that is non-zero in response to a powertrain torque request from the LSP control system 12. Thus, the powertrain controller 11 is able to determine whether the brake controller 13 is requesting a non-zero amount of powertrain torque in response to a request from the LSP control system 12, as opposed to in response to a request from another source such as from a driver through depression of the accelerator pedal 161, or from the cruise control system 16.
If the powertrain controller 11 determines that the LSP_tq_req flag is set substantially equal to 1 and that the vehicle 100 is accelerating at a rate exceeding 2.5 ms−2, the powertrain controller 11 is configured to reduce the amount of torque that it is commanding the powertrain 129 to develop. The powertrain controller 11 is configured to reduce the amount of torque that it is commanding the powertrain 129 to develop in steps of 20 Nm every 100 ms until either the rate of acceleration of the vehicle 100 falls to a value substantially at or below 2.5 ms−2, or a predetermined time period t_LSP_maxtq expires. In the present embodiment the value of t_LSP_maxtq is substantially 500 ms. Other values, larger or smaller than 500 ms, may also be useful in some embodiments. Other values of torque step size other than 20 Nm such as 50 Nm, 100 Nm or any other suitable value may also be useful. Similarly, other values of time step other than 100 ms such as 50 ms, 200 ms or any other suitable value may also be useful.
In some embodiments the powertrain controller 11 may be configured to reduce the amount of powertrain torque by an amount torque_stepsize that is set in dependence on the value of the rate of acceleration of the vehicle 100. The value of torque_stepsize may be set to a larger initial value for larger values of vehicle rate of acceleration. The value of torque_stepsize may be increased or decreased from an initial value in dependence on whether the vehicle rate of acceleration begins to decrease as the amount of commanded powertrain torque is reduced. The value of torque_stepsize may be increased if the rate of acceleration does not begin to decrease at a rate exceeding a predetermined rate within a predetermined amount of time. Other arrangements may also be useful.
If the predetermined time period t_LSP_maxtq expires before the rate of acceleration of the vehicle 100 falls to a value at or below LSP_acc_max, the powertrain controller 11 is configured to set a flag in a memory thereof indicating that the LSP control system 12 has assumed a failed state. The powertrain controller 11 then causes the LSP control system 12 to assume the DC fault mode. The LSP control system 12 is thereby prevented from issuing requests for positive drive torque via the powertrain torque signal. The LSP control system 12 is therefore limited to making negative torque requests only, by means of the brake control signal.
It is to be understood that if the LSP control system 12 assumes a given mode, the brake controller 13 may also be considered to assume the same mode with respect to the LSP control system 12 since the brake controller 13 is responsible for issuing positive torque requests to the powertrain 129, and causing negative brake torque to be applied by the braking system 22, in response to requests made by the LSP control system 12. Accordingly, the powertrain controller 129 may also cause the brake controller 13 to assume the DC fault mode in respect of powertrain torque requests and brake torque requests issued by the LSP control system 12. In the DC fault mode the brake controller 13 does not permit positive powertrain torque requests to be issued to the powertrain controller 11 in response to requests from the LSP control system 12. That is, the brake controller 13 does not action requests for positive torque received via the powertrain torque signal from the LSP control system 12. However, brake torque requests issued by the LSP control system 12 are actioned by the brake controller 13.
It is to be understood that the brake torque requests issued by the LSP control system 12 may be in the form of a request for a required amount of brake torque such as 50 NM, 100 NM or any other required value. Alternatively the brake torque requests may be for a required amount of brake pressure to be developed in a hydraulic or pneumatic braking system, such as 10 bar, 20 bar 100 bar or any other required amount. Other arrangements may also be useful.
It is to be understood that the powertrain controller 11 may determine the rate of acceleration of the vehicle 100 by any suitable means. In some embodiments the powertrain controller 11 may refer to a signal directly indicative of vehicle rate of acceleration without a requirement to derive vehicle rate of acceleration by reference to one or more other signals such as engine output shaft speed and transmission gear ratio. For example, in some embodiments the powertrain controller 11 may be configured to receive a signal indicative of vehicle rate of acceleration derived from a camera system configured to monitor rate of movement of the vehicle with respect to one or more fixed objects or terrain external to the vehicle. Alternatively or in addition the powertrain controller 11 may be configured to receive a signal indicative of vehicle rate of acceleration derived from one or more vehicle accelerometer devices.
At step S101 the powertrain controller 11 resets a timer value in a memory thereof and begins incrementing the timer value.
At step S103 the powertrain controller 11 checks whether a positive torque request has been received by the powertrain controller 11 in response to a request by the LSP control system 12. If at step S103 no such request has been received the powertrain controller 11 continues at step S101 else the controller 11 continues at step S105.
At step S105 the powertrain controller 11 checks whether the instant (current) rate of acceleration of the vehicle 100 exceeds a predetermined value LSP_acc_max. If the instant rate of acceleration does exceed LSP_acc_max, the powertrain controller 11 continues at step S107 else the powertrain controller 11 continues at step S101.
At step S107 the powertrain controller 11 causes a reduction in the amount of positive torque that the powertrain controller 11 is commanding the powertrain 129 to deliver. The powertrain controller 11 causes the amount of positive torque to be reduced by a predetermined amount. In the present embodiment the predetermined amount is 20 Nm although other amounts may also be useful.
At step S109 the powertrain controller 11 checks whether the timer value exceeds t_LSP_maxtq. In the present embodiment t_LSP_maxtq is set to a value of substantially 500 ms although other values may also be useful.
If at step S109 the powertrain controller 11 determines that the timer value exceeds t_LSP_maxtq the powertrain controller 11 continues at step S111 else the powertrain controller 11 continues at step S105. It is to be understood that if the powertrain controller 11 subsequently determines at step S105 that the rate of acceleration of the vehicle 100 no longer exceeds LSP_acc_max, the powertrain controller continues at step S101, resetting the timer value. The LSP control system 12 is configured such that the time to execute steps S107, S109 and S105 before step S107 is repeated is substantially 100 ms, the period being determined according to the clock speed of the microprocessors running the software code implementing the LSP control system 12. Other values are also useful. It is to be understood that step S107 may therefore be executed a predetermined number of times before step S111 is executed, assuming the rate of acceleration continues to exceed LSP_acc_max.
At step S111 the powertrain controller 11 causes the LSP control system 12 to assume the DC fault mode. It is to be understood that step S111 is only executed if the powertrain controller 11 fails to cause the rate of acceleration of the vehicle 100 to fall to a value at or below LSP_acc_max within time period t_LSP_maxtq. Accordingly, step S111 is executed as a final measure to ensure that the value of LSP_acc_max cannot increase further as a consequence of a positive torque request made by the LSP control system 12.
Embodiments of the present invention have the advantage that the powertrain controller 11 acts as a watchdog or monitor, to monitor vehicle rate of acceleration in response to positive powertrain torque requests made by the LSP control system 12. A check on vehicle behaviour when under the control of the LSP control system 12 is therefore performed by the powertrain controller 11, enhancing vehicle composure.
In the present embodiment, the powertrain controller 11 also monitors the amount of powertrain torque requested by the LSP control system 12 at a given moment in time, LSP_Tq. If the value of LSP_Tq exceeds a maximum permissible value LSP_Tq_Max for more than a predetermined period of time, the powertrain controller 11 is configured to set a flag in a memory thereof indicating that the LSP control system 12 has assumed a failed state. The powertrain controller 11 then causes the LSP control system 12 to assume the DC fault mode. As noted above, in the DC fault mode the LSP control system 12 is prevented from issuing requests for positive drive torque via the powertrain torque signal. The LSP control system 12 is therefore limited to making negative torque requests only, by means of the brake control signal.
In the present embodiment the value of LSP_Tq_Max is substantially 500 Nm and the predetermined time period is substantially 500 ms. Other values of LSP_Tq_Max and time period may also be useful.
It is to be understood that in some embodiments the brake controller 13 may monitor the amount of powertrain torque requested by the LSP control system 12 at a given moment in time in addition to or instead of the powertrain controller 11. The brake controller 13 may be configured to cause the LSP control system 12 to assume the DC fault mode, instead of the powertrain controller 11, if the value of LSP_Tq exceeds the maximum permissible value LSP_Tq_Max for more than the predetermined period of time. Other arrangements may also be useful.
At step S101 the powertrain controller 11 resets a timer value in a memory thereof and begins incrementing the timer value.
At step S103 the powertrain controller 11 checks whether a value of positive torque request LSP_Tq received by the powertrain controller 11 in response to a request by the LSP control system 12 exceeds LSP_Tq_Max, being the maximum value of torque that the LSP control system 12 is permitted to request. If at step S103 the value of LSP_Tq does not exceed LSP_Tq_Max the powertrain controller 11 continues at step S101 otherwise the powertrain controller 11 continues at step S105.
At step S105 the powertrain controller 11 checks whether the timer value exceeds a predetermined value t_LSP_maxtq. In other words, whether a period of time corresponding to t_LSP_maxtq has elapsed since the timer value was reset at step S101. If the timer value does not exceed t_LSP_maxtq, the powertrain controller 11 continues at step S103, otherwise the powertrain controller 11 continues at step S107.
At step S107 the LSP control system 12 is caused to assume the DC fault mode. Accordingly the LSP control system 12 no longer issues any request for non-zero powertrain torque, and the value of LSP_Tq is set substantially equal to zero.
It is to be understood that some embodiments of the invention have the advantage that if the powertrain controller 11 detects that the LSP control system 12 has issued a request for an amount of powertrain torque exceeding the maximum allowable amount, i.e. LSP_Tq exceeds LSP_Tq_Max, for longer than a predetermined period of time, the powertrain controller 11 determines that a fault condition exists in respect of the LSP control system 12 and forces the LSP control system 12 into a condition in which it is no longer permitted to request positive powertrain torque values.
In the present embodiment, the brake controller 13 is configured to monitor the rate of deceleration of the vehicle 100 at a given moment in time. In the present embodiment the brake controller 13 accomplishes this by monitoring a speed of an output shaft of the engine 121 of the vehicle 100 and a selected gear in which the transmission 123 of the vehicle 100 is operating. In the present embodiment the controller 13 converts the rate of change of output shaft speed into a rate of change of wheel speed using the instant transmission gear ratio, thereby to derive the rate of acceleration of the vehicle 100. In some alternative embodiments the controller 13 monitors a speed of an output shaft of the transmission 123. In some further alternative embodiments the controller 13 accomplishes this by monitoring a vehicle reference speed signal generated from signals indicative of wheel speed.
The brake controller 13 also monitors the brake torque signal issued by the LSP control system 12.
The brake controller 13 is configured to detect when the LSP control system 12 causes a rate of deceleration of the vehicle 100 to exceed the maximum allowable rate of deceleration, LSP_decel_max. In the present embodiment the value of LSP_decel_max is set substantially equal to 2.0 ms−2 although other values are also useful. It is to be understood that, by maximum allowable rate of deceleration is meant the maximum allowable rate of decrease of speed, i.e. rate of change of speed when speed is decreasing.
In the present embodiment the brake controller 13 determines whether the LSP control system 12 is causing vehicle rate of deceleration to exceed LSP_decel_max by detecting when vehicle deceleration exceeds LSP_decel_max whilst the brake torque signal generated by the LSP control system 12 is non-zero and the brake controller 13 is causing application of brake torque in response to the brake torque signal generated by the LSP control system 12. The brake controller 13 may cause application of brake torque by causing a required amount of brake pressure to be developed by the braking system 22 in order to cause application of a brake to the wheels.
In the present embodiment the brake controller 13 also determines whether the rate of deceleration of the vehicle 100 is likely to exceed the maximum allowable rate of deceleration, LSP_decel_max, within a predetermined time period. The brake controller 13 accomplishes this by determining whether the instant rate of deceleration of the vehicle 100 is such that if the instant rate continues for a predetermined prediction period, in the present embodiment a period of 100 ms, the rate of deceleration will exceed LSP_decel_max.
In the present embodiment the brake controller 13 is configured to set a flag LSP_brk_req to a value of 1 when the brake controller 13 causes application of brake torque in response to a brake torque request from the LSP control system 12.
In some embodiments a brake torque intervention system flag brk_tq_interv may be set to 1 if a torque intervention system is causing a change in an amount of torque delivered to a wheel by application of the braking system 22. In some embodiments an ABS function of the brake controller 13, the SCS 14S and the TCS 14T may each be operable to cause a change in an amount of torque applied to a wheel by application of a brake if required.
The brake controller 13 is able to determine whether it is requesting a non-zero amount of brake torque in response to a request from the LSP control system 12 by verifying that the LSP_brk_req flag is set to 1.
If the brake controller 13 determines that the LSP_brk_req flag indicates the LSP control system 12 is causing brake application, and that the vehicle 100 is decelerating at a rate exceeding 2.0 ms−2 or is likely to decelerate at a rate exceeding 2.0 ms−2 as described above, the brake controller resets a timer and reduces the amount of torque that it is causing to be applied. The brake controller 13 is configured to reduce the amount of brake torque that it is causing to be applied in steps of 50 Nm every 100 ms until either (a) the rate of deceleration of the vehicle 100 falls to a value substantially at or below 2.0 ms−2, (b) if the rate of deceleration has not yet exceeded 2.0 ms−2, the brake controller 13 determines that the rate of deceleration is not likely to exceed LSP_decel_max, or (c) a predetermined time period t_LSP_maxbrk expires since the timer was last reset. If the predetermined period t_LSP_maxbrk expires before either of conditions (a) or (b) are met, the brake controller 13 causes the LSP control system 12 to assume the disabled off mode.
As described above, the determination as to whether the rate of deceleration is likely to exceed LSP_decel_max is made by determining whether the instant rate of deceleration of the vehicle 100 is such that if the instant rate continues for a predetermined prediction period, in the present embodiment a period of 100 ms, the rate of deceleration will exceed LSP_decel_max.
In the present embodiment the value of t_LSP_maxbrk is substantially 250 ms. Other values, larger or smaller than 250 ms, may also be useful in some embodiments. Other values of brake torque step size other than 50 Nm such as 20 Nm, 100 Nm or any other suitable value are also useful. Similarly, other values of time step other than 100 ms such as 50 ms, 200 ms or any other suitable value may also be useful. Similarly other values of prediction period other than 100 ms such as 50 ms, 200 ms or any other suitable value may also useful.
In some embodiments the brake controller 13 may be configured to reduce the amount of brake torque that it is causing to be applied by an amount brk_stepsize that is set in dependence on the value of the rate of deceleration of the vehicle 100. The value of brk_stepsize may be set to a larger initial value for larger values of vehicle rate of deceleration. The value of brk_stepsize may be increased or decreased from an initial value in dependence on whether the vehicle rate of deceleration begins to decrease as the amount of commanded brake torque is reduced. The value of brk_stepsize may be increased if the rate of deceleration does not begin to decrease at a rate exceeding a predetermined rate within a predetermined amount of time. Other arrangements are also useful.
If the predetermined time period t_LSP_maxbrk expires before the rate of deceleration of the vehicle 100 falls to a value at or below LSP_decel_max, the brake controller 13 is configured to set a flag in a memory thereof indicating that the LSP control system 12 has assumed a failed state. The brake controller 13 then causes the LSP control system 12 to assume the disabled off mode. The LSP control system 12 is thereby prevented from issuing requests for positive drive torque via the powertrain torque signal and requests for brake torque via the brake torque signal.
It is to be understood that if the LSP control system 12 assumes a given mode, the brake controller 13 may also be considered to assume the same mode with respect to the LSP control system 12 since the brake controller 13 is responsible for issuing positive torque requests to the powertrain 129, and causing negative brake torque to be applied by the braking system 22, in response to requests made by the LSP control system 12. Accordingly, the brake controller 13 may also assume the disabled off mode in respect of brake torque requests issued by the LSP control system 12.
At step S101 the brake controller 13 resets a timer value in a memory thereof and begins incrementing the timer value.
At step S103 the brake controller 13 checks whether a brake torque request has been received from the LSP control system 12. If at step S103 no such request has been received the brake controller 13 continues at step S101 else the controller 13 continues at step S105.
At step S105 the brake controller 13 checks whether the instant (current) rate of deceleration of the vehicle 100 exceeds a predetermined value LSP_decel_max, or the rate of deceleration is predicted to exceed LSP_decel_max within a predetermined prediction period. If the instant rate of deceleration does not exceed LSP_decel_max, and the rate of deceleration is not predicted to exceed LSP_decel_max within the predetermined prediction period, the brake controller 13 continues at step S101 else the brake controller 13 continues at step S107.
At step S107 the brake controller 13 causes a reduction in the amount of brake torque that the brake controller 13 is causing to be applied to one or more wheels. The brake controller 13 causes the amount of brake torque to be reduced by a predetermined amount. In the present embodiment the predetermined amount is 50 Nm although other amounts are also useful.
At step S109 the brake controller 13 checks whether the timer value exceeds t_LSP_maxbrk. In the present embodiment t_LSP_maxbrk is set to a value of substantially 250 ms although other values are also useful.
If at step S109 the brake controller 13 determines that the timer value exceeds t_LSP_maxbrk the brake controller 13 continues at step S111 else the brake controller 13 continues at step S105. It is to be understood that if the powertrain controller 11 subsequently determines at step S105 that the rate of acceleration of the vehicle 100 no longer exceeds LSP_acc_max, or is not predicted to exceed LSP_acc_max within the predetermined prediction period, the brake controller 13 continues at step S101, resetting the timer value. The LSP control system 12 is configured such that the time to execute steps S107, S109 and S105 before step S107 is repeated is substantially 100 ms, the period being determined at least in part according to the clock speed of the microprocessors running the software code implementing the LSP control system 12. Other values are also useful. It is to be understood that step S107 may therefore be executed a predetermined number of times before step S111 is executed, assuming the rate of acceleration continues to exceed LSP_acc_max or is predicted to do so immediately prior to the expiry of the period t_LSP_maxbrk.
At step S111 the brake controller 13 causes the LSP control system 12 to assume the disabled off mode. It is to be understood that step S111 is only executed if the brake controller 13 fails to cause the rate of deceleration of the vehicle 100 to fall to a value at or below LSP_decel_max within time period t_LSP_maxbrk, or the rate of deceleration is predicted to exceed LSP_decel_max immediately prior to the expiry of the period t_LSP_maxbrk. Accordingly, step S111 is executed as a final measure to ensure that the value of LSP_decel_max cannot increase further as a consequence of continued brake torque requests made by the LSP control system 12.
In some embodiments, in the event a transition is required in which the LSP control system 12 assumes an off mode such as the disabled off mode or other off mode, the system 12 may be configured gradually to reduce the amount of any brake torque that the system 12 is causing the brake controller 13 to apply. The amount of any brake torque may be gradually reduced according to a predetermined ramp function. The ramp function may be a predetermined linear ramp function or a predetermined non-linear ramp function.
In some embodiments, the LSP control system 12 may be configured gradually to reduce the amount of any powertrain drive torque that the LSP control system 12 is causing the powertrain 129 to apply when the system 12 is required to transition to a mode in which the LSP control system 12 cannot cause the application of positive powertrain drive torque. The amount of any powertrain drive torque may be gradually reduced according to a predetermined ramp function. The ramp function may be a predetermined linear ramp function or a predetermined non-linear ramp function.
Some embodiments of the present invention have the advantage that the powertrain controller 11 may act as a watchdog or monitor, to monitor vehicle rate of acceleration in response to positive powertrain torque requests made by the LSP control system 12. A check on vehicle behaviour when under the control of the LSP control system 12 may therefore performed by the powertrain controller 11 in some embodiments, enhancing vehicle composure.
Similarly, in addition or instead, in some embodiments the brake controller 13 may perform a corresponding watchdog or monitor function in respect of vehicle rate of deceleration in response to brake torque requests made by the LSP control system 12. A check on vehicle behaviour when under the control of the LSP control system 12 may therefore performed by the brake controller 13 in some embodiments, enhancing vehicle composure.
Throughout the description and claims of this specification, the words “comprise” and “contain” and variations of the words, for example “comprising” and “comprises”, means “including but not limited to”, and is not intended to (and does not) exclude other moieties, additives, components, integers or steps.
Throughout the description and claims of this specification, the singular encompasses the plural unless the context otherwise requires. In particular, where the indefinite article is used, the specification is to be understood as contemplating plurality as well as singularity, unless the context requires otherwise.
Features, integers, characteristics, compounds, chemical moieties or groups described in conjunction with a particular aspect, embodiment or example of the invention are to be understood to be applicable to any other aspect, embodiment or example described herein unless incompatible therewith.
| Number | Date | Country | Kind |
|---|---|---|---|
| 1402869.0 | Feb 2014 | GB | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2015/052287 | 2/4/2015 | WO | 00 |
