EP3990327A1 - Procédé d'évaluation d'une loi de décélération et procédé d'assistance à la conduite - Google Patents
Procédé d'évaluation d'une loi de décélération et procédé d'assistance à la conduiteInfo
- Publication number
- EP3990327A1 EP3990327A1 EP20734750.1A EP20734750A EP3990327A1 EP 3990327 A1 EP3990327 A1 EP 3990327A1 EP 20734750 A EP20734750 A EP 20734750A EP 3990327 A1 EP3990327 A1 EP 3990327A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- speed
- deceleration
- law
- evaluation
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 54
- 238000011156 evaluation Methods 0.000 claims description 42
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- 238000001514 detection method Methods 0.000 claims description 7
- 238000005259 measurement Methods 0.000 claims description 5
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- 230000009467 reduction Effects 0.000 claims description 3
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/1005—Driving resistance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/0097—Predicting future conditions
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
- G01C21/34—Route searching; Route guidance
- G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
- G01C21/3469—Fuel consumption; Energy use; Emission aspects
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
- B60W2030/18081—With torque flow from driveshaft to engine, i.e. engine being driven by vehicle
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- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- B60—VEHICLES IN GENERAL
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/40—Altitude
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
- B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
Definitions
- the invention relates to a method of evaluating a law of deceleration of a vehicle and a method of driving assistance using such a method of evaluating a law of deceleration of a vehicle.
- Driving assistance devices which analyze acceleration, deceleration and braking so as to encourage the driver to, for example, accelerate less or brake less.
- these devices only give driving advice a posteriori without giving advice on actions to be taken by the driver to reduce consumption on his current route.
- the vehicle's road law is used.
- the road law represents all the forces acting on the motor vehicle. It is known practice to determine the road law of a motor vehicle by recording the speed profile of the vehicle decelerating from a sufficient speed, for example 130 km / h. To determine the road law, the gearbox is put in neutral, the throttle control is not actuated and the brake control is not actuated either. The road law is determined on a flat road with zero slope.
- the invention relates to a method for evaluating the law of deceleration of a vehicle comprising an accelerator pedal, a brake pedal, a traction chain comprising an engine, a gearbox and a cut-off member between the engine. engine and gearbox, the deceleration law being defined for a discrete state of the traction chain, the method of evaluating the deceleration law comprising:
- a second step comprising recording the vehicle speed and the slope of the road
- the method allows the determination of a deceleration law representative of the actual driving conditions.
- a deceleration law makes it possible in particular to take into account various elements that may affect the deceleration of the vehicle. For example, tire wear, vehicle load, the presence of an element affecting the aerodynamics of the vehicle such as a roof rack, can be taken into account in the deceleration law.
- a method of determining a deceleration law can be carried out without restrictive test conditions, unlike those usually necessary for determining the road law.
- the discrete state of the traction chain is characterized by the gearbox ratio engaged and / or the closed state of the cut-off device between the engine and the gearbox. speeds and / or the state of activation of an electric vehicle drive machine.
- the mass of the vehicle is evaluated to calculate the gravitational forces applied to the vehicle, the evaluation of the mass being carried out: - or by adding to the unladen mass of the vehicle, the mass of at least one of the following elements:
- the use of the information from the presence sensors of the various seats makes it possible to count the number of passengers in the vehicle and thus assess the mass of all passengers from a predetermined average passenger mass.
- a different predetermined mass can be taken for the different seats.
- a lower predetermined mass can for example be chosen for example for seats intended for children. A more precise evaluation of the mass of the vehicle is thus possible.
- the slope evaluation is calculated from geolocation information including altitude information.
- the evaluation of the gearbox ratio engaged is calculated as a function of the ratio between the vehicle speed and the engine speed, gearbox ratios engaged are thus identified for ratios fixed between vehicle speed and engine speed.
- the evaluation of the gearbox ratio engaged is provided by the vehicle.
- the evaluation of the state of closure of the cut-off device comprises the calculation of a deviation of the ratio between the speed of the vehicle and the engine speed with respect to one of the fixed ratios between the vehicle speed and the engine speed, the cut-off device being evaluated closed if the deviation of the ratio between the vehicle speed and the engine speed from one of the fixed ratios between the vehicle speed and the engine speed motor is zero, and the cut-off device being evaluated open otherwise.
- the evaluation of the closed state of the cut-off device is provided by the vehicle in particular by a position sensor of a clutch system.
- the invention also relates to an energy efficient driving assistance method comprising the following steps:
- step - a step of informing a driver by means of an interface where to start economical deceleration to encourage him to stop pressing the accelerator pedal of the vehicle in order to have an energy-efficient driving.
- the determination of the deceleration law described above allows an evaluation of the distance necessary for the vehicle to reach a desired speed, in particular zero speed, without using the vehicle's braking system. It is thus possible to avoid wasting energy in the braking system and therefore to reduce the fuel consumption of the vehicle.
- the deceleration law determined by the method being representative of the actual driving conditions, the distance required for the vehicle to reach the desired speed is accurately evaluated. This avoids the driver having to re-accelerate or brake.
- the energy-efficient driving assistance method comprises, if the driver does not stop operating the accelerator pedal of the vehicle once he has reached the place of the start of economical deceleration:
- the step of calculating the theoretical arrival speed and the additional information step being repeated with a predetermined frequency as long as the driver does not stop pressing the accelerator pedal.
- the driver information step is carried out between 5 seconds before the arrival at the place of start of economical deceleration and the arrival at the place of start of economical deceleration.
- the time between the step of informing the driver and the arrival at the place of the start of economical deceleration is adjustable. This characteristic makes it possible to adapt this time to the will and / or reaction capacities of the driver.
- FIG. 1 is a diagram illustrating the steps of the process for determining a deceleration law according to the invention
- FIG. 2 shows the change in the speed of a vehicle in application of the deceleration law determined with the method of Figure 1 for a driving assistance method.
- FIG. 1 represents in the form of a diagram the steps of a method for determining a law of deceleration of a vehicle.
- the vehicle includes an accelerator pedal, a brake pedal and a pull chain.
- the accelerator pedal is a means of controlling, for a driver of the vehicle, the driving of the vehicle by the traction chain.
- the accelerator pedal is, for example, a pedal actuated with his foot by the driver of the vehicle.
- the accelerator pedal can also be a control means actuated with his hand by the driver or any other control means such as an acoustic control means.
- the brake pedal is a control means, for the driver of the vehicle, of a device for forced deceleration of the vehicle.
- the brake pedal is for example a pedal actuated with his foot by the driver of the vehicle.
- the brake pedal can also be a control means actuated with his hand by the driver or any other control means such as an acoustic control means.
- the traction chain comprises an engine, a gearbox and a cut-off device between the engine and the gearbox.
- the engine is for example a thermal gasoline engine.
- the gearbox is, for example, a manual gearbox and the cut-off device between the engine and the gearbox is, for example, a clutch.
- the gearbox is an automatic gearbox and the cut-off device comprises a clutch and / or a torque converter.
- the traction chain can also include an electric vehicle drive machine.
- the vehicle's electric drive machine is for example connected to an output shaft of the engine, for example by a belt or by a chain or by a gear train.
- the electric drive machine can for example operate in motor mode or in generator mode. In engine mode, it drives the vehicle. In generator mode, it generates electrical energy, for example from the drive power of the engine or from the kinetic energy of the vehicle by braking the vehicle.
- the deceleration law is defined for a discrete state of the traction chain.
- the discrete state of the traction chain is for example characterized by the ratio of the gearbox engaged and / or the closed state of the cut-off device and / or the activated state of the electric machine. training of the vehicle.
- the gearbox ratio engaged has an influence on the friction in the gearbox and the friction in the engine.
- the closed state of the breaking device is also an important parameter having an influence on the deceleration law. If the cut-off device is closed, the friction of the motor has an influence on the deceleration law.
- An open disconnect device can reduce or even eliminate the effect of engine friction on vehicle deceleration. The deceleration law is therefore different for a closed switching device and an open breaking device.
- the activation state of the electric drive machine also has an influence on the deceleration of the vehicle.
- the method of evaluating the deceleration law comprises a first step 100 of evaluating driving parameters comprising:
- the measurement of the speed v of the vehicle is for example supplied by the vehicle for example from data supplied by a sensor measuring the speed of rotation of an output shaft of the gearbox or from data supplied by a sensor measuring the speed of rotation of a vehicle wheel.
- the measurement of the speed v can also be calculated from geolocation data provided for example by a vehicle navigation system or by a mobile computer terminal equipped with a geolocation device.
- the evaluation of the gearbox ratio engaged is, for example, calculated according to the ratio between the vehicle speed and the engine speed. Engaged gear ratios are identified for fixed ratios between vehicle speed and engine speed.
- a tolerance on the fixed ratios can be applied to determine the gear ratio engaged.
- the application of such a tolerance can be used, for example, if the cut-off device is a torque converter comprising a lock-up clutch operating with a slip.
- the evaluation of the gear ratio engaged can also be provided by the vehicle.
- a sensor in the gearbox can provide the evaluation of the gearbox ratio engaged.
- the evaluation of the gearbox ratio engaged is provided by an automatic gearbox control unit.
- the evaluation of the closed state of the cutout device comprises the calculation of a deviation of the ratio between the speed of the vehicle and the speed of the engine with respect to one of the fixed ratios between the speed of the vehicle and the speed of the engine. engine.
- the switchgear is evaluated closed if the deviation of the ratio between the vehicle speed and the engine speed from one of the fixed ratios between the vehicle speed and the engine speed is zero. Otherwise, the breaking device is evaluated open.
- the cut-off device is a cut-off device operating with a slip, in particular a torque converter comprising a locking clutch operating with a slip, a tolerance, for example of 5% can be applied to the fixed ratio to take into account the slip.
- the evaluation of the closed state of the breaking device is provided by the vehicle.
- the evaluation of the closed state of the cut-off device can be provided by a position sensor of a clutch system.
- the evaluation of the closed state of the cut-off device can be provided by the control unit of the automatic gearbox.
- the position of the accelerator pedal is, for example, supplied by the vehicle.
- the position of the accelerator pedal is for example detected by virtue of a vehicle sensor, in particular a potentiometer mechanically connected to the accelerator pedal.
- the detection of the position of the brake pedal is for example provided by the vehicle.
- a switch mechanically connected to the brake pedal makes it possible, for example, to detect G actuation of the brake pedal by the driver.
- the evaluation of the slope of the road on which the vehicle is traveling is for example calculated from geolocation information including altitude information.
- This information is provided for example by the vehicle's navigation system or by a mobile computer terminal equipped with a geolocation device.
- the mass of the vehicle is evaluated to calculate the gravitational forces applied to the vehicle.
- the evaluation of the mass is for example carried out by adding to the empty mass of the vehicle to the mass of at least one of the following elements:
- the evaluation of the mass can also be carried out by adding the unladen mass of the vehicle to an evaluation of the vehicle load calculated from attitude information supplied by a attitude sensor.
- the attitude sensor is, for example, the attitude sensor used to automatically adjust the height of the vehicle's front lights.
- a verification step 150 it is verified whether the accelerator pedal is in a released position and if the brake pedal is also in a released position.
- a second step 200 is performed comprising recording the speed v of the vehicle and the grade a of the road.
- the recording of the speed v and the slope a includes the recording of successive values of the speed v and the slope a.
- a predetermined period of time separates the recording of the successive values of the speed v and the slope a.
- the time period is for example between 1 ms and 1 s, preferably between 0.1 s and 0.5 s.
- the recording is for example carried out on a memory of the vehicle. In another example, the recording is carried out on a memory of a mobile computer terminal. In another example, the recording is performed on a remote server. If the accelerator pedal leaves the released position and / or the brake pedal leaves the released position, the second step is exited and a third step is performed.
- a recording period corresponds to the time during which the successive values of the speed v and of the slope a are recorded.
- the registration period begins at the start of the second stage and ends at the end of the second stage.
- the third step comprises the calculation of a first coefficient f0 ', of a second coefficient fl' and of a third coefficient f2 'of the deceleration law representing the forces F (v) applying to the vehicle except gravitational forces applied to the vehicle according to the equation:
- the first step is performed during the second step in order to evaluate the driving parameters that can be used to decide whether to stop the second step.
- the second step can be interrupted if the accelerator pedal is no longer in a released position and / or the brake pedal is no longer in a released position.
- the calculations of the first coefficient f0 ′, of the second coefficient fl ′ and of the third coefficient f2 ′ of the deceleration law carried out during the third step can be carried out on the basis of the speed values v and the values of slope recorded during several distinct recording periods but for the same discrete state.
- the method for determining the deceleration law is implemented by a computer system.
- Several deceleration laws corresponding to several discrete states can be recorded by the computer system.
- the recording of the deceleration laws can be kept by the computer system when the vehicle is switched off for reuse after restarting the vehicle.
- the method allows an update of the deceleration laws to take into account the evolution of the actual driving conditions.
- the determined deceleration law can be used in a method of assisting economical driving.
- the purpose of such a method is to give an instruction to the driver to encourage him to stop actuating the accelerator pedal at a place of start of economical deceleration d21 on a route before a point where the speed is minimum d0.
- the driver can save energy, in particular by limiting the energy lost in the vehicle's braking system.
- point of the future course where the speed is minimum we mean a point before which the speed was higher and after which the speed is either higher or remains constant for a non-zero period, for example for more than one second.
- FIG. 2 illustrates this method of assisting economical driving by presenting the determination of the place of start of economical deceleration d21 at which the driver will be encouraged to stop actuating the accelerator pedal with a curve of evolution of the speed of the vehicle on the route and the previously calculated deceleration law.
- the x-axis represents the distance d on the course.
- the y-axis represents the speed v of the vehicle.
- the energy-efficient driving assistance method comprises a step of determining a future route, in particular the determination of a future route by a navigation system, During this step the navigation system determines the route to a place of destination, for example a place of destination chosen by the driver.
- the energy-efficient driving assistance method further comprises a step of recovering a first future speed profile 1 corresponding to the future route as well as a step of recovering a future altitude profile corresponding to the future route. .
- the energy-efficient driving assistance method further comprises a step of detecting the point on the future course where the speed is minimum dO.
- the energy efficient driving assistance method further comprises a step of estimating a discrete state of the vehicle before the point on the future course where the speed is minimum dO. During this step, the gearbox ratio engaged and / or the closed state of the cut-off device between the engine and the gearbox and / or the activation state of the electric drive machine is estimated. of the vehicle.
- the energy efficient driving assistance method further comprises a step of selecting the deceleration law evaluated for the discrete state of the vehicle.
- the energy-efficient driving assistance method further comprises a step of calculating a second speed profile 2 according to the deceleration law previously selected for the future altitude profile up to the point of the future route where the speed is minimum dO.
- the next step is a step of calculating the location of the start of economical deceleration d21.
- the place of start of economical deceleration d21 corresponds to the place where the first speed profile 1 and the second speed profile 2 intersect. In FIG. 2 the point where the first speed profile 1 and the second speed profile 2 intersect is identified by the reference 6.
- the energy-efficient driving assistance method then comprises a step of informing the driver by means of an interface on the place of start of economical deceleration d21 to encourage him to stop operating the accelerator pedal of the driver. vehicle for energy efficient driving. If the driver does not stop operating the accelerator pedal of the vehicle once he has reached the place of the start of economical deceleration d21, the method of assisting energy efficient driving may further comprise:
- the step of calculating the theoretical arrival speed and the step of additional information are repeated with a predetermined frequency as long as the driver does not stop pressing the accelerator pedal.
- the predetermined frequency is for example between 2 Hz and 0.2 Hz.
- the step of further informing the driver of the theoretical speed of arrival at the point on the future route where the speed is minimum may comprise for example a display of this theoretical speed and / or a graphic display representing the decrease in energy savings. remaining achievable.
- the driver information step can be performed between 5 seconds before arrival at the start of economical deceleration d21 and on arrival at the start of economical deceleration d21.
- an actual speed profile may deviate from the first speed profile corresponding to the future route determined for example by the navigation system.
- the place of the start of economical deceleration is adapted to the actual speed profile.
- the step of calculating the place of the start of economical deceleration is repeated taking the actual speed profile as the first speed profile.
- the economical deceleration start point is reached when the actual speed profile and the second speed profile intersect.
- a first real speed profile 3 is generally faster than the first speed profile corresponding to the future route determined for example by the navigation system.
- the first real speed profile 3 crosses the second speed profile 2 at a first place of the start of economical deceleration d23.
- the point where the first real speed profile 3 and the second speed profile 2 intersect is marked by the reference 7.
- a second real speed profile 4 is generally slower than the first speed profile corresponding to the future route determined for example by the navigation system.
- the second real speed profile 4 crosses the second speed profile 2 at a second place for the start of economical deceleration d24.
- the point where the second real speed profile 4 and the second speed profile 2 intersect is marked by the reference 8.
- the energy-efficient driving assistance method can therefore include an additional step of calculating an actual speed profile forecast.
- the step of calculating the location of the start of economical deceleration is carried out by taking the actual speed profile forecast as the first speed profile.
- the economical deceleration start point is reached when the actual speed profile forecast and the second speed profile intersect.
- the energy-efficient driving assistance method is implemented by the computer system.
- the computer system is integrated into the vehicle.
- the computer system is external to the vehicle.
- the computer system can in particular be a mobile computer terminal.
- the driving parameters supplied by the vehicle are then transmitted to the computer system, for example by a wired or wireless link to an internal network of the vehicle.
- the wired or wireless connection can be ensured in particular by means of an interface connected to a diagnostic socket of the vehicle.
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- Mechanical Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- Human Computer Interaction (AREA)
- Mathematical Physics (AREA)
- General Physics & Mathematics (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
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Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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FR1907163A FR3097830B1 (fr) | 2019-06-28 | 2019-06-28 | Procédé d’évaluation d’une loi de décélération et procédé d’assistance à la conduite |
PCT/EP2020/068234 WO2020260691A1 (fr) | 2019-06-28 | 2020-06-29 | Procédé d'évaluation d'une loi de décélération et procédé d'assistance à la conduite |
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EP3990327A1 true EP3990327A1 (fr) | 2022-05-04 |
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EP20734750.1A Pending EP3990327A1 (fr) | 2019-06-28 | 2020-06-29 | Procédé d'évaluation d'une loi de décélération et procédé d'assistance à la conduite |
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US (1) | US20220289222A1 (fr) |
EP (1) | EP3990327A1 (fr) |
FR (1) | FR3097830B1 (fr) |
WO (1) | WO2020260691A1 (fr) |
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KR20210149973A (ko) * | 2020-06-02 | 2021-12-10 | 현대모비스 주식회사 | 차량의 군집 주행 제어 시스템 및 방법 |
FR3146858A1 (fr) * | 2023-03-24 | 2024-09-27 | Psa Automobiles Sa | Contrôle très précis de la consigne de couple du gmp d’un véhicule terrestre pendant une phase de freinage |
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DE102011013022B3 (de) * | 2011-03-04 | 2012-08-30 | Audi Ag | Verfahren zur Bestimmung des Fahrwiderstands eines Fahrzeugs |
US8219296B1 (en) * | 2011-03-30 | 2012-07-10 | Nissin Kogyo Co., Ltd. | Control device for controlling drive force that operates on vehicle |
DE102011119008A1 (de) * | 2011-11-11 | 2013-05-16 | Volkswagen Aktiengesellschaft | Verfahren zum Betreiben eines Fahrzeugs, Steuereinrichtung und Fahrzeug |
FR2988651B1 (fr) * | 2012-03-29 | 2014-04-18 | Peugeot Citroen Automobiles Sa | Procede de controle de motorisation d’un vehicule comprenant au moins deux motorisations |
GB201420988D0 (en) * | 2014-11-26 | 2015-01-07 | Tomtom Telematics Bv | Apparatus and method for vehicle economy improvement |
US10328814B2 (en) * | 2016-04-05 | 2019-06-25 | Ford Global Technologies, Llc | Systems and methods to determine electric vehicle range based on environmental factors |
FR3072634B1 (fr) * | 2017-10-19 | 2021-07-30 | Renault Sas | Procede d'assistance a la conduite d'un vehicule automobile |
FR3088281B1 (fr) * | 2018-11-08 | 2020-10-16 | Continental Automotive France | Procede de controle de la chaine de traction d'un vehicule automobile |
-
2019
- 2019-06-28 FR FR1907163A patent/FR3097830B1/fr active Active
-
2020
- 2020-06-29 US US17/623,033 patent/US20220289222A1/en active Pending
- 2020-06-29 EP EP20734750.1A patent/EP3990327A1/fr active Pending
- 2020-06-29 WO PCT/EP2020/068234 patent/WO2020260691A1/fr active Application Filing
Also Published As
Publication number | Publication date |
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US20220289222A1 (en) | 2022-09-15 |
WO2020260691A1 (fr) | 2020-12-30 |
FR3097830B1 (fr) | 2021-08-20 |
FR3097830A1 (fr) | 2021-01-01 |
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