Cruise control governor using optimal droop selection logic

• US 5,868,214 A
• Filed: 08/29/1995
• Issued: 02/09/1999
• Est. Priority Date: 08/29/1995
• Status: Expired due to Term

• Current Assignee: Cummins Incorporated
• Original Assignee: Cummins Incorporated
• Inventors: Workman, Matthew W.
• Primary Examiner(s): Johnson, Brian L.
• Assistant Examiner(s): LERNER, AVRAHAM H
• Application Number:
  US08/520,714
• Time in Patent Office: 1,260 Days
• Field of Search: 364/426.041, 364/426.042, 180/170, 180/178, 180/179, 123/357
• US Class Current: 180/179
• CPC Class Codes: B60K 31/047 the memory being digital
• CPC Class Codes: B60W 2552/15 Road slope, i.e. the inclination of a road segment in the longitudinal direction
• CPC Class Codes: Y02T 10/60 Other road transportation technologies with climate change mitigation effect

Abstract

A cruise control governor which is able to dynamically define and switch between various goal droop curves in order to find the best goal droop curve for use with the current vehicle driving situation. For instance, the present invention will dynamically define and select different goal droop curves when the vehicle is lugging up a hill, coasting down a hill, cruising on level ground, preparing to crest a hill, or preparing to transition off of a downhill slope.

Claims

1. A cruise control governor operable to maintain a set speed of a vehicle by commanding fueling to an engine of the vehicle according to a plurality of goal droop curves, wherein at least one of the plurality of goal droop curves is dynamically defined during operation of the vehicle;

and

wherein the plurality of goal droop curves comprise;

an isochronous droop curve which coincides with the set speed and is bounded by a first point below a full torque curve of the vehicle and by a second point above a zero torque curve of the vehicle;

a top standard droop curve which is bounded by the first point and by a third point on the full torque curve;

a top dynamic droop curve which is dynamically defined during operation of the vehicle and is bounded by a fourth point on the full torque curve to the left of the third point and by a fifth point on the isochronous droop curve between the first and second points;

a bottom standard droop curve which is bounded by the second point and by a sixth point on the zero torque curve; and

a bottom dynamic droop curve which is dynamically defined during operation of the vehicle and is bounded by a seventh point on the zero torque curve to the right of the sixth point and by an eighth point on the isochronous droop curve between the second and fifth points.

2. The cruise control governor of claim 1, wherein the at least one dynamically defined goal droop curve has an endpoint coinciding with an operating point of the vehicle on a full torque curve when an acceleration of the vehicle transitions from negative to positive.

3. The cruise control governor of claim 1, wherein the at least one dynamically defined goal droop curve has an endpoint coinciding with an operating point of the vehicle on a zero torque curve when an acceleration of the vehicle transitions from positive to negative.

4. The cruise control governor of claim 1, wherein the fourth point coincides with an operating point of the vehicle on a full torque curve when an acceleration of the vehicle transitions from negative to positive.

5. The cruise control governor of claim 4, wherein the fifth point is determined by an intersection with the isochronous droop curve of a line having a predetermined slope and passing through the fourth point.

6. The cruise control governor of claim 1, wherein the seventh point coincides with an operating point of the vehicle on a zero torque curve when an acceleration of the vehicle transitions from positive to negative.

7. The cruise control governor of claim 6, wherein the eighth point is determined by an intersection with the isochronous droop curve of a line having a predetermined slope and passing through the seventh point.

8. The cruise control governor of claim 1, wherein operation of the governor is transferred from the top dynamic droop curve to the isochronous droop curve if an acceleration of the vehicle is less than a predetermined amount and a rate of change of the acceleration is negative.

9. The cruise control governor of claim 1, wherein operation of the governor is transferred from the bottom dynamic droop curve to the isochronous droop curve if a deceleration of the vehicle is greater than a predetermined amount and a rate of change of the deceleration is negative.