Driving aid arrangement, a vehicle and a method of controlling a longitudinal velocity of a vehicle

• US 10,106,160 B2
• Filed: 10/06/2016
• Issued: 10/23/2018
• Est. Priority Date: 10/13/2015
• Status: Active Grant

• Current Assignee: Volvo Car Corporation (AB Volvo)
• Original Assignee: Volvo Car Corporation (AB Volvo)
• Inventors: Nilsson, Jonas, Brannstrom, Mattias Erik
• Primary Examiner(s): Goldman, Richard A
• Application Number:
  US15/286,662
• Publication Number:
  US 20170101095A1
• Time in Patent Office: 747 Days
• Field of Search: 701 98, 701 45, 701 53, 188 5, 180262, 180164
• CPC Class Codes: B60T 1/14 directly on road portable devices, e.g. chocks B60T3/00
• CPC Class Codes: B60T 2201/022 Collision avoidance systems
• CPC Class Codes: B60T 2201/024 Collision mitigation systems
• CPC Class Codes: B60T 7/22 initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle , or by means of contactless obstacle detectors mounted on the vehicle
• CPC Class Codes: B60W 2050/0075 Automatic parameter input, automatic initialising or calibrating means
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2552/40 Coefficient of friction
• CPC Class Codes: B60W 2720/10 Longitudinal speed
• CPC Class Codes: B60W 30/143 Speed control B60W30/16 takes precedence
• CPC Class Codes: B60W 30/146 Speed limiting

Abstract

A driving aid arrangement configured to control a longitudinal velocity of a host vehicle, the arrangement including a driving environment monitoring unit, a road friction estimation unit configured to provide a road friction estimate, and a velocity control unit configured to control the velocity of the host vehicle on the basis of the monitored driving environment and the road friction estimate. The velocity control unit is further configured to control the velocity of the host vehicle on the basis of a pre-set road friction value, corresponding to a high road friction value, if the road friction estimation unit is unable to provide the road friction estimate. The driving aid arrangement further comprises an enhanced braking system arranged to provide an emergency braking of the vehicle upon detection of a crash threat event.

Claims

1. A driving aid arrangement configured to control at least a longitudinal velocity of a host vehicle hosting the arrangement, the arrangement comprising:

a driving environment monitoring unit configured to monitor a driving environment surrounding the host vehicle;

a tire to road friction estimation unit configured to selectively provide a first tire to road friction estimate during travel of the host vehicle;

a velocity control unit configured to control the longitudinal velocity of the host vehicle on the basis of at least the monitored driving environment and the first tire to road friction estimate to adjust the longitudinal velocity of the host vehicle such that at least one of a shorter distance (d) to a preceding vehicle and a higher longitudinal velocity of the host vehicle is obtained when the first tire to road friction estimate indicates a high tire to road friction value than when the first tire to road friction estimate indicates a low tire to road friction value, the velocity control unit further configured to control the longitudinal velocity of the host vehicle on the basis of a pre-set tire to road friction value when the tire to road friction estimation unit is unable to provide the first tire to road friction estimate, wherein the pre-set tire to road friction value corresponds to the high tire to road friction value; and

an enhanced braking system comprising a braking element, an actuator and a brake control unit, wherein the actuator is arranged to, upon activation, position the braking element in contact with a road surface on which the host vehicle is traveling to provide an emergency braking of the host vehicle, and the brake control unit is arranged to activate the actuator upon detection of a crash threat event.

2. The arrangement according to claim 1 wherein the braking element comprises a vacuum plate.

3. The arrangement according to claim 1 wherein the pre-set tire to road friction value is within the range of 0.65-0.95.

4. The arrangement according to claim 1 wherein the tire to road friction estimation unit is further configured to classify the first tire to road friction estimate as reliable or non-reliable where the velocity control unit further is configured to control the longitudinal velocity of the host vehicle on the basis of the pre-set tire to road friction value when the tire to road friction estimation unit is unable to provide a reliable first tire to road friction estimate.

5. The arrangement according to claim 1 wherein the velocity control unit is further configured to control the longitudinal velocity of the host vehicle by selectively applying wheel brakes of the host vehicle.

6. The arrangement according to claim 1 wherein the tire to road friction estimation unit is configured to provide a second tire to road friction estimate during braking of the host vehicle, and wherein the velocity control unit is configured to control the longitudinal velocity of the host vehicle on the basis of at least the second tire to road friction estimate when the second tire to road friction estimate is available.

7. The arrangement according to claim 6 wherein the crash threat event is, at least partially, detected by detection of the first tire to road friction estimate exceeding the second tire to road friction estimate with a predetermined threshold value.

8. The arrangement according to claim 6 wherein the crash threat event is, at least partially, detected by detection of the second tire to road friction estimate being insufficient for avoiding a crash.

9. A vehicle comprising a driving aid arrangement according to claim 1.

10. The arrangement according to claim 1 wherein the pre-set tire to road friction value is within the range of 0.65-0.95.

11. The arrangement according to claim 1 wherein the tire to road friction estimation unit is further configured to classify the first tire to road friction estimate as reliable or non-reliable where the velocity control unit further is configured to control the longitudinal velocity of the host vehicle on the basis of the pre-set tire to road friction value when the tire to road friction estimation unit is unable to provide a reliable first tire to road friction estimate.

12. The arrangement according to claim 1 wherein the velocity control unit is further configured to control the longitudinal velocity of the host vehicle by selectively applying wheel brakes of the host vehicle.

13. The arrangement according to claim 1 wherein the tire to road friction estimation unit is configured to provide a second tire to road friction estimate during braking of the host vehicle, and wherein the velocity control unit is configured to control the longitudinal velocity of the host vehicle on the basis of at least the second tire to road friction estimate when the second tire to road friction estimate is available.

14. A method of controlling a longitudinal velocity of a host vehicle using a driving aid arrangement including a driving environment monitoring unit, a tire to road friction estimation unit, a velocity control unit, and an enhanced braking system having a braking element, an actuator and a brake control unit, where the actuator is arranged to, upon activation, position the braking element in contact with a road surface on which the host vehicle is traveling to provide an emergency braking of the host vehicle, the method comprising:

monitoring a driving environment surrounding the host vehicle, using the driving environment monitoring unit;

selectively providing a first tire to road friction estimate during travel of the host vehicle, using the tire to road friction estimation unit;

controlling the longitudinal velocity of the host vehicle on the basis of at least the monitored driving environment and the first tire to road friction estimate to adjust the longitudinal velocity of the host vehicle such that at least one of a shorter distance (d) to a preceding vehicle and a higher longitudinal velocity of the host vehicle is obtained when the first tire to road friction estimate indicates a high tire to road friction value than when the first tire to road friction estimate indicates a low tire to road friction value, using the velocity control unit;

controlling the longitudinal velocity of the host vehicle on the basis of a pre-set tire to road friction value when the tire to road friction estimation unit is unable to provide the first tire to road friction estimate, using the velocity control unit, wherein the pre-set tire to road friction value corresponds to the high tire to road friction value; and

activating the actuator upon detection of a crash threat event, using the brake control unit.

15. The method according to claim 14 further comprising:

classifying the first tire to road friction estimate as reliable or non-reliable, using the tire to road friction estimation unit, and

controlling the longitudinal velocity of the host vehicle on the basis of the pre-set tire to road friction value when the tire to road friction estimation unit is unable to provide a reliable the first tire to road friction estimate, using the velocity control unit.

16. The method according to claim 14 further comprising controlling the longitudinal velocity of the host vehicle by selectively applying wheel brakes of the host vehicle, using the velocity control unit.

17. The method according to claim 14 further comprising:

providing a second tire to road friction estimate during braking of the host vehicle, using the tire to road friction estimation unit, and

controlling the longitudinal velocity of the host vehicle on the basis of at least the second tire to road friction estimate when the second tire to road friction estimate is available, using the velocity control unit.

18. The method according to claim 17 further comprising detecting the crash threat event, at least partially, by detecting the first tire to road friction estimate exceeding the second tire to road friction estimate with a predetermined threshold value.

19. The method according to claim 17 further comprising detecting the crash threat event, at least partially, by detecting the second tire to road friction estimate being insufficient for avoiding a crash.

20. A driving aid arrangement configured to control at least a longitudinal velocity of a host vehicle hosting the arrangement, the arrangement comprising:

a driving environment monitoring unit configured to monitor a driving environment surrounding the host vehicle;

a tire to road friction estimation unit configured to selectively provide a first tire to road friction estimate during travel of the host vehicle; and

a velocity control unit configured to control the longitudinal velocity of the host vehicle on the basis of at least the monitored driving environment and the first tire to road friction estimate to adjust the longitudinal velocity of the host vehicle such that at least one of a shorter distance (d) to a preceding vehicle and a higher longitudinal velocity of the host vehicle is obtained when the first tire to road friction estimate indicates a high tire to road friction value than when the first tire to road friction estimate indicates a low tire to road friction value, the velocity control unit further configured to control the longitudinal velocity of the host vehicle on the basis of a pre-set tire to road friction value when the tire to road friction estimation unit is unable to provide the first tire to road friction estimate, wherein the pre-set tire to road friction value corresponds to the high tire to road friction value.