U.S. patent application number 15/474509 was filed with the patent office on 2017-07-20 for vehicle control in traffic conditions.
The applicant listed for this patent is Ford Global Technologies, LLC. Invention is credited to Enrique Remes.
Application Number | 20170203759 15/474509 |
Document ID | / |
Family ID | 57043523 |
Filed Date | 2017-07-20 |
United States Patent
Application |
20170203759 |
Kind Code |
A1 |
Remes; Enrique |
July 20, 2017 |
VEHICLE CONTROL IN TRAFFIC CONDITIONS
Abstract
A vehicle may include a steering wheel assembly, a powertrain,
and a controller. The steering wheel assembly may include an
interface. The controller may be programmed to, in response to a
vehicle speed being less than a threshold, enable the interface to
receive a driver input, and in response to a driver input received
while the vehicle speed is less than the threshold, operate a
powertrain to increase/decrease the vehicle speed subject to a
range of authority.
Inventors: |
Remes; Enrique;
(Huixquilucan, MX) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Family ID: |
57043523 |
Appl. No.: |
15/474509 |
Filed: |
March 30, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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14686268 |
Apr 14, 2015 |
9643606 |
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15474509 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60T 2201/022 20130101;
B60W 10/18 20130101; B60W 2520/10 20130101; B60W 10/04 20130101;
B60T 7/22 20130101; B60W 2540/10 20130101; B60W 2050/146 20130101;
B60W 50/0098 20130101; B60W 10/184 20130101; B60W 30/18063
20130101; B60W 50/12 20130101; B60W 40/04 20130101; B60W 2420/52
20130101; B60W 2754/30 20200201; B60W 30/146 20130101; B60W 50/08
20130101; B60K 35/00 20130101; B60W 30/16 20130101; B60T 7/12
20130101; B60K 2370/782 20190501; B60W 2554/80 20200201; B60W
2420/42 20130101; B60W 2540/215 20200201; B60W 2540/12 20130101;
B60W 30/14 20130101; B60W 2420/54 20130101; B60W 2554/801 20200201;
B60W 50/14 20130101; B60W 30/18018 20130101 |
International
Class: |
B60W 30/16 20060101
B60W030/16; B60W 30/18 20060101 B60W030/18; B60W 50/14 20060101
B60W050/14; B60W 10/18 20060101 B60W010/18; B60W 10/04 20060101
B60W010/04; B60K 35/00 20060101 B60K035/00; B60W 30/14 20060101
B60W030/14; B60W 40/04 20060101 B60W040/04 |
Claims
1. A vehicle comprising: a proximity sensor configured to provide a
signal indicative of a presence of another vehicle proximate the
vehicle; a first interface portion disposed on a grip portion of a
steering wheel and configured to provide a signal indicative of an
adjusted accelerator pedal position; and a controller configured
to, in response to an input indicative of a speed of the vehicle
being less than a threshold based on the signal from the first
interface portion, and in response to the signal from the proximity
sensor, apply a speed limit based on a first range of authority
associated with the input and operate a powertrain such that the
speed increases to the speed limit.
2. The vehicle of claim 1 further comprising a second interface
portion disposed on a grip portion of the steering wheel spaced
apart from the first interface portion, wherein in response to an
input via the second interface portion, while another vehicle is
proximate the vehicle and the speed is less than the threshold, the
second interface portion provides a signal indicative of an
adjusted brake pedal position to the controller and the controller
is further programmed to operate a brake assembly such that the
speed decreases.
3. The vehicle of claim 1 further comprising a second interface
portion disposed on the grip portion of the steering wheel spaced
apart from the first interface portion, wherein in response to an
input via the second interface portion, the second interface
portion provides a signal indicative of an adjusted accelerator
pedal position to the controller and the controller is further
programmed to operate the powertrain such that the speed
decreases.
4. The vehicle of claim 2, wherein in response to actuation of at
least one of an accelerator pedal and a brake pedal, the controller
is further programmed to deactivate the first interface portion and
the second interface portion.
5. The vehicle of claim 2, wherein in response to an input pressure
applied to the first interface portion greater than a threshold
input pressure, the first interface portion provides a signal
indicative of an adjusted accelerator pedal position up to a range
of authority of the first interface portion.
6. The vehicle of claim 2, wherein, in response to an input
pressure applied to the second interface portion greater than a
threshold input pressure, the controller is further programmed to
provide a signal indicative of an adjusted brake pedal position up
to at least a range of authority of the first interface
portion.
7. The vehicle of claim 1 further comprising a proximity sensor
configured to provide a signal indicative of a presence of another
vehicle proximate the vehicle.
8. A method of controlling a vehicle comprising: in response to
another vehicle being within a predetermined distance and a speed
being less than a threshold, entering a traffic mode that defines a
speed limit within a range of authority associated with an input on
an interface, and an increase in a rate of speed; and in response
to the input, operate a powertrain to increase the speed at the
rate to the speed limit.
9. The method of claim 8 further comprising, in response to an
input at a second interface while in the traffic mode, decreasing
the speed at a second rate defined by the traffic mode.
10. The method of claim 9, wherein decreasing the speed at the
second rate includes activating a brake assembly.
11. The method of claim 9, wherein decreasing the speed at the
second rate includes reducing a powertrain output torque.
12. The method of claim 9 further comprising, in response to
another vehicle not being within the predetermined distance or the
speed of the vehicle being greater than the threshold, exiting the
traffic mode, disabling the interface and the second interface, and
removing the speed limit.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. application Ser.
No. 14/686,268, filed Apr. 14, 2015, the disclosure of which is
hereby incorporated in its entirety by reference herein.
TECHNICAL FIELD
[0002] The present application relates to control systems for
vehicles during idle and stopped traffic conditions.
BACKGROUND
[0003] Some vehicles may be equipped with steering wheel mounted
controls. Commonly, such controls include cruise control buttons
that may enable a driver to set a vehicle speed during cruising
conditions and adjust the vehicle speed while cruising.
Additionally, such controls can include buttons to interface with
an audio system or an infotainment system.
SUMMARY
[0004] A vehicle includes a steering wheel assembly including an
interface, and a controller. The controller, in response to a speed
of the vehicle falling below a threshold, enables the interface.
The controller also, in response to a first driver input via the
interface while enabled, applies a vehicle speed limit based on a
first range of authority associated with the first driver input,
and operates a powertrain to increase the speed.
[0005] A vehicle includes a proximity sensor configured to provide
a signal indicative of a presence of another vehicle proximate the
vehicle, a controller, and a first interface portion disposed on a
grip portion of a steering wheel. In response to an input via the
first interface portion, while another vehicle is proximate the
vehicle and a speed of the vehicle is less than a threshold, the
first interface portion provides a signal indicative of an adjusted
accelerator pedal position to the controller and the controller
operates a powertrain such that the speed increases.
[0006] A method of controlling a vehicle in traffic jam conditions
includes, in response to another vehicle being within a
predetermined distance from the vehicle and a speed of the vehicle
being less than a threshold, entering a traffic mode that defines a
speed limit and a rate of speed increase. The method also includes,
in response to an input at a first interface portion while in the
traffic mode, increasing the speed at the rate up to the speed
limit.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] FIG. 1 an exemplary vehicle.
[0008] FIG. 2 is a top view of a vehicle in traffic jam
conditions.
[0009] FIG. 3 is a partial view of the steering wheel assembly and
a user interface.
[0010] FIG. 4 is an exemplary method of controlling a vehicle.
DETAILED DESCRIPTION
[0011] As required, detailed embodiments of the present invention
are disclosed herein; however, it is to be understood that the
disclosed embodiments are merely exemplary of the invention that
may be embodied in various and alternative forms. The figures are
not necessarily to scale; some features may be exaggerated or
minimized to show details of particular components. Therefore,
specific structural and functional details disclosed herein are not
to be interpreted as limiting, but merely as a representative basis
for teaching one skilled in the art to variously employ the present
invention.
[0012] Referring to FIG. 1, an exemplary vehicle is shown. The
vehicle 10 may be of any suitable type, such as a truck, bus, farm
equipment, military transport, or cargo loading equipment. The
vehicle 10 may include a powertrain 12, a drive axle assembly 14,
and a steering wheel assembly 16.
[0013] The powertrain 12 may provide power or torque to the drive
axle assembly 14 to propel the vehicle 10. The powertrain 12 may
include an engine 20 operatively coupled to a transmission 22 by an
input shaft 24.
[0014] The engine 20 may be configured as an internal combustion
engine that may be adapted to operate using any suitable type of
fuel, such as gasoline, diesel, ethanol, hydrogen, etc. The engine
20 may provide power or a propulsive torque to the transmission
22.
[0015] The transmission 22 may be operatively connected to the
engine 20 by the input shaft 24. The transmission 22 may be
operatively connected to the drive axle assembly 14 by an output
shaft 26.
[0016] The transmission 22 may be of any suitable type, such as an
automatic or manual multi-gear or step ratio transmission. The
transmission 22 may include a torque converter 30 and a gear box
32.
[0017] The torque converter 30 may be positioned between the engine
20 and the gearbox 28. The torque converter 30 may provide a
hydraulic coupling between the engine 20 and the gearbox 32. The
torque converter 30 may also provide torsional isolation to the
driveline such that the driveline may be isolated from disturbances
or perturbations.
[0018] The gearbox 32 may include multiple gearing arrangements or
friction elements configured to provide a plurality of gear ratios.
The plurality of gear ratios may selectively vary an output torque
of the transmission 22 based on a transmission state.
[0019] In at least one embodiment, the transmission 22 may include
an electric drive system 34. The electric drive system 34 may
include a friction element such as a disconnect clutch and an
electric machine such as an electric motor generator and an
associated traction battery. The electric drive system 34 may be
selectively coupled to the engine 20 via the friction element. At
least one of the engine 20 and the electric drive system 34 may
provide torque or power to the drive axle assembly 14 via the
output shaft 26 to propel the vehicle 10.
[0020] The drive axle assembly 14 may rotatably support a wheel
assembly via a drive axle 40. The output shaft 26 may be connected
to an input of a differential 42. The torque applied to the output
shaft 26 may be transmitted through the differential 42 and to the
drive axle 40 to rotate the wheel assembly.
[0021] The vehicle 10 may include a controller 50. The controller
50 may be configured to schedule transmission shift events, output
a transmission gear position, vary a powertrain output torque, or a
power-split between powertrain components if the vehicle 10 is so
equipped. The controller 50 may control various friction elements
or actuators of the transmission 22, such as clutches and/or
brakes, to selectively transmit power from the engine 20 to the
wheel assembly according to various transmission gear ratios.
[0022] The controller 50 may be configured to interpret inputs
provided by an accelerator pedal 60 and a brake pedal 62. The
accelerator pedal 60 may provide a signal indicative of an
accelerator pedal position to the controller 50. The controller 50
may be provided with an accelerator pedal map that may relate an
accelerator pedal position to a powertrain output torque. The
controller 50 may vary the powertrain output torque in response to
changes in the accelerator pedal position. For example, a decrease
in the accelerator pedal position may correspond to a request for
reduced powertrain output torque and the powertrain 12 may be
operated such that a vehicle speed decreases. An increase in the
accelerator pedal position may correspond to a request for
increased powertrain output torque and the powertrain 12 may be
operated such that a vehicle speed increases.
[0023] The brake pedal 62 may provide a signal indicative of a
brake pedal position to the controller 50. The controller 50 may be
in communication with a brake assembly 70. In response to brake
pedal 62 actuation, the controller 50 may operate a friction brake
of the brake assembly 70 to slow or inhibit rotation of at least
one wheel associated with the vehicle 10 to reduce a vehicle speed.
The brake assembly 70 may be configured as a drum brake or a disc
brake. The brake assembly 70 may include an ABS module 72. The ABS
module 72 may control or vary the braking force applied by the
brake assembly 70 based on the brake pedal position. In at least
one embodiment, the ABS module 72 may be configured to monitor a
vehicle speed. In at least one embodiment, a standalone wheel speed
sensor 74 may be disposed proximate a wheel and provide a signal
indicative of the wheel speed to the controller 50.
[0024] The steering wheel assembly 16 may be configured to provide
an input to a steering system to vary a wheel direction of a wheel
assembly. The steering wheel assembly 16 may include a steering
wheel 80 in rotatable connection with a wheel assembly through a
steering linkage. The steering linkage may articulate or pivot the
wheel assembly based on a steering wheel angle position.
[0025] Traffic jams and bumper-to-bumper traffic are very common in
larger cities. The operator of the vehicle 10 may repeatedly
actuate the accelerator pedal 60 and subsequently the brake pedal
62 in order to maintain a distance between a vehicle forward of the
vehicle 10 while the traffic is moving slowly. The repeated
actuation of the accelerator pedal 60 and the brake pedal 62 may
lead to operator fatigue. An ergonomic benefit to the operator of
the vehicle 10 may be provided by a pair of powertrain controls
disposed proximate a grip portion 82 of the steering wheel 80.
[0026] The powertrain controls may be provided as part of an
interface 84. The interface 84 may be disposed on or proximate a
first surface 86 of the steering wheel 80 proximate a grip portion
82. The first surface 86 of the steering wheel 80 may face towards
an operator of the vehicle 10. In at least one embodiment, the
interface 84 may be disposed on or proximate a second surface 88 of
the steering wheel 80. The second surface 88 may be disposed
opposite the first surface 86 and face away from the operator of
the vehicle 10. In a further embodiment, the interface may be
disposed on or proximate a steering wheel center or steering wheel
hub 90.
[0027] The interface 84 may enable the operator of the vehicle 10
to operate the powertrain 12 and the brake assembly 70 in lieu of
the accelerator pedal 60 and the brake pedal 62, respectively. The
interface 84 may include a button, a pressure sensitive switch, a
touch sensitive surface, smart surface or the like, enabled while
the vehicle 10 is operating in traffic jam conditions.
[0028] The controller 50 may be configured to detect conditions
indicative of the vehicle 10 operating in traffic jam conditions
based on a transmission state, a distance between the vehicle 10
and a vehicle proximate the vehicle 10, and a vehicle speed. The
transmission 22 may provide a signal indicative of the transmission
state, e.g. drive state and current gear ratio or neutral state, to
the controller 50. A proximity sensor 94 may provide a signal
indicative of a distance between the vehicle 10 and a vehicle
proximate the vehicle 10 to the controller 50. At least one of the
ABS module 72 and the wheel speed sensor 74 may provide a signal
indicative of the vehicle speed to the controller 50. The
controller 50 may operate the vehicle 10 in traffic mode in
response to the transmission 22 being in a drive state, the
distance between the vehicle 10 and the vehicle proximate the
vehicle 10 being within a predetermined distance, and a vehicle
speed being less than a threshold.
[0029] In at least one embodiment, the controller 50 may be
configured to determine traffic jam conditions based on a
predetermined number of brake pedal 62 depressions within a
predetermined period of time and the distance between the vehicle
10, a vehicle proximate the vehicle 10, and a vehicle speed.
[0030] Referring to FIG. 2, a top view of the vehicle 10 in
exemplary traffic jam conditions is shown. At least one proximity
sensor 94 may be disposed within a front portion of the vehicle 10.
The proximity sensor 94 may be configured to provide a signal
indicative of the presence of at least one vehicle proximate the
vehicle 10. The proximity sensor 94 may be a forward looking
camera, a radar, an ultrasonic sensor, or the like configured to
provide a signal indicative of a distance, t.sub.d1, between the
front portion of the vehicle 10 and a first vehicle 100. At least
one proximity sensor 94 may be disposed within a rear portion of
the vehicle 10. The proximity sensor 94 may be a rearward looking
camera, a radar, an ultrasonic sensor, or the like configured to
provide a signal indicative of a distance, t.sub.d2, between the
rear portion of the vehicle 10 and a second vehicle 102. The
controller 50 may enable the interface 84 to receive a driver
input, responsive to at least one of the first vehicle 100 within
the distance, t.sub.d1, and the second vehicle 102 within the
distance, t.sub.d2, while the vehicle speed is less than a
threshold.
[0031] Referring to FIG. 3, a partial view of the steering wheel
assembly 16 and a user interface 110 is shown. An indicator 112
indicative of operation of the vehicle 10 in traffic mode may be
output via the user interface 110 in response to the controller 50
detecting traffic jam conditions.
[0032] A first interface portion 120 of the interface 84 may be
disposed proximate the first surface 86 of the steering wheel 80.
In at least one embodiment, the first interface portion 120' may be
disposed proximate the steering wheel hub 90. The first interface
portion 120 or 120' may be located on the same side of the operator
of the vehicle 10 as the accelerator pedal 60. The first interface
portion 120 or 120' may be configured to receive a driver input
that may enable the operator of the vehicle 10 to increase or
decrease the vehicle speed a calibrated amount with respect to a
creep vehicle speed. The creep vehicle speed may be a speed of the
vehicle while the operator of the vehicle 10 has neither actuated
the accelerator pedal 60 or the brake pedal 62 and the vehicle 10
is propelled by the idling torque of the engine 20 or power
source.
[0033] The first interface portion 120 may be sized to receive a
thumb of the operator of the vehicle 10. The first interface
portion 120 may have a generally arcuate shape that may proximately
match the curvature of the steering wheel 80. The first interface
portion 120 may include a vehicle speed increment region 122 or
122' and a vehicle speed decrement region 124 or 124'. A driver
input applied to the vehicle speed increment region 122 may provide
a signal indicative of an adjusted accelerator pedal position to
the controller 50 such that the powertrain 12 is operated to
increase the vehicle speed a calibrated amount. The adjusted
accelerator pedal position may indicate an increase in accelerator
pedal position as compared to a previous accelerator pedal
position. A driver input applied to the vehicle speed decrement
region 124 may provide a signal indicative of an adjusted
accelerator pedal position to the controller 50 such that the
powertrain 12 is operated to decrease the vehicle speed a
calibrated amount. The adjusted accelerator pedal position may
indicate a decrease in accelerator pedal position as compared to a
previous accelerator pedal position.
[0034] The vehicle speed increase or decrease that may occur
responsive to actuation of the vehicle speed increment region 122
or the vehicle speed decrement region 124 may be calibrated based
on the duration of the application of the driver input or the
amount of pressure applied. For example, a short duration of the
application to the vehicle speed increment region 122 may increase
the vehicle speed a first calibrated amount above the creep vehicle
speed. A longer duration of the application to the vehicle speed
increment region 122 may increase the vehicle speed a second
calibrated amount above the creep vehicle speed, where the second
calibrated amount is greater than the first calibrated amount. A
first input pressure applied to the vehicle speed increment region
122 may increase the vehicle speed a first calibrated amount above
the creep vehicle speed. A second input pressure applied to the
vehicle speed increment region 122 greater than the first input
pressure or a threshold input pressure may increase the vehicle
speed a second calibrated amount above the creep vehicle speed.
[0035] A short duration of the application to the vehicle speed
decrement region 124 may decrease the vehicle speed a first
calibrated amount. A longer duration of the application to the
vehicle speed decrement region 124 may decrease the vehicle speed a
second calibrated amount, where the second calibrated amount is
greater than the first calibrated amount. A first input pressure
applied to the vehicle speed decrement region 124 may decrease the
vehicle speed a first calibrated amount. A second input pressure
applied to the vehicle speed decrement region 124 greater than the
first input pressure or a threshold input pressure may decrease the
vehicle speed a second calibrated amount, wherein the second
calibrated amount is greater than the first calibrated amount.
[0036] The increase or decrease of vehicle speed as a result of
inputs received via the vehicle speed increment region 122 or the
vehicle speed decrement region 124 of the first interface portion
120 may be subject to a first range of authority 126. The first
range of authority 126 may be output for display via the user
interface 110. The first range of authority 126 may provide
discrete calibrated amounts that the vehicle speed may be increased
relative to the creep vehicle speed. The first range of authority
126 may be based on the creep vehicle speed and a maximum vehicle
speed above the creep vehicle speed. The controller 50 may be
programmed to disable the interface 84 in response to a vehicle
speed being greater than the maximum vehicle speed above the creep
vehicle speed. The user interface 110 may provide a speed indicator
128 indicative of the vehicle speed relative to the first range of
authority 126 of the first interface portion 120 of the interface
84.
[0037] A second interface portion 130 of the interface 84 may be
disposed proximate the first surface 86 of the steering wheel 80.
The second interface portion 130 may be radially spaced apart from
the first interface portion 120. In at least one embodiment, the
second interface portion 130' may be disposed proximate the
steering wheel hub 90. The second interface portion 130 or 130' may
be located on the same side of the operator of the vehicle 10 as
the brake pedal 62. The second interface portion 130 or 130' may be
configured to receive a driver input that may enable the operator
of the vehicle 10 to decrease the vehicle speed a calibrated amount
with respect to the creep vehicle speed.
[0038] The second interface portion 130 may be sized to receive a
thumb of the operator of the vehicle 10. The second interface
portion 130 may have a generally arcuate shape that may proximately
match the curvature of the steering wheel 80. The second interface
portion 130 may include a first brake application region 132 or
132'and a second brake application region 134 or 134'. A driver
input applied to the first brake application region 132 may provide
a signal indicative of an adjusted brake pedal position to the
controller 50 such that the brake assembly 70 is operated to
decrease the vehicle speed a first calibrated amount. The adjusted
brake pedal position may indicate an increase in brake pedal
position as compared to a previous brake pedal position or
depression of the brake pedal 62. A driver input applied to the
second brake application region 134 may provide a signal indicative
of an adjusted brake pedal position to the controller 50 such that
the brake assembly 70 is operated to decrease the vehicle speed a
second calibrated amount. A brake application force associated with
the second calibrated amount may be greater than a brake
application force associated with the first calibrated amount. In
at least one embodiment, a driver input applied to the first brake
application region 132 may decrease the vehicle speed to
approximate the creep vehicle speed. A driver input applied to the
second brake application region 134 may decrease the vehicle speed
below the creep vehicle speed or bring the vehicle 10 to a complete
stop within a predetermined distance, t.sub.d1, from the first
vehicle 100.
[0039] The vehicle speed decrease that may occur responsive to
actuation of the first brake application region 132 or the second
brake application region 134 may be calibrated based on the
duration of the application of the driver input or the amount of
pressure applied. For example, a short duration of the application
to the first brake application region 132 or the second brake
application region 134 may decrease the vehicle speed a first
calibrated amount. A longer duration of the application to the
first brake application region 132 or the second brake application
region 134 may decrease the vehicle speed a second calibrated
amount, where the second calibrated amount is greater than the
first calibrated amount. A first input pressure applied to the
first brake application region 132 or the second brake application
region 134 may decrease the vehicle speed a first calibrated
amount. A second input pressure applied to first brake application
region 132 or the second brake application region 134 greater than
the first input pressure may decrease the vehicle speed a second
calibrated amount, wherein the second calibrated amount is greater
than the first calibrated amount.
[0040] The decrease of the vehicle speed as a result of inputs
received via the first brake application region 132 or the second
brake application region 134 of the second interface portion 130
may be subject to a second range of authority 136. The second range
of authority 136 may be output for display via the user interface
110. The second range of authority 136 may provide discrete
calibrated amounts that the vehicle speed may be decreased relative
to the creep vehicle speed. The second range of authority 136 may
correspond to or overlap with the first range of authority 126. The
user interface 110 may provide a brake indicator 138 indicative of
the vehicle speed relative to the first range of authority 136 of
the second interface portion 130 of the interface 84.
[0041] The accelerator pedal 60 and the brake pedal 62 may override
the interface 84 while the vehicle 10 is operating in traffic mode.
The controller 50, while operating the vehicle 10 in traffic mode,
may be programmed to disable the interface 84 in response to
actuation of at least one of the accelerator pedal 60 and the brake
pedal 62. In at least one embodiment, the controller 50 while
operating the vehicle 10 in traffic mode may be programmed to
disable the interface in response to a vehicle speed greater than a
threshold. The vehicle speed greater than the threshold may be a
vehicle speed greater than the first range of authority 126.
[0042] Referring to FIG. 4, an exemplary method of controlling a
vehicle is shown. The method may receive a vehicle speed, a signal
indicative of a presence of a vehicle proximate the vehicle, and a
signal indicative of a transmission state. At block 200, the method
may compare the current vehicle speed to a threshold vehicle speed.
Should the vehicle speed being greater than the threshold vehicle
speed, the method may restart the execution cycle. If the vehicle
speed is less than the threshold vehicle speed, the method may
continue to block 202.
[0043] At block 202, the method may compare a measured distance
between a vehicle proximate the vehicle 10 to a predetermined
distance. Should the measured distance between a vehicle proximate
the vehicle 10 be greater than the predetermined distance, the
method may restart the execution cycle. If the measured distance
between a vehicle proximate the vehicle 10 is within or proximate
the predetermined distance, the method may enter a traffic mode.
Upon entering the traffic mode, at block 204, the method may enable
the interface 84 disposed on the steering wheel 80.
[0044] At block 206, the method may monitor to see if a driver
input has been received at the interface 84. An operator of the
vehicle 10 may be able to provide an input at a first interface
portion 120 configured to perform the functions of the accelerator
pedal 60. The operator of the vehicle 10 may also be able to
provide an input at a second interface portion 130 configured to
perform the functions of the brake pedal 62. Should the operator of
the vehicle 10 not provide an input via the interface 84 the method
may restart the execution cycle.
[0045] At block 206, if an operator of the vehicle 10 provides an
input via the interface 84, the method may continue to blocks 208
or 212 depending on which interface portion received the input. At
block 208, if an input is received via the first interface portion
120 the method may continue to block 210 where the powertrain 12
may be operated to increase the vehicle speed. The vehicle speed
may be increased a predetermined amount, subject to a first range
of authority 126. The vehicle speed may be increased by increasing
a powertrain output torque.
[0046] At block 212, if an input is received via the second
interface portion 130 the method may continue to block 214. At
block 214, the vehicle speed may be decreased a predetermined
amount, subject to a second range of authority 136. The vehicle
speed may be decreased by activating the brake assembly 70 to apply
a friction brake. The vehicle speed may also be decreased by
reducing a powertrain output torque.
[0047] At block 216, the method, while operating the vehicle in
traffic mode, may continue to assess if the enablement basics of: a
vehicle speed less than a threshold vehicle speed and measured
distance between a vehicle proximate the vehicle 10 be within or
proximate the predetermined distance are still satisfied. If the
vehicle speed is greater than the threshold vehicle speed or the
measured distance between a vehicle proximate the vehicle 10 is
less than the predetermined distance, the method may continue to
block 218. At block 218 the method may exit traffic mode and
disable the first interface portion 120 and the second interface
portion 130 of the interface 84. In at least one embodiment, the
method may output for display an indicator indicative of the
disablement of the interface 84 and or the exiting from traffic
mode.
[0048] While exemplary embodiments are described above, it is not
intended that these embodiments describe all possible forms of the
invention. Rather, the words used in the specification are words of
description rather than limitation, and it is understood that
various changes may be made without departing from the spirit and
scope of the invention. Additionally, the features of various
implementing embodiments may be combined to form further
embodiments of the invention.
* * * * *