MXPA96000825A - System for intelligent cruise control using motor control modes are - Google Patents

Abstract

The present invention relates to a system and method for intelligent cruise control using current engine control modes, which include a distance detector (58) to determine the distance and speed of approach in relation to a front vehicle and use this information to implement a distance control mode and a speed control mode. The distance control mode maintains a relative interval with a vehicle that can be chosen from the front and that can include accelerating the vehicle or decelerating the vehicle by removing the fuel, applying an engine brake (retarder) or lowering the gear change. the transmission (T) when the speed of the vehicle allows it. The speed control mode maintains a cruising speed that can be chosen if a target vehicle is not detected. The set cruise speed also works as the upper limit when in normal control mode. The system and the method carry out intelligent cruise control functions using external control logic (72) in relation to the electronic control module (40) using the engine speed control mode or the speed limiting control mode and the torsion of the engine according to SAE JI922 or SAE JI939 standards. Alternatively, a cruise control limit speed can be radiated by SAE JI587 to reduce vehicle speed when approaching a front vehicle in order to reduce the need for driver intervention. The invention can periodically change between engine control modes to avoid a delay in the control modes imposed by some engine manufacturers

Description

SYSTEM AND METHOD FOR INTELLIGENT CRUISE CONTROL USING CORRIENT MOTOR CONTROL MODES INVENTORS: SHUBHAYU CHAKRABORTY and WILLIAH JOSEPH MACK, citizens of India and the United States, respectively, residing at 2284 Pawnee, ixom, Michigan 48393; and 639 Barrocliff Road, Clemmons, North Carolina 27012, both in the United States.

APPLICANT: EATON VORAD TECHNOLOGIES, L.L.C., a company of the United States, domiciled at 10802 illo Court, San Diego, California 92127, United States.

Technical Field The present invention relates to a system and method for providing an intelligent cruise command using common motor control means. Technical Background As the microprocessors continue to develop, their use becomes common in a wide variety of applications in the controls. Different industries, such as automotive and high-powered trucks, continue to use ever higher computing speeds, available at decreasing prices, to offer the operator a variety of improved safety and comfort devices. Manufacturers constantly strive to make their improvements, devices and tools different from those of their competitors, resulting in systems and subsystems patented for vehicles that are difficult to integrate. In the high-power truck industry, the standard is for the buyer to specify the individual systems and subsystems that may be products of different manufacturers. For example, a customer may specify that the engine be from one manufacturer, the transmissions from another manufacturer and the axles from a third manufacturer. This requires cooperation between the systems chosen for the vehicle, which is made easier with the promulgation of industrial standards or recommended practices. Some organizations for standardization have tried to standardize the components of the systems for the vehicles and their corresponding operating methods. Regrettably, the efforts of different commissions usually fall behind the fast pace of technological development and turn out to be de facto norms. Therefore, many systems designed according to the standards, instructions or recommendations that are being developed can not integrate or adapt to the newly developed technology. It is desirable, therefore, that such novel components, systems and operating methods be capable of being adaptable to existing vehicles without significantly affecting the price, performance or operation of the new technology. As standards, recommendations and instructions are being developed, they undergo regular revisions and significant modifications. A system designed to conform to a specific normative text may not be fully compatible with revisions, additions or subsequent modifications. In addition, different organizations may have different opinions regarding the most desirable system, protocol or operational mode, which leads to the enactment of incompatible "standards". For this reason, it is often desirable to design configurable systems conforming with different recommendations or specifications that may emanate from different standardization commissions or as projects arising during development. Electronically controlled internal combustion engines are well established in the art and have been used for many years in different types of vehicles, including high-powered tractors with two-wheeled trailers. Therefore, the standards, recommendations, instructions, specifications and the like, collectively designated below as standards, are developed and published continuously by the different organizations. These standards designate the characteristics of the components, the verification procedures and the operational methods. Such organizations are "International Standards Organization" (ISO) (International Organization for Standardization), the "Society of Automotive Engineers" (SAE) (Society of Engineers of the Automotive Industry), and the "Institute for Electrical and Electronics Engineers" (IEEE) (Institute for Electrical and Electronic Engineers), among many others. Often, standards published by an organization will have corresponding designations in other organizations or may be a conglomeration of several other standards. Standards of particular interest in providing electronic controls for vehicle engines such as high-power tractors with two-wheeled trailers are published by the SAE and are designated as SAE J1922 and SAE J1939. Standard J1922 is an interim standard that will eventually be replaced by standard J1939 not yet concluded at the time of writing this application. As such, standards J1922 and J1939 have many similarities in their rules for the design and operation of the control system for internal combustion engines with compression ignition, such as diesel engines. It is known that the ISO 11898 standard is similar and generally compatible with the SAE J1939 standard. Standards J1922 and J1939 define different control modes for electronically controlled motors, including a normal mode, a co-regulating mode, a torsion control mode and a speed and torque limiting control mode. In the normal mode, the fuel supply of the engine is regulated, firstly, by the energy received from the vehicle operator, usually by means of the accelerator pedal. Of course, numerous other factors will influence the concrete determination of the provisioning of the engine with fuel, as will be described later in more detail. In the co-regulation mode, the supply of the motor is regulated so that a substantially constant speed of the same is maintained. The torsion control mode is performed to obtain a substantially constant torsional performance of the engine (as a percentage of the total available torque) regardless of engine speed and vehicle speed. The speed and torque limiting drive mode imposes an upper limit on the engine speed and / or the performance of the engine torque. The limiting modes can be used to limit the current operating mode and command the motor to have a certain speed or torque performance. The control mode depends on the specific operating conditions and the commands received by the motor controller, which can be generated by different systems and sub-systems of the vehicle or by the vehicle operator. A more detailed description of the operating modes may be found in the specifications J1922 and J1939 published by the SAE, the descriptions of which are hereby incorporated by reference in their entirety. Other related standards used in the control and electronic communication of the engine include SAE J1587, SAE J1708 and SAE J1843, the descriptions of which are hereby incorporated by reference in their entirety. The traditional cruise control functions are carried out by the engine governor and are used to automatically maintain a desired speed on the route or a desired engine speed, without requiring operator intervention. Normally, a switch-disconnect switch is provided to regulate the cruise in addition to a switch that sets the desired vehicle speed or engine speed according to the specific operating speed when the switch is operated. Some systems provide an additional switch to increase the speed of the settings and automatically return to the previously set speed. Under constant driving conditions, the cruise control can reduce driver fatigue and improve their welfare, improving fuel economy in many applications as well. However, the constantly increasing volume of traffic often causes traffic jams, which reduces or eliminates the opportunities to maintain a predetermined constant speed for long periods of time, thereby limiting the advantages of the cruise control. In addition, it is likely that vehicle operators will avoid the use of cruise control in marginal conditions, when the speed of traffic is constantly reduced and then accelerated, requiring repeated interventions by the driver who must put and return to the command of cruise, even when such occurrences are separated by intervals of several minutes. Therefore, a system and method of cruise control taking into account the variations in the speed of transit, would allow an increased use of the cruise control and a corresponding increase in the advantages that it provides. Recent advances in cruise control technology have led to systems capable of measuring and maintaining a substantially constant tracking distance or relative distance to a front vehicle. The distance between them is determined based on the specific speed of the vehicle and the approach speed and is often indicated in seconds, while the tracking distance is independent of the speed and approach speed, and is indicated in feet. These so-called intelligent or adaptive functions in the cruise control normally use an electromagnetic beam, such as a laser beam, a radar microwave beam, or a video image, to determine the inter-vehicular distance and the approach speed between the host vehicle and one or more front vehicles. This information can be used to automatically adjust the flow of traffic and "track" or track the front vehicle at a tracking distance chosen by the operator. The information on distance and approach speed can also be used to alert the vehicle operator to a potentially dangerous situation, such as on a follow-up of the front vehicle at too short a distance in view of the current speed of the vehicle or a too close approach. fast to the front vehicle or other object, which could cause a collision. Some intelligent cruise control systems, known in the art, are tailored to the application, which requires complete integration of the system when designing, manufacturing and assembling the vehicle. In these systems, the intelligent cruise control module can regulate the acceleration and deceleration of the vehicle by means of a custom engine regulator module, which will be able to carry out an intelligent cruise control algorithm in order to modify the supply of the engine with fuel or for braking the vehicle. However, these systems do not provide an arrangement that can be installed without significant modifications to the currently available motor regulator modules. Furthermore, it is difficult to reposition these systems and may even be completely incompatible with existing vehicles without significant system modification and cost, particularly when applied to medium or high-powered trucks that have diesel engines. Therefore, it is desirable to have a system and method for carrying out an intelligent cruise control function in vehicles that may have, or do not have, traditional cruise control functions, without requiring substantial modifications to the system. Description of the Invention Therefore, it is an object of the present invention to provide a system and method for intelligent cruise control that can be combined with existing systems and subsystems in vehicles, without requiring significant modifications. It is another object of the present invention to provide a system and method for intelligent cruise control that automatically follows the speed of the front vehicle. Still another object of the present invention is to provide a system and a method of cruise control that keeps the advance time substantially constant relative to a front vehicle., using common motor regulation modes. Yet another object of the present invention is to provide a system and method for intelligent cruise control using standard engine regulation modes, easily approaching a front vehicle to establish a tracking interval, advancing little or nothing. Still another object of the present invention is to provide a system and method for intelligent cruise control that can be accommodated in a wide weight range of vehicles, typically medium and heavy duty vehicles of class 7 or class 8 MVMA .

Still another object of the present invention is to provide a system and method for intelligent cruise control not sensitive to signals of small irregularities in inter-vehicular distance or relative speed. Another object of the present invention is to provide a system and method for intelligent cruise control that reduces sensitivity to variations in the path load. A further object of the present invention is to provide a system and method for intelligent cruise control that allows the vehicle operator to choose the desired interval between the vehicles. A further object of the present invention is to provide a system and method for intelligent cruise control using the engine speed regulation mode according to SAE J1922 and SAE J1939 standards. Still another object of the present invention is to provide a system and method for intelligent cruise control using the control mode limiting the engine speed and its torque according to SAE J1922 and SAE J 1939 standards. Another aspect of the present invention is to provide a system and method for intelligent cruise control that regulates a motor retarder and / or vehicle transmission (and / or a retarder of motive force) to provide a more pronounced deceleration to In order to reduce operator intervention.

In the implementation of the objects indicated above and other objects and features of the present invention, a system to be used in a vehicle is provided having a motor controlled by an electronic control module that puts into practice a control strategy including a mode for regulating the speed of the motor and / or a regulating mode for limiting the speed and the torque of the motor, the system including a detector in communication with the control logic to determine a desired parameter of the vehicle based on a desired parameter and communicated the desired value to an electronic control module to choose one of the motor regulation modes in order to carry out the cruise command in response to the detected parameter. In one embodiment, the vehicle also includes an engine brake and an automated transmission and the control logic is operable to selectively actuate the engine brake and require the transmission to lower the speed in response to the detected parameter. The detected parameter may include the inter-vehicular distance or the speed relative to the vehicle or front object. A system according to the present invention comprises a control logic that determines an appropriate deceleration value based on the detected parameter, a freely selectable tracking distance, and available devices for decelerating the vehicle. The control logic monitors the signal received from the detector to establish the status of the detector and characterizes the reliability of the detected parameter. Preferably, the control logic communicates with the electronic control module using the SAE J1922 or SAE J1939 standards and outputs a signal indicating the desired motor speed or the limit of the desired speed and torque of the motor. The system allows the operator to pass over the intelligent cruise control via an accelerator pedal and automatically return to the intelligent cruise control mode when the accelerator pedal returns below a predetermined threshold. In addition, the system of the present invention fits a wide range of vehicles of different normal weights in the high power truck industry. A method according to the present invention for use in a vehicle with a motor controlled by an electronic control module and a control logic in communication with a distance detector, including the electronic control module a parameter indicating the inter-vehicular distance between the vehicle and a front vehicle and determine the value of the desired deceleration (or acceleration) based on the inter-vehicular distance and a freely chosen following distance, issuing a message using the J1922 or J1939 standards to regulate the en-route speed of the vehicle in order to maintain the desired tracking distance. In one embodiment, the control logic communicates with an automated transmission and with a motor braking device to provide a more stringent regulation of vehicle deceleration in response to inter-vehicular distance. The method also includes the maintenance of a set speed at choice even when a front vehicle has not been detected and limits the acceleration to the chosen speed when trying to obtain the desired tracking distance. In one embodiment of the present invention, the method comprises the use of an engine speed control mode according to J1922 / J1939, while in another embodiment the method comprises the use of the speed limiting mode of the engine and its torque. Torsion according to J1922 / J1939. In another further embodiment, the method comprises the emission of a signal indicating the upper limit of the cruise control by J1587 to remove the fuel to the engine. To make it easier to use in motors that limit the available time of the modes that counteract the control of the motor, the present invention also allows periodic commutation between the available control modes. The advantages resulting from the present invention are many. The system and method of the present invention automatically adjust the speed of the vehicle to reduce the intervention of the driver in reaching the desired range or distance between the host vehicle and the front vehicle and in maintaining this interval or follow-up distance. For example, it is desirable that the cruise speed be automatically reduced without driver intervention when the vehicle approaches a front vehicle. As soon as the front vehicle is no longer detected, the system and method of the present invention allow acceleration up to the previously established cruise speed. In addition, the system and method of the present invention utilize the common modes of engine control and are therefore easily installed in a variety of different engines that conform to these standards. Since the system and method of the present invention uses normal control knobs that can be used in conjunction with the traditional cruise controls implemented by the electronic control module, the present invention provides buyers with an independent cruise control strategy of a particular engine or transmission purchased. In addition, the present invention adjusts to the engines of different manufacturers without covering their "style" or the "sensation" of the command, that is, if the response of the vehicle is firm, aggressive, or soft, etc. Unlike some intelligent cruise control systems known in the prior art, the present invention provides a tracking interval that can be selected and not a fixed one. The method also includes forecasting a future value of the route load based on a predetermined number of previously determined route load values and the forecast of a collision based on predicted deceleration capacity, inter-vehicular distance and Approach speed. In a preferred embodiment, the method uses Newton's technique of divided differences to extrapolate a value of the path load based on previously stored values. The advantages of the present invention are numerous. The system and method of the present invention provide a more reliable warning of a possible collision by using the current operating conditions and taking into account variations in vehicle load conditions and deceleration devices available in the vehicle, such as a transmission. automated or a motor retarder. The system and method of the present invention provide an indication of the cumulative effect of the deceleration forces acting on the vehicle when using the information issued from the control module, so that sophisticated detectors are not required. Therefore, the present invention provides an improvement in the reliability of the information generated by a warning system of a possible collision by reducing the cases of false alarms, thereby increasing the confidence of the operator of the vehicle in the value of the warning system of the vehicle. possible collisions. These objects and other objects, features and advantages of the present invention will be easily appreciated by any person moderately skilled in this technique when reading, together with the attached drawings, the following detailed description of the best way to carry out the invention. Brief Description of the Drawings Figure 1 is a functional diagram of a vehicle arrangement for putting into practice the intelligent cruise control of the present invention; Figure 2 is a functional diagram illustrating the logical connections and the sequence of the data in a system and an intelligent cruise control method according to the present invention; Figure 3 is a more detailed functional diagram illustrating the logical connections and the sequence of data for the command logic illustrated in Figure 2; Figure 4 is a functional diagram illustrating the system and the intelligent cruise control method according to the present invention; Figure 5 is a graph showing the vehicle speed as a function of time illustrating the variation in vehicle deceleration due to the weight of the vehicle; Figure 6 is a graph showing the vehicle speed as a function of time illustrating the variation in the deceleration of the vehicle due to the performance of a motor retarder according to the present invention. Figure 7 is a graph illustrating the selection of devices for deceleration of the vehicle according to the present invention; Figure 8 is a graph illustrating the operation of an intelligent cruise control using the engine speed control mode of SAE J1922 or SAE J1939, according to the present invention; Figure 9 is a graph illustrating the operation of the intelligent cruise control using the engine speed and torque limiting mode of SAE J1922 or SAE J1939 engine, according to the present invention, and Figure 10 is a diagram functional of an alternative embodiment having an intelligent cruise control logic within a warning system for the collision hazard according to the invention. BEST MODE FOR CARRYING OUT THE INVENTION With reference to Figure 1, there is shown a graphic representation of an embodiment of the system and the method for intelligent cruise control according to the present invention. Figure 1 depicts a vehicle 10, such as a tractor of a tractor vehicle with a two-wheeled trailer, provided with an electronically controlled engine E, coupled to a transmission assembly T by a clutch mechanism C. Although the vehicle shown in FIG. Figure 1 illustrates one of the possible applications of the system and the method of the present invention, it is to be understood that the present invention is not limited to a special type of electronically controlled engine vehicle but also encompasses engines with functions commanded by known means that use the information about the distance and / or information about the speed of approach described herein. In a preferred embodiment, the transmission T is preferably a stepped gear change or a gear change with a main section connected in series with an auxiliary section including a secondary shaft 12 coupled to a motor shaft 14 of the vehicle. The vehicle 10 includes at least two axes, a steering axle 16 and at least one driving axle, such as axes 18 and 20. The axles have respective wheels provided with fixing or service brake components 22, manual or Automatically acted according to specific applications and operating conditions. For example, a vehicle fitted with an ABS can assume, under suitable conditions, the automatic control of braking, when the vehicle is braking and the system discovers a sufficient slip difference in one or several wheels. The operation of an ABS system is not affected by the operation of an ABS system is not affected by the operation of the present invention, since the ECM uses a system of priorities defined by the SAE J1922 OR J1939 standards. This priority system gives the ABS system a higher priority than the intelligent cruise control functions so that the intelligent cruise control does not have to know about ABS operation. The components of the service brakes 22 may include wheel speed sensors and electronically controlled pressure valves, for performing the control of the vehicle braking system, as described herein. The vehicle 10 also includes conventional control means operated by the operator, such as the clutch pedal 24, the acceleration pedal 26, the brake pedal 28 and an operator interface, such as a bracket with the instrument panel 30, which may comprise any of the multiple devices 32, such as lights, LEDs or LCD screens, alarms, buzzers, and the like. The bracket with the instrument panel 30 also includes several actuating devices 34, such as switches, potentiometers, push buttons and the like. The vehicle control system includes an engine control module (ECM) 40 and preferably includes an additional control module for controlling the transmission T, such as the control module (TCM) 42. Of course, in some applications the The control of the motor and the transmission can be combined in a single electronic control module. The ECM 40 and the TCM 42 are in communication with several detectors by means of input 44 and with drive means by means of output 46. The detectors may include a detector of the steering angle 48., wheel speed detectors (included in the braking components 22), an electronic acceleration pedal (APS) sensor 50, an actuating speed detector or switch, a clutch control / detector 54, an actuator speed 56 and a detector 58 indicating the inter-vehicular distance and / or the approach speed, among many others. Preferably, the detector 58 provides information regarding the distance and approach speed between the vehicle 10 and at least one vehicle or front object. In a preferred embodiment, the detector 58 forms part of the Eaton VORAD EVT-200 collision warning system, which can be obtained from the assignee of the present invention in the stores. The impellers include a gearshift impeller 60 for automatically performing a gear change within the transmission T, electronically controlled pressure valves (included among the components for braking 22) and a retarder of the motor 62. It is known that a Engine retarder is a device used to supplement the brake linkage or service brakes during long downhill descents and to extend the useful life of the service brake in very frequent initiations and stops. The retarders can be classified as engine brakes, gas leak brakes, hydraulic retarders and electric retarders. In a preferred embodiment, the engine retarder 62 is an engine brake such as the known Jake engine brake. This device converts a Diesel engine generating energy into an air compressor that absorbs energy. This is achieved by cutting off the fuel supply and hydraulically opening the exhaust valve when two or more pistons approach the top dead center during the compression stroke. It is important to verify that the fuel flow to the engine has been interrupted before activating the engine brake. If it is not done, a mixture of unburned fuel will escape through the exhaust. This is why many engine manufacturers put the engine brake out of service when the cruise control is engaged. However, the present invention will be able to use the engine retarder when the intelligent cruise control is engaged to reinforce the deceleration of the vehicle. This is done by sending the engine retarder only after establishing that there is no fuel in the cylinders, as will be described in more detail below. As also illustrated in Figure 1, a diagnostic module 64 can be selectively connected to the ECM 40 and preferably communicates status messages as defined in the SAE J1587 protocol to facilitate the vehicle diagnostic and maintenance service. These messages will also be usable by the other microprocessors in the system, such as the TCM 42, and include information such as the current en-route speed, the status of the cruise control and the speed set by the cruise control, among many others. . The status of the cruise control includes information on several cruise control switches, the brake pedal switch and the position of the clutch pedal, among others. The ECM 40 communicates with the TCM 42 preferably by the standards SAE J1922 or SAE J1939. Preferably, the communication connection between ECM 40 and TCM 42 is made according to the physical layer SAE J1708 standard, or the CAN standard (control area network). Also preferably the distance detector 58 communicates with the ECM 40 and / or ECM 42 by means of a communication connection that complies with SAE J1708 or CAN standards and communication standards substantially similar to SAE J1922 or SAE J1939. As will be appreciated by persons of ordinary skill in the art, the various communications between the electronic controls, detectors and impellers may be modified to suit the particular needs of a specific application without departing from the spirit or scope of the present invention. In a similar way, the different communication connections and protocols can be adjusted with suitable translators or transformers. For example, in one embodiment of the present invention, the distance detector 58 communicates directly with the ECM 40 using the J1708 and the J1939. In another embodiment of the present invention, the distance detector 58 communicates in series via an RS232 connection which is first transformed into J1708 and then into a CAN protocol to communicate with the TCM 42, which then communicates with the ECM 40 via a transformer CAN / J1708 and a message protocol J1922. In this way, the present invention is based on an exchange of command and information of the independent status of the specific path of the data and, in some cases, the message protocol used in the exchange of information. The ECM 40, the TCN 42 and the detector 58 can contain logic control rules implemented in different combinations of circuit components of the devices and microprocessors programmed to carry out the control of the different systems and subsystems of the vehicle. Often, the control functions are logically separated and have input parameters, control equations and specific output parameters that may be unique in their genre or applicable equally in other logic control functions and / or in other systems or motor subsystems. The control functions for the cruise (whether smart or traditional) are schematically represented by the cruise control block 70 within the ECM 40 and represent the particular logic rules used to perform these functions, as described herein. Similarly, the TCM 42 includes a cruise control block 72 which represents the logic rules necessary to implement the cruise control functions and may include intelligent cruise control functions when used with the detector 58. Alternatively, the detector 58 may contain the control logic for the intelligent cruise through an interface according to the present invention. Therefore, the different aspects of the present invention are independent of a particular location of the microprocessor and / or the circuitry that implements the control logic. For example, in one embodiment of the present invention, the cruise control blocks 70 and 72 implement the traditional functions of the cruise control for the engine E and the transmission T, respectively, while the detector 58 includes the logic rules for perform the intelligent cruise control functions (best illustrated in Figure 10) for the E motor and / or the T transmission, respectively. In this embodiment, the detector 58 preferably communicates directly with the ECM 40 using SAE J1922 / J1939. In another embodiment of the present invention, the detector 58 provides information on the distance and approach speed to the TCM 42 and the cruise control block 72 performs the functions of the intelligent cruise control, while the cruise control block 70 within the ECM 40 it performs the traditional cruise control functions. In this embodiment, the sensor 58 is preferably connected to the TCM 42 and there is no need to use a particular communications protocol. Referring now to Figure 2, there is shown a functional diagram illustrating the logical connections and the data sequence of the system and the method for intelligent cruise control according to the present invention. The energy for the system is preferably provided by a switch key such as a conventional ignition switch, as indicated by block 118. The command logic which is implemented by the intelligent cruise control is indicated by block 120. In In a preferred embodiment, the cruise control logic communicates with a transmission interface 122 and exchanges various information about the status and command. Information about the status can include the status of the vehicle brake switch, the transmission gear, the engine speed and the speed in route. The information on the control can include an order on the change of speeds in the transmission, or the controls of speed regulation to obtain a synchronous speed of the engine during the change of speeds. The transmission interface 122 is connected to the vehicle transmission control module 124 to monitor the different transmission detectors and to send the different impellers to obtain information such as on the transmission gears and the speed changes in conditions appropriate operational The transmission interface 122 also provides the driver interface 126 with the information on the en-route speed. The operator of the vehicle or driver, indicated schematically with the block 128, exchanges information with the vehicle systems via the driver interface 126. Preferably, the driver interface for intelligent cruise control is substantially similar to the interface of traditional cruise control, providing a nominal information curve to use the characteristics of the intelligent cruise control. The driver of the vehicle chooses a desired tracking distance (interval) (preferably in seconds) by means of a potentiometer located on the control panel of the bracket. Preferably, the range of intervals that may be chosen varies continuously from about one (1) second to four (4) seconds, which corresponds to an inter-vehicular distance that depends on the current speed of the vehicle. A start-up switch is also provided to set the current speed on the route when it is pressed. Other switches could be provided to disconnect the intelligent cruise functions in order for the system to function as a traditional cruise control system. The driver interface 126 could also provide the driver with status information by lights, alphanumeric representations and the like. In addition, the driver interface 126 may include controls to allow the use of the engine retarder and the delay level corresponding to the operation of the retarder on two, four or six cylinders. The driver interface 126 converts the distance of the desired interval into a tracking distance using the vehicle speed obtained from the transmission interface 122 and communicates this information to the cruise control logic 120 in conjunction with the state of the start switch of the cruise. The interface 130 of the motor area network (CAN) communicates with the cruise control logic 120, the distance detector 132 and the engine control module 134. The cruise command logic 120 exchanges the signal information and the status with the distance detector 132, and information on the status of the cruise control and information on the desired speed of the engine with the engine control module 134 via the CAN 130 interface. Preferably, the CAN interface 130 communicates with the engine command module 134 using the status messages and the SAE J1922 or SAE J1939 command. The cruise control logic 120 could directly regulate the retarder of the motor 136, or it could optionally communicate through the CAN 130 interface or the engine control module 134, which depends on the particular application. With reference to Figure 3, a functional diagram illustrating the logical connections and the data sequence for the cruise control logic of Figure 2 is shown. It should be taken into account that although some blocks of the diagram and the sequences of Steps presented in the description of the present invention represent a sequential processing of the method steps, different processing strategies may be used without departing from the spirit or scope of the present invention. For exampleIf the command logic is implemented in the provisions, many stages of the method can be executed simultaneously or almost simultaneously. Similarly, an interrupted pulse processing strategy may be used to achieve the objects and advantages of the present invention. A person moderately skilled in this art will also understand that the concepts of the present invention could obviously be extended for a parallel implementation, without departing from the spirit or scope of the present invention. Similarly, a combined, sequential and parallel implementation, using devices and / or programs to achieve one or more of the objects and advantages of the present invention, is contemplated by the present invention. The control logic starts in block 150 of Figure 2, when power is supplied to the system. Block 152 initiates the calibration variables relating to the existence and / or state of the various components, such as if an engine retarder is installed and if the vehicle has a transmission capable of making automatic speed changes. Block 154 transfers the current variable values of the system to the memory as "previous" values so that the system can boast or maintain an earlier state if a signal cut occurs, as explained in detail below. Block 156 performs the other functions of the cruise control logic with each cycle having reference numbers from 158 to 212 before returning to block 154 and the procedure continues while power is supplied to the system. Following the reference to Figure 3, block 158 reads the messages from the distance detector to determine its status. In each cycle the detector preferably emits a message through the CAN interface, which includes the distance and speed of approach between the vehicle and two front vehicles and the status of the detector unit. Of course, if desired, the control logic of any of the system's processors could calculate the inter-vehicular distance by integrating the approach speed or the relative speed. If the detector indicates an error or a malfunction, the intelligent cruise control is disconnected and preferably the traditional cruise control. Block 160 analyzes the distance and approach speed to determine if the target vehicle is within the range of the detector. In a preferred embodiment, the detector uses a radar microwave beam to detect up to two (2) front vehicles within a range of approximately 350 feet (106.68 meters) relative to the host vehicle. The detector determines the distance and the approach speed based on the variation by the Doppler effect between the transmitted and the return signals, this variation indicating the velocity of the target vehicle relative to the host vehicle. Therefore, if the host vehicle travels at the same speed as the target vehicle within range of the speed detector, the Doppler shift variation will be close to zero and the distance detector will emit this as distance and approach speed with respect to to the front vehicle. However, if no front vehicle is detected (which may be the result of electromagnetic interference or unanticipated evacuation of the transmitted radar beam), the distance detector also emits a distance and a zero approach speed. The block 160 then examines the signal for a predetermined period of time, preferably two (2) seconds, to determine whether the previous or subsequent condition exists. If the detector emits a signal indicating a zero distance for more than a predetermined period of time, and there is no indication of a malfunction, then it means that there is no target vehicle. Otherwise, during brief interruptions of the signal, a value of the order of zero is applied to the values of the system, ie the system maintains its previous value of the engine speed and retarder, unless a flow of fuel is detected to the engine cylinders, as will be explained more in detail below. If a fuel flow is detected, the engine retarder is deactivated. Alternatively, a first blocking command can be used during brief interruptions in the signal, using the previous value of the inter-vehicular distance and the speed. If a sudden reduction in intervehicular distance is detected, but the intervehicular distance remains positive, the system reacts immediately. This can happen if a second front vehicle is placed between the first front vehicle and the host vehicle. If a sudden increase in the values of the signal is detected, the system imposes a delay, preferably about two seconds, before reacting. This can happen when the vehicle goes through a curve and the detector momentarily stops detecting the front vehicle or for the moment detects a second front vehicle. Block 162 of Figure 3 represents the current state of the intelligent cruise control, which may have one of the states represented by blocks 164 to 170. The smart cruise begins with the OFF state (disconnected), represented by block 168 in which orders of changes of speeds or orders of the retarder of the motor (the supply or remove of fuel) are canceled. If the en-route speed of the vehicle is above a predetermined minimum speed in route, preferably 30 miles / hour (approximately 50 km / h), and the cruise start button has been pressed, the status changes to that of the initiation (INIT), as represented by block 170. The INIT state sets several counters to zero and sets the cruise speed to the current value of the en-route speed. This established speed could be characterized as the maximum speed that will be obtained with the intelligent cruise system. Therefore, if the host vehicle follows a target vehicle that then accelerates, the host vehicle will accelerate to the speed set by the cruise control.

For this reason, the speed of the cruise control counteracts the desired tracking distance, chosen by the operator through the potentiometer on the instrument panel of the bracket. Being in the INIT state, if the en route speed then falls below the minimum allowed, or the driver presses the accelerator pedal past a specified point (85% is a preferred embodiment), the state changes in PAUSE as it is represented in block 166. This allows the driver to get ahead of the slow vehicle instead of following it. When the position of the accelerator pedal has returned below a second specified point, preferably by 50%, the cruise control resumes its previous function, be it to follow a front vehicle (command mode by distance) or to maintain a set and desired cruise point (speed control mode). The traditional cruise control functions, implemented in the engine control module, leave the control to the operator if the torsion requested by the accelerator exceeds the torque determined by the cruise control module. The present invention uses the position of the accelerator pedal for a similar characteristic, because the information about the torsion is not easily obtained by "foreign" processors, that is to say others that are not the engine control module. Furthermore, in some engines, the position of the pedal corresponds to the speed of the engine and not to the torque of the engine (namely the all-speed engines). In other engines, such as "min-max" engines, the position of the pedal corresponds to the engine torque. Therefore, by using the position of the accelerator pedal, a simple implementation of the present invention can be used with any of two types of engines. If the accelerator pedal is depressed, or the distance detector indicates an error, the status changes to OFF, as represented by block 168. Otherwise, the state changes to ON (connected) as shown in the figure below. block 164. When it enters the PAUSE state, as it is represented by block 166, any request for transmission change or the order of the engine retarder (or the order to supply with fuel or to remove the fuel) made to the cruise control smart, it is reset or canceled. Being in the PAUSE state, if the accelerator pedal returns below the second specific point (50% in a preferred embodiment) and the en-route speed of the vehicle is above a predetermined minimum point, the state changes to ON as it is. describes above. If the brake pedal is depressed or the distance detector indicates an error, the status changes to OFF. If the en-route speed is above the predetermined minimum speed and the cruise button is pressed, the state changes to an INIT state which resets the determined point of the cruise to the current en-route speed of the vehicle. When in the ON state, as represented by block 162 of Figure 1, and the position of the accelerator pedal exceeds the first specified point or the en-route speed of the vehicle falls below the predetermined minimum speed, the state changes in PAUSE. As in the previously described states, if the brake pedal is depressed or the distance detector indicates an error, the state changes to OFF. If not, the control logic continues to perform the functions illustrated in blocks 180 to 212. Block 180 calculates the acceleration or deceleration (hereinafter collectively referred to as "deceleration") which is needed to maintain the distance of the interval between the host vehicle and the front vehicle. The choice of suitable deceleration devices to fulfill this function is illustrated graphically in Figure 7. Region 300 of Figure 7 represents those conditions when only fuel regulation is required to obtain the desired deceleration. The regulation of the fuel can consist in increasing or reducing the supply with fuel of the motor, corresponding to a positive or negative approach speed, respectively. The region 300 has to circle the equilibrium point 314 with a sufficient area to eliminate rapid transitions in the state between the regions 300 to 310. As also illustrated in Figure 7, the regions 302, 304 and 306 represent those conditions that they require removing the fuel to the engine and applying engine braking at the first, second and third levels, respectively. The tilt of the lines separating these regions is based on the deceleration of a fully loaded vehicle (the worst case for deceleration) as will be explained below with reference to Figure 5. The region 308 represents those conditions in which the Remove from fuel, maximum braking of the engine and the decreasing change of speeds in the transmission. Region 310 represents the conditions in which the intelligent cruise command is contraindicated, such as when the target vehicle is beyond the range RL of the distance detector. Since RL is determined in seconds, its position will vary based on the fixed operating range of the distance detector and the current road speed of the vehicle. Region 312 of Figure 7 represents a collision, since the distance between the front vehicle and the host vehicle would be below zero. The equilibrium point 314 is determined where the desired tracking range RP intersects the zero line of the approach speed, indicating a perfect location of the front vehicle at a desired tracking distance. The different illustrated regions represent the worst case of deceleration, which occurs when the vehicle is fully loaded, as explained in more detail later. A negative approach speed indicates that the vehicular distance is decreasing to indicate deceleration, while a positive acceleration velocity requires an acceleration until the desired tracking range has been established or the vehicle has reached the determined cruising point. Turning now to Figure 3, block 182 calculates the deceleration levels for the deceleration devices available in the system. In a preferred embodiment, a nominal value of 0.022 g is used for the deceleration of a fully loaded vehicle thinking, without fuel, about 72,000 pounds (about 32,660 kg). Therefore, a vehicle equipped with a detector whose operational range is about 350 feet (about 107 meters) and which is not provided with an engine retarder, the intelligent cruise control of the present invention will be able to approach and locate a target vehicle without intervention of the driver while the relative initial speed between the two vehicles is below 13 mph (about 21 km / h). The deceleration factor increases by around 20% for each level of engine retardation in vehicles equipped with a conventional engine brake. This allows the system to locate a front vehicle with a relative initial vehicle speed of around 18 mph (about 29 km / h). Of course, these values depend on the application in specific cases, so that the present invention uses the calibration parameters and calculates the current deceleration levels during the stroke, as represented in block 182. Block 184 then determines the approach velocity with the equilibrium value, as illustrated in Figure 7 based on the inter-vehicular approach speed and the current level of deceleration necessary for it to converge asymmetrically to equilibrium point 314 (of Figure 7). Block 190 then sends the appropriate systems and subsystems, as represented in blocks 192, 202 and 2204 and is explained in detail below. For example, if a failure or malfunction of the detector is indicated, block 210 cancels any request for a change of speed or retard request and sets the upper limit of the cruise to zero. If a cut is indicated in the distance signal, block 210 sets the different values of the parameters to their corresponding values after the loss of the signal. Block 212 may be used if it is necessary to limit the acceleration required by the intelligent cruise system prior to communicating a SAE J1922 engine speed regulation control. This feature is provided for use in engines that have an aggressive response, so that they reduce or eliminate abnormal motor operations. In a preferred embodiment, the acceleration is limited to an increase step of 3 mph (about 5 km / h). Block 212 then determines the desired engine speed to obtain the desired road speed of the vehicle based on the desired acceleration, the vehicle axle ratio and the current current transmission ratio. Figure 4 is a functional diagram illustrating a fuel regulation strategy according to the present invention, which is represented generally by block 192 of Figure 3. This function determines the desired engine speed to be directed to the module of motor control by J1922 or J1939 to obtain the necessary regulation of the distance. Block 250 of Figure 4 multiplies the time of the desired interval, determined by the vehicle operator by the current en-route speed, to obtain the desired tracking distance for the current vehicle en-route speed. Block 252 compares the desired distance with the current distance to generate an error in the distance. This difference is used to determine the desired approach velocity represented by the transfer function 254. In a preferred embodiment, the transfer function 254 includes two (2) linear parts with different inclinations mx and m2. The positive differences in the distances indicate that the inter-vehicular distance is greater than the desired one, while the inverse is represented by the negative differences in the distance. Preferably, m2 represents a gain or inclination greater than t 1, which reflects an intention not to operate at closer distances than desired. Of course, the transfer function may be tailored to particular applications and they are not necessarily linear nor have the inclinations as illustrated as an example in Figure 4. The remaining blocks of Figure 4 represent a control system proportional, simple. Block 256 generates an error signal in the approach speed, which is in the difference between the desired approach speed and the current approach speed as determined by the feedback circuit with a gain in feedback Kf. This function is generally represented by block 196 of Figure 3. Blocks 194, 198 and 200 of Figure 3 are analogous to blocks 256 to 266 of Figure 4. Block 258 of Figure 4 represents the factor of forward or proportional gain Kf and block 260 represents the speed of the vehicle controlled by an engine using the engine speed control mode J1922 or J1939. Block 264 represents the data received from the distance detector which is compared with the current value of the vehicle's speed in the block 268, to obtain an approach speed. Block 268 integrates the current approach speed to determine the current distance for the external feedback circuit. The degree of success of the control system of Figure 4 can be quantified mathematically using the basic distance formula: r = (ddes - dact) 2 + (rtdes - rtact) 2 (1) where ddes represents the desired distance, dact represents the current distance, rtdea represents the desired approach speed and rtact represents the current approach speed. This cost function can be used to optimize the four control parameters, the proportional gain Kp, the feedback gain Kf and the two parameters mx and m2, which transform the distance error into a desired approach speed, as shown in block 254. Turning now to Figure 3, block 194 operates to raise the vehicle speed to the predetermined point by the cruise control, if a target vehicle is not detected, or if the inter-vehicular approach speed is positive, so that the host vehicle needs to accelerate in relation to the target vehicle. Blocks 196 to 200 represent fuel removal functions that can be implemented using the speed limiting control function and the engine torque according to J1922 or J1939. When determining the approach speed desired by block 196, block 198 determines the necessary reduction in vehicle speed. The block 200 then determines a corresponding upper limit of the motor speed, which will be sent by the communication connection to the ECM. As long as the value of the upper limit exceeds the current engine speed, the ECM will remove the fuel to the engine, which results in the desired deceleration. Alternatively, block 200 could determine a corresponding upper limit for the cruise control, which will be below the current road speed of the vehicle and will send this value by J1587 to the ECM to obtain similar results. Some manufacturers limit the time during which particular control modes can continually counteract. Therefore, the present invention accommodates these engine management strategies by periodically changing the command modes. For example, if an engine manufacturer limits the time during which the engine speed control mode can operate continuously, the present invention periodically changes from the engine speed control mode to the engine torque control mode of the engine. engine requiring a torque performance equal to the torque required by the ECM by J1587 or J1939 in the previous cycle. The control can then return to the engine speed control mode without causing a delay in the control mode and without reducing the performance of the system. In one embodiment, the present invention changes every second of the engine speed control mode to the engine torque control mode and remains in that mode for 25 milliseconds before returning to the engine speed control mode. Block 202 of Figure 3 determines whether an increase or decrease in the transmission speed change will be required based on the level of deceleration required. The current speed of the engine, the ratio of the changes in the transmission and the ratio of the axles are examined to determine if a reduction in the change of speeds can be made without exceeding the recommended levels for the engine speed. Similarly, if the engine speed approaches an upper limit and a greater acceleration is required to reach the chosen range distance, an increase in the gear change may be required. Block 204 of Figure 3 starts the engine retarder control to obtain the desired level of deceleration. Since the engine retarder is directly commanded, the block 206 ensures that all fuel has been burned in the cylinders before activating the engine brake. The fuel flow is estimated based on a utilization percentage of the maximum torque parameter which is transmitted by the motor through the J1922 communication connection. The concrete calculation may vary according to the engine manufacturers. However, in a preferred embodiment, this parameter is obtained by the formula:% peak torque - fuel current - fuel frict @ N fuel peak torque - fuel frict @ PTS (2) where the% of the highest torque = the estimated percentage of use of the maximum torque; the fuel stream = control of the fuel flow meter; frict @ N = fuel needed to overcome the estimated frictional load at the current engine speed; fuel peak torque = fuel needed to develop the maximum torque; and fuel frict @ PTS = fuel needed to overcome the frictional load estimated at the maximum speed of the torsion. A non-positive value of this parameter indicates zero fuel. A safety factor is incorporated in the system to take into account any errors in the calculations. When it has been determined that the fuel supply has been cut off, block 208 acts the number of cylinders required to reach the desired level of deceleration. With reference to Figure 5, a graph illustrating typical deceleration values for a tractor vehicle with two-wheel trailer with several loads is shown. Line 280 represents a short-tail tractor, ie a tractor to which a trailer has not been connected, with a combined gross weight of about 20,000 pounds (about 9,072 kg). A linear approximation of the deceleration for this load condition is approximately -0.82 mph / s (approximately -1.32 km / h / s). Line 282 represents a tractor carrying an empty two-wheel trailer having a deceleration of approximately -0.51 mph / s (approximately -0.82 km / h / s). This information is used to develop the deceleration levels illustrated in Figure 7 and described above. Of course, if the current vehicle weight can be determined or estimated, current deceleration values can be used in determining the deceleration capabilities in terms of fuel removal and engine braking. Various methods may be used to provide an estimated value of GCW, such as those described in US Patent No. 5,335,566 and US Patent No. 5,272,939, the disclosures of which are hereby incorporated by reference in their entirety. With reference to Figure 6, a graph illustrating a deceleration of the vehicle for different levels of engine braking in a fully loaded vehicle is shown. Line 290 represents the maximum braking of the engine with an approximate linear deceleration of -0.73 mph / s (approximately -1.17 km / h / s). Line 292 represents an intermediate braking level of the engine with an approximate linear deceleration of -0.65 mph / s (approximately -0.94 km / h / s). Line 294 represents a low level of engine braking with an approximate linear deceleration of 0.52 mph / s (approximately -0.84 km / h / s) and line 296 represents only the fuel removal without engine braking with an approximate linear deceleration of -0.44 mph (approximately -0.71 km / h / s). Therefore, each engine braking level increases the deceleration by approximately 20%. Figure 8 illustrates the response of an engine that is operated in the engine speed control mode in an unloaded condition using the SAE J1922 or SAE J1939 standards according to the present invention. Starting at time t0, the intelligent cruise control module has issued an appropriate message for the engine to be put in the engine speed control mode. The desired engine speed, determined by the intelligent cruise control logic, is represented by line 320. The current engine speed is represented by line 322. As illustrated, the ECM adjusts fuel supply accordingly adequate to keep the engine speed slightly below the desired engine speed. Therefore, from the time t0 until the moment tx the control logic of the intelligent cruise requires periodically the same speed of the desired motor and the ECM performs the current regulating function (typically the proportional-integral control, ie the Pl or PID command) to maintain this engine speed. At time t1 of Figure 8, the desired engine speed, determined by the intelligent cruise control, is reduced. This may be the result of a target vehicle suddenly entering the same lane as the host vehicle. The current motor speed decays approximately linearly at a speed of 30 rpm / s in a preferred embodiment represented by line 124. If the engine is equipped with a motor retarder such as the well-known Jacobs motor brake, or a similar device, a greater speed can be obtained in deceleration by automatically starting the retarder, as described above. At time t1, the desired motor speed determined by the intelligent cruise control logic is increased. As illustrated, the current engine speed responds more quickly to increases in the speed of the commanded engine. At time tl f, however, the current engine speed is again approximately equal to the desired engine speed, determined by intelligent cruise command logic and issued using SAE J1922 or J1939. Of course, the current response time and its characteristics may vary depending on a number of factors, including the particular engine and engine calibrations, transmission, vehicle weight and specific operating conditions. Since the engine speed control mode according to SAE J1922 and J1939 sets aside the current operating mode, the intelligent cruise control mode and a traditional cruise control, if any, should not be started. Traditional cruise lines, if any, should not be started at the same time, because the control functions would compete in the regulation of the engine, which could cause irregular behavior. With reference to Figure 9, a graph of engine speed as a function of time is shown, to illustrate the operation of another embodiment of the present invention in carrying out intelligent cruise control functions with a command logic outside of an electronic engine control module. The embodiment shown in Figure 9 uses the speed and torque limiting drive mode according to SAE J1922 or J1939 specifications to implement the intelligent cruise control functions and accommodate an intelligent cruise control, if present. In this embodiment, the driver initiates the cruise command by manipulating the various cruise switches on the instrument panel of the bracket. Separate switches can be provided for the intelligent cruise control or, alternatively, the same cruise switches can be used for both functions, since the state of the switches is communicated by J1587. The conventional cruise control functions are counteracted by the smart cruise control logic, when it is activated. The intelligent cruise control can then reduce the speed of the vehicle using the speed limiting control mode and the engine torque according to J1939 or J1922. When operating, the intelligent cruise command logic communicates via an interface to the ECM an upper limit of the motor speed and a limit on the percentage of the torque value. The ECM receives this data and regulates the supply of fuel to the engine in order to limit the speed of the engine and its torque to the value received. In a preferred embodiment, a limit value of the motor speed is calculated and reported, based on the same as the required declaration, while the limit value of the torque is set to the maximum torque (100%). This embodiment allows simultaneous operation of the traditional cruise control and the intelligent cruise control, since the latter only imposes an upper limit on the desired engine speed, determined by the latter. This is advantageous because it allows the vehicle to maintain its characteristic way of being in handling or touch, as determined by the engine or vehicle manufacturer when it introduced the cruise control functions. For example, to facilitate the differentiation of the product, a motor manufacturer can impose a stricter regulation on the adjustable variables (engine speed or vehicle speed) when they are in the cruise control, than another manufacturer. Nevertheless, in speed control mode it is very difficult to distinguish between different manufacturers, because many impose stricter regulations such as those defined in standards J1922 and J1939. Since this embodiment of the present invention uses the speed limiting and motor torque control mode, the fundamental characteristics of the control parameters given by the ECM are left unchanged and may be indicative of a particular ECM or engine manufacturer. . By using the motor speed and torque limiting control mode defined by the J1922 and J1939 standards, less demanding communication requirements are imposed on the intelligent cruise control function. Unlike the speed control mode, which requires the desired motor speed to be periodically reported, the speed limiting and motor torque control mode remains in effect until it has been changed or canceled by subsequent communication. Therefore, it is not necessary for the intelligent cruise control to constantly monitor the status of the traditional cruise control because it is not responsible for implementing its command function. The graph of Figure 9 illustrates a desired engine speed as determined by the traditional cruise control 330, a current engine speed 332 and a motor speed determined by an intelligent cruise control 334 imposed by the Speed control and motor torque according to J1922 or J1939. From moment t0 to moment x the current engine speed follows the engine speed determined by the traditional cruise control function and the intelligent cruise control does not issue command messages to limit the speed. From time t to time t2, the intelligent cruise control function issues an appropriate message to the ECM via the current communication interface, requesting the control mode for limiting the speed and the motor torque. The message of a required engine speed that counteracts the engine speed determined by the traditional cruise control is also issued. Following the reference to Figure 9, the current engine speed decreases from time t1 to time t2, when it is limited by the intelligent cruise control functions. At time t3, the intelligent cruise control returns the ECM to normal control mode and the traditional cruise control returns to the speed regulation, which reaches the value of the steady state at time t4. At time t5 the intelligent cruise communicates a limit that exceeds the current set point for the traditional cruise control and the engine speed decreases until time t7 when the operator resumes control by the vehicle's accelerator pedal. From time t8 to time t9 the intelligent cruise control continues to lower the set speed due, for example, to the decreasing distance between the host vehicle and the front vehicle. However, by disabling the traditional cruise control, the desired engine speed determined by the intelligent cruise control does not impose an upper limit on the engine speed required by the driver. The embodiment characterized in Figure 9 can be used in cooperation with a motor retarder by compression discharge or a similar engine braking device. The use of an engine braking device increases the deceleration speed of the engine when applied and provides the system with greater power to further reduce unnecessary driver interventions, as explained. Figure 10 illustrates another embodiment of a system and method according to the present invention. The components have premium reference numbers and correspond in their structure and function to similar components, illustrated and described with reference to Figure 1. However, the embodiment of Figure 10 includes a logic of cruise control in a warning system of a possible collision 58 ', such as the EVT-200 manufactured by Eaton VORAD, instead of having it in the ECM or the TCM. Therefore, in this embodiment the information about the distance and approach speed is directly available to the control logic without having to be irradiated by a communication connection. The control logic in the warning system of a possible collision then communicates the appropriate control commands to the ECM and / or the TCM using SAE J1922 or SAE J1939, as described. Of course, the control logic can also have a direct communication with the motor retarder, or it can communicate through the ECM, as illustrated. Of course it will be understood that the forms of the invention shown and described herein includes the best mode contemplated for carrying out the present invention, but that this is not given to illustrate all possible forms thereof. It will also be understood that the words used are descriptive rather than limiting and that various changes may be made without departing from the spirit or scope of the invention, as claimed below.

Claims (28)

1. REVI ND ICACI ONE S 1. A system for regulating the speed of the vehicle in order to maintain a desired following distance in a vehicle with a motor controlled by an electronic control module having a plurality of control modes that can be chosen by a communication interface, the system comprising: a detector for detecting at least one front object and determining a distance between the vehicle and the at least one front object; and a control logic in communication with the detector and in communication with the electronic control module to perform the remote control mode upon detection of a front object, including the remote control mode, the choice of at least one device to perform a change in the speed of the vehicle based on the distance determining a desired parameter value of the vehicle based on the determined distance and the following distance, choosing one of the plurality of engine control modes through the communication interface and communicating the The desired parameter value of the vehicle to the electronic control module via the communications interface, in order to regulate the speed of the vehicle.
2. 2. The system of claim 1, wherein the vehicle includes an engine retarder and an automated multi-speed shift transmission, both in communication with the control logic, and in which the control logic chooses at least one device for making a change in the speed of the motor, the at least one device of a group consisting of the motor, the motor retarder and the transmission being chosen.
3. The system of claim 1, wherein the parameter value of the vehicle represents a desired engine speed.
4. The system of claim 1, wherein the desired parameter value of the vehicle represents a desired engine speed exceeding the current engine speed so as to result in an acceleration of the vehicle.
5. The system of claim 1, wherein the plurality of engine control modes includes a mode for controlling the engine speed and in which the control logic chooses the engine speed control mode.
6. The system of claim 1, wherein the plurality of motor control modes includes a speed limiting and motor torque control mode and in which the control logic chooses the control mode of the motor limiter. speed and the torque of the engine.
7. The system of claim 1, wherein the control logic is further operable to select one of a plurality of motor control modes based on a predetermined time interval to periodically change between at least two of a plurality of engine control modes.
8. The system of claim 1, further comprising a potentiometer in communication with the control logic to indicate the desired tracking distance.
9. The system of claim 1, wherein the control logic further includes a speed control mode that is performed when no front object is detected, the speed control mode being operative to maintain a selected speed of the vehicle irradiating to the electronic control module, via a communications interface, a vehicle parameter value based on the chosen speed of the vehicle.
10. The system of claim 1, wherein the vehicle also includes an accelerator pedal coupled with an accelerator pedal sensor to determine the position of the accelerator pedal, the accelerator pedal detector being in communication with the accelerator pedal logic. control and in which the control logic is further operative to suspend the engine control mode chosen from various engine control modes when the accelerator pedal detector indicates that the position of the accelerator pedal is greater than a first predetermined position .
11. 11. The system of claim 10, in which the control logic is further operative to automatically resume the motor control mode chosen from among several control modes when the accelerator pedal detector indicates that the position of the accelerator pedal is lower than a second predetermined position. .
12. 12, The system of claim 1, wherein the desired parameter value of the vehicle represents an upper limit value of the engine speed.
13. The system of claim 1, wherein the control logic chooses one of a plurality of engine control modes using the SAE J1922 standard.
14. The system of claim 1, wherein the control logic chooses one of a plurality of engine control modes using the SAE J1939 standard.
15. 15. The system of claim 1, wherein the detector generates a distance signal representing the determined distance and in which the control logic is further operative to store the desired parameter value of the vehicle in the event that the distance signal.
16. 16. A method for regulating the speed of the vehicle in a vehicle with a motor controlled by an electronic control module having a plurality of control modes that can be chosen via a communication interface and a detector in communication with a module of control. electronic control in order to detect the distance between the vehicle and at least one front object, the method comprising: detecting at least one front object and determining its relative distance from the vehicle; choosing at least one device for making a change in vehicle speed based on the determined distance and the desired tracking distance; determining a desired parameter value of the vehicle based on the determined distance and the desired tracking distance; choosing one of the plurality of motor control modes via the communication interface; and communicating the desired parameter value of the vehicle to the electronic control module via the communication interface, in order to regulate the speed of the vehicle.
17. The method of claim 16, wherein the vehicle includes a motor retarder and an automated multi-speed shift transmission, both in communication with the control logic, and in which the step of choosing at least a device comprises: choosing at least one device for changing the vehicle speed of the group consisting of the engine, the engine retarder and the transmission.
18. 18. The method of claim 16, wherein the parameter value of the vehicle represents a desired engine speed.
19. The method of claim 16, wherein the desired parameter value of the vehicle represents a desired torque value of the motor as determined by the electronic control module.
20. 20. The method of claim 16, wherein the parameter value of the vehicle represents the value of the desired torque of the engine as radiated by the electronic module according to SAE J1587.
21. The method of claim 16, wherein the plurality of engine control modes includes a mode for controlling the engine speed and wherein the step of choosing one of a plurality of engine control modes comprises choosing the control mode of the motor speed.
22. The method of claim 16, wherein the plurality of motor control modes includes a drive mode limiting the speed and torque of the motor and wherein the step of choosing one of a plurality of control modes of the motor comprises choosing the control mode of the speed limitation and the motor torque.
23. The method of claim 18, wherein the step of choosing one of a plurality of motor control modes comprises choosing one of the plurality of motor control modes based on a predetermined time interval to periodically change between at least two of a plurality of engine control modes.
24. The method of claim 16, further comprising: the choice of control of the desired cruise speed; and maintaining the control of the desired cruise speed when no front vehicle is detected, radiating to the electronic control module via the communication interface a parameter value of the vehicle based on the desired cruise control.
25. 25. The method of claim 16, wherein the step of determining a desired vehicle parameter value comprises: choosing the desired cruise speed control; determining a vehicle parameter value based on the predetermined distance and the desired tracking distance, and setting the desired vehicle parameter value to the smallest parameter value of the desired cruise speed control and the contingent parameter of the vehicle.
26. 26. The method of claim 16, wherein the step of determining the desired parameter value of the vehicle comprises determining the limit value of the desired engine speed.
27. 27. The method of claim 16, wherein the plurality of motor control modes includes the motor control modes defined by SAE J1922. The method of claim 16, wherein the plurality of motor control modes includes the motor control modes defined by the SAE J1939 standard. Summary A system and method for intelligent cruise control using standard engine control modes, including a distance detector (58) to determine the distance and approach speed in relation to a front vehicle and use this information to put in practice, a distance control mode and a speed control mode. The distance control mode maintains a relative interval with a front vehicle that can be chosen and that can include accelerating the vehicle or decelerating the vehicle by removing the fuel, applying an engine brake (retarder) or reduce the transmission speed change (T) when the speed of the vehicle allows it. The speed control mode maintains a cruising speed that can be chosen if a target vehicle is not detected. The set cruise speed also functions as the upper limit when in normal control mode. The system and the method perform intelligent cruise control functions using an external control logic (72) in relation to the electronic control module (40) using the engine speed control mode or the speed limiting control mode and the torsion of the engine according to SAE J1922 or SAE J1939 standards. Alternatively, a cruise control limit speed may be irradiated by SAE J1587 to reduce vehicle speed when approaching a front vehicle in order to reduce the need for driver intervention. The invention can periodically change between the engine control modes to avoid a delay in the control modes imposed by some engine manufacturers.