• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    SUMMARY The invention relates to a method for controlling collision processes at vehicle roofs comprising at least two vehicles, of which at least one vehicle is a vehicle in front and at least one vehicle is a vehicle behind. The method comprises the step of: - in the event of an established collision risk, controlling (s401) release of an external action controllably releasably arranged airbag configuration (305; 310; 320; 330; 340), with which at least one of said vehicles is provided, for controlling named collision course. The invention also relates to a computer program product comprising program code (P) for a computer (200; 210) for implementing a method according to the invention. The invention also relates to a device for controlling collision processes at vehicle roofs and a motor vehicle which is equipped with the device.
    公开号:SE1350891A1
    申请号:SE1350891
    申请日:2013-07-17
    公开日:2015-01-18
    发明作者:Marek Sokalla；Assad Al Alam
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a method for controlling collision processes in vehicle roofs. The invention also relates to a computer program product comprising program code for a computer for implementing a method according to the invention. The invention also relates to a device for controlling the course of a collision at vehicle roofs and to a motor vehicle which is equipped with the device.
    BACKGROUND In today's vehicles, the air resistance of lard is a factor that affects industry consumption, especially in e.g. trucks or other relatively large vehicles that have a large front area.
    The air resistance of a vehicle behind depends largely on the distance to the vehicle in front. In principle, it can be stated that the smaller the distance available to a vehicle in front, the lower the air resistance and thus the fuel consumption of the vehicle behind can be reduced. In cases where two or more vehicles are in a so-called vehicle stay, ie. a number of vehicles that cross at short distances between each other and drive as a unit, the fuel consumption of these vehicles can be reduced by, for example, 5-15%. Driving vehicles in vehicle roofs can thus reduce operating costs quite considerably.
    A disadvantage of driving vehicles taken after a vehicle in front is that visibility can be accelerated. In the event that a vehicle is relatively close to a van in front of a truck with a towed trailer, the visibility can be severely limited. This can cause 2 discomfort to a driver in the vehicle behind. Furthermore, a driver in the vehicle behind may have a limited understanding of why automatic maneuvers of the vehicle are performed. For example, it may be automatic braking or automatic gear selection of a transmission of the vehicle behind.
    The limited visibility can result in an increased risk of accidents, e.g. since the perception of the driver is thereby reduced. Furthermore, a misjudgment of automated control systems of the vehicles to keep the distance to a forward vehicle may occur, which may cause one or more vehicles to come into contact, i.e. a milder collision. This is of course undesirable of many different shells.
    In a case where a vehicle in the vehicle roof is forced to perform a somewhat heavy indentation, one or more subsequent vehicles in the vehicle roof may collide with the vehicle in front, possibly in the form of a series crash. This would of course cause many different problems and danger to other vehicles at the collision site.
    DE 19933782 describes a warning system for warning vehicles behind that there is a risk of collision.
    EP 1992538 describes a warning system to warn vehicles behind that there is a risk of collision.
    US 2011048835 describes a protection system for vehicles including external airbags.
    SUMMARY OF THE INVENTION An object of the present invention is to provide a new and advantageous method for controlling collision processes in vehicle roofs. Another object of the invention is to provide a new and advantageous device and a new and advantageous computer program for controlling collision processes at vehicle roofs.
    A further object of the invention is to provide a method, a device and a computer program for achieving an increased traffic safety at vehicle roofs.
    A further object of the invention is to provide a method, a device and a computer program for achieving a reduction of damage to persons and vehicles in the event of a collision between vehicles of a vehicle roof.
    A further object of the invention is to provide a method, a device and a computer program for, in the event of a vehicle collision with a vehicle roof, reducing the risk of collision with other vehicles at the collision site.
    A further object of the invention is to provide an alternative method, an alternative device and an alternative computer program for controlling collision processes at vehicle roofs.
    These objects are achieved by a method according to claim 1.
    According to one aspect of the invention, there is provided a method of controlling collision course at vehicle roofs comprising at least two vehicles of which at least one vehicle is a forward vehicle and at least one vehicle is a rear vehicle. The method comprises the step of: - in the event of an established collision risk, controlling the release of an external action controllably releasably arranged airbag configuration, with which at least one of said vehicles is provided, for controlling said collision course.
    The vehicle roof then comprises at least two vehicles, of which at least one vehicle is a forward vehicle and at least one vehicle is a rear vehicle. Said collision may occur between a vehicle in front and an additional vehicle, not entering the vehicle body,. Said collision may occur between said present vehicle and a present object. Said collision can occur between a vehicle behind and an additional vehicle, not entering the vehicle body,.
    Said collision may occur between said vehicle behind and an object behind. Said collision may occur between said forward vehicle and a rear vehicle entering the vehicle tie. Said collision may occur between two or more vehicles entering the vehicle roof. Said collision may occur between at least some of the vehicles entering said vehicle struts and at least one vehicle external object or vehicle.
    According to one aspect of the invention, there is provided a method in which a lead vehicle or other "authorized" vehicle can determine that a collision between at least two vehicles in the drawbar is likely to occur. "Eligible" vehicle means a vehicle that can perform the assessment to determine whether a collision between at least two vehicles in the vehicle body is likely to occur. It can be a vehicle that is part of the vehicle stay that has the mandate to make such a decision. It can also be a vehicle that is bertird by the collision that is ejected.
    If a collision is expected to occur, external airbags are triggered in front of and behind, or only in front of, or only behind at least one of said vehicles to mitigate any damage that may occur to the drivers or to the vehicles. This is done according to the invention in a coordinated manner through wireless information between the vehicles. The method not only calculates whether the external airbag on the truck is to be triggered, but also how. By means of suitable sensor configurations, such as a video jug or radar unit, of at least one vehicle of the vehicle stay (eg the conductor vehicle), the method can determine which part of an airbag is to be filled with the most air or which airbags are to be deployed. In this case, a variable evaporation between the contact surface of the vehicles is advantageously provided. The proposed procedure can ensure that contact surfaces between vehicles or mother vehicles (eg between a cab and a trailer) are designed so that e.g. falling knife effect does not occur or that the vehicles do not push each other off the carriage when the collision occurs.
    In this case, a better and safer vehicle is provided in several respects. Damage to the vehicles can be reduced in the event of a collision or even eliminated. Increased safety for both drivers and passengers of vehicles in vehicle roofs as other road users are achieved. This also meant a less stressful environment for everyone involved.
    The method may comprise the step of: - controlling said collision course in order to maintain a substantially common longitudinal alignment of said vehicle in said collision.
    This minimizes the impact of vehicles not entering the collision in oncoming traffic. In doing so, a road safety improvement is advantageously achieved.
    The method may further comprise the step of: - providing said at least one vehicle with airbag elements located in front of the vehicle's cab and at the rear of the vehicle's cab, and in the event of a trailer, in front of said trailer and at the rear of said trailer. In doing so, the impact of vehicles entering the collision is minimized.
    The method may comprise the step of: - triggering at least some of said airbag elements are embedded independently simultaneously or in sequence. In this case a flexible method is provided where control of collision processes can be controlled very accurately.
    The method may comprise the step of: triggering said airbag configuration to form a contact profile which forms an angle with the transverse direction of the vehicle. This provides a flexible method in which control of collision processes can be controlled very accurately.
    The method may comprise the step of: controlling the triggering of said airbag configuration based on at least a flag of the parannets driving characteristics, vehicle characteristics and ambient conditions of said vehicle.
    The method may comprise the step of: controlling the release of said airbag configuration based on how the control unit judges which part of the vehicle will be most exposed in the collision.
    The procedure is associated with short delays as far as overford information is concerned. The procedure is also simple and inexpensive to install in vehicles. According to one embodiment, information about a collision risk is transferred from one vehicle at the vehicle stay to one or more other vehicles at the vehicle stay. According to one embodiment, the vehicle information on driving characteristics, vehicle characteristics, environmental conditions and collision parameters is transferred to one or more other vehicles in the vehicle roof.
    The procedure is easy to implement in existing motor vehicles. Software for controlling collision processes at vehicle roofs according to the invention can be installed in a control unit of the vehicle during its manufacture. A buyer of the vehicle may thus have the option of choosing the function of the procedure as an option. Alternatively, software including program code for performing the innovative procedure may be installed in a control unit of the vehicle when upgrading at a service station. In this case, the software can be loaded into a memory in the control unit.
    Implementing the innovative procedure is therefore cost-effective. 7 Software that includes program code for transmitting route information can be easily updated or replaced. Furthermore, different parts of the software which include program code for controlling the course of collision at vehicle roofs can be replaced independently of each other. This modular configuration is advantageous from an underpass perspective.
    According to one aspect of the present invention, there is provided a device for controlling collision course at vehicle roofs comprising at least two vehicles, of which at least one vehicle is a front vehicle and at least one vehicle is a rear vehicle.
    The device comprises: an external action controllably releasably arranged airbag configuration; and means adapted to, in the event of an established collision risk, control the release of said airbag configuration for controlling said collision course.
    The device may comprise: means adapted to control said collision course in order to maintain a substantially common longitudinal alignment of said vehicle in said collision.
    Said airbag configuration may comprise airbag elements located at the front of the vehicle cab and at the rear of the vehicle cab, and in the event of a trailer, from said trailer and rear of said trailer.
    The device may comprise: means adapted to release at least some of said airbag elements are embedded independently simultaneously or in sequence.
    The device may comprise: means adapted to release said airbag configuration to form a contact profile which forms an angle with the transverse direction of the vehicle. The device may comprise: means adapted to control the triggering of said airbag configuration based on at least some of the parameters performance characteristics, vehicle characteristics and ambient conditions regarding said vehicle.
    The device may comprise: means adapted to control the release of said airbag configuration based on how the control unit judges which part of the vehicle will be most exposed in the collision.
    According to one aspect of the invention, simple retrofitting of said device can be performed. Existing vehicles can thus be upgraded quickly and relatively cheaply. The required software can easily be installed in a control unit of the vehicle and / or a barbar computer that can be connected to a network of the vehicle.
    The above objects are also achieved with a motor vehicle which comprises the inventive device for controlling the course of collision at vehicle roofs. The motor vehicle can be a truck, bus or car.
    According to one aspect of the invention, there is provided a computer program for controlling collision processes at vehicle roofs, said computer program comprising program code stored on a computer readable medium for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any of claims 1-7.
    According to one aspect of the invention, there is provided a computer program for controlling collision sequences at vehicle stays, said computer program comprising program code for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any one of claims 1-7. According to one aspect of the invention, there is provided a computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-7, when said program code 'cars on an electronic control unit or another computer connected to it. electronic control unit.
    Additional objects, advantages, and novel features of the present invention will become apparent to those skilled in the art from the following details, as well as through the practice of the invention. While the invention is described below, it should be understood that the invention is not limited to the specific details described. Those skilled in the art having access to the teachings herein will recognize additional applications, modifications, and incorporations within other fields which are within the scope of the invention.
    BRIEF DESCRIPTION OF THE DRAWINGS For a more complete understanding of the present invention and further objects and advantages thereof, reference is now made to the following detailed description which is to be read in conjunction with the accompanying drawings in which like reference numerals refer to like parts in the various figures, and in which: 1 schematically illustrates a vehicle, according to an embodiment of the invention; Figure 2 schematically illustrates a device of the vehicle shown in Figure 1, according to an embodiment of the invention; Figure 3a schematically illustrates a vehicle, according to an aspect of the invention; Figure 3b schematically illustrates a vehicle, according to an aspect of the invention; Figure 3c schematically illustrates an airbag configuration, according to one aspect of the invention; Figure 3d schematically illustrates an airbag configuration, according to an aspect of the invention; Figure 4a schematically illustrates a flow chart of a method, according to an embodiment of the invention; Figure 4b schematically illustrates in further detail a flow chart of a method, according to an embodiment of the invention; and Figure 5 schematically illustrates a computer, according to an embodiment of the invention.
    DETAILED DESCRIPTION OF THE FIGURES A vehicle tag is defined as a number of vehicles that function as a unit.
    Each vehicle belonging to the vehicle stay is automatically steered in the longitudinal direction and communicates with each other through a wireless network. Referring to Figure 1, there is shown a side view of a vehicle 100 which can not be in a vehicle stay consisting of at least two vehicles. The exeplicated vehicle 100 consists of a tractor 110 and a trailer 112. The vehicle may be a heavy vehicle, such as a truck or a bus. The vehicle 100 can alternatively be a passenger car. By trailer is meant saval trailers as trailers, ie trailers that are connected to the tractor. The vehicle 100 can consist of a tractor and more than one trailer. The exemplary vehicle 100 refers to an arbitrary vehicle embedded in a vehicle roof and may refer to a forward vehicle as a rear vehicle.
    In this case, the term "link" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave line.
    Does he refer to the term "vehicle stay" for a number of vehicles that function as a unit, e.g. trucks, which are driven one after the other at a distance less than a predetermined value, e.g. 25 meters or 10 meters. This distance is a near-inner distance where a reduced air-to-air distance of a vehicle behind can be obtained and where this distance depends on the size and shape of the vehicles 11. The distance can also be fed in the form of time slots between the vehicles.
    Referring to Figure 2, a device 299 of the vehicle 100 is shown. The device 299 may be arranged in the tractor 110, while certain parts of the device 299, for example an airbag configuration, may be arranged in the slack vehicle 112.
    The vehicles included in a vehicle roof can all be equipped with the device 299. The vehicle roof comprises at least two vehicles, of which at least one vehicle is a forward vehicle and at least one vehicle is a rear vehicle. The vehicle in front can be a vehicle that looks first into the vehicle roof (conductor vehicle), but the vehicle in front can also be an arbitrary vehicle that can go further back in the vehicle roof and is followed by at least one vehicle behind. In cases where the vehicle in front is not a leader vehicle, this said vehicle in front can in turn have an arbitrary number of vehicles in front of it. A vehicle behind can also be a single vehicle that catches up with a vehicle in front, where, for example, this vehicle in front is the last vehicle in a vehicle roof. However, the invention may also relate to two individual vehicles which do not form part of a coordinated vehicle roof but which will temporarily constitute a vehicle roof as a rear vehicle catches up with a front vehicle to temporarily form a vehicle roof to take advantage of the benefits this entails.
    Vehicle roofs thus refer to vehicles that form part of a coordinated controlled vehicle roof, but also vehicles that will temporarily form a vehicle roof, for example when a vehicle behind catches up with a vehicle in front. The device 299 comprises a control unit 200. The control unit 200 comprises electronics and software which are described in further detail with reference to Figure 5.
    The control unit 200 is arranged to detect ambient conditions by means of suitable means and to determine the driving characteristics of the vehicle 100. The control unit 200 is arranged to determine the risk of collision by means of suitable means for its own vehicle, or for vehicles entering a vehicle roof.
    The control unit 200 is arranged to determine by means of suitable means an actual collision with respect to its own vehicle, or for vehicles entering a vehicle roof. The control unit 200 is arranged to determine by means of suitable means collision parameters with respect to said collision, for example relative speeds between colliding vehicles, mass of said colliding vehicle, etc. In this case, a base can be determined for controlling the inventive method. The control unit 200 is arranged to estimate by collision means a collision course, including estimation of how the colliding vehicles will behave during an upcoming collision, for example the positioning of the own vehicle, the positioning of the inboard vehicles, changes in vehicle movement directions, speed changes, duration configuration, etc. These can also be called collision parameters. In cases where the vehicles also include trailers, the collision parameters will also be determined by the change in the angle of rotation of the coupling between tractor and trailer, or alternatively the change in the angle of rotation of the coupling between two trailers.
    The control unit 200 is arranged to continuously detect by means of suitable means an actual collision course based on the collision parameters. In this case, said suitable airbag configurations can be controlled in real time according to an aspect of the present invention. The control unit 200 is arranged to transmit said known ambient conditions, determined driving characteristics and determined collision parameters via a vehicle for at least two vehicles, e.g. a leader vehicle and a vehicle behind a common wireless communication network.
    The control unit 200 of a vehicle may be arranged to pass said overpass information to at least one vehicle behind and / or to at least one front vehicle. The control unit 200 is adapted to determine lamp control of lamp airbag configuration of own vehicle and / or said at least one additional vehicle in the vehicle roof on the basis of said ambient conditions and / or said driving characteristics and / or collision parameters of said conductor vehicle or of a vehicle vehicle. The control unit 200 is adapted to automatically control said suitable airbag configuration. The control unit 200 is also arranged to pass said overpass information to vehicles which incidentally form a vehicle roof and where these vehicles are equipped with a wireless communication network. In cases where the vehicle roof consists of more than two vehicles, information can thus be sent to all existing vehicles as well as all vehicles behind.
    A computer device 210 is provided for communication with the first control unit 200 via a link [210. The computer device 210 may be releasably connected to the first control unit 200. The computer device 210 may be arranged to be powered by a batten already present in the vehicle, such as e.g. a 24 V batten in which is often present in heavy vehicles of today. The computer device 210 may be a control unit external to the vehicle 100.
    The computer device 210 may be a conventional barbaric computer. The computer device 210 may be arranged to perform method steps according to the invention. The computer device 210 can be used to load software to the control unit 200, in particular software to perform some of the innovative procedures. The computer device 210 may alternatively be arranged for communication with the first control unit 200 via an internal network in the vehicle. The computer device 210 may be arranged to perform substantially 14 similar functions as the first control unit 200, such as e.g. in the event of an established collision risk, control the release of an airbag controllable trigger that can be controlled by an external action, with which at least one of said vehicles in the vehicle roof is provided, in order to control an estimated collision course.
    A navigation unit 220 is provided for communication with the control unit 200 via a long L220. The navigation unit 220 is arranged to continuously determine a radiating position of the vehicle 100. The navigation unit 220 is arranged to continuously determine a radiating speed of the vehicle 100.
    The navigation unit 220 is arranged to continuously send signals S220 including information about a radiating position of the vehicle 100 to the control unit 200 via the line L220. The navigation unit 220 may, for example, be a GNSS unit.
    The control unit 200 is arranged to continuously determine by means of suitable means information including information about the position of the vehicle, speed, changes in speed, direction of travel and / or changes of direction of the vehicle. The control unit 200 is arranged to continuously determine information in the event of a collision by means of lamp means, including information on the position of the vehicle, speed, changes in speed, direction of travel and / or changes in direction of travel. The control unit 200 is arranged to continuously determine information by means of suitable means, including information on the intended speed of the vehicle, intended speed changes, intended direction of travel and / or intended changes of direction. The said information is also called performance characteristics. In cases where the vehicles consist of trailers, the driving characteristics will also be the angle of rotation a of the coupling between tractor and trailer, or alternatively the angle of rotation a of the coupling between two trailers. In the event of a collision, this angle will change, which can lead to a so-called falling knife effect occurs between the vehicles. The angle of rotation a can be determined, for example, by the control unit 200 comparing the direction of the tractor and the trailer and if the direction does not deviate, ie the tractor and the trailer are in line sa, the angle of rotation is 0 °. Information about the direction of the tractor and trailer is obtained from, for example, the navigation unit 220. The angle of rotation a can also be determined with the aid of, for example, accelerometers.
    Said driving characteristics can be automatically communicated than a front vehicle to at least one rear vehicle but also from a rear vehicle to at least one front vehicle.
    In this case, a control system of a vehicle at the vehicle stay can obtain said information and automatically control e.g. engine, transmission and / or a well system on the basis of said information. In this case, a control system of a vehicle at the vehicle stay can obtain said information and automatically control an airbag configuration thereby on the basis of said information. Because the information can be transferred in different directions, ie forward vehicles to rear vehicles and rear vehicles to forward vehicles, all vehicles in a vehicle roof can be informed of said information.
    The control unit 200 is arranged to continuously determine information including information on ambient conditions by means of suitable means. Said ambient conditions may include at least a flag of the parameters traffic situation including risk factors, lane characteristics, climatic characteristics and the land.
    Said ambient conditions can be automatically communicated from at least one front vehicle to at least one rear vehicle but also from at least one rear vehicle to at least one front vehicle. In this case, a control system of a vehicle can obtain said information and automatically control e.g. engine, transmission and / or a well system on the basis of said information. In this case, a control system of a vehicle at the vehicle roof can obtain said information and automatically control an airbag configuration thereby on the basis of said information.
    Said performance characteristics, ambient conditions and / or collision parameters can be communicated between the vehicles in the vehicle stay substantially simultaneously.
    A sensor configuration 230 is provided for communication with the controller 200 via a long L230a. The sensor configuration 230 is arranged to continuously sense ambient conditions. The sensor configuration 230 is arranged to continuously determine the performance characteristics of the vehicle. The sensor configuration 230 is arranged to continuously determine collision parameters. The sensor configuration 230 is arranged to continuously generate signals S230 including said release conditions and / or performance characteristics and / or collision parameters.
    The sensor configuration 230 is arranged to continuously send a signal S230 including said information to the control unit 200 via the line L230a. According to an example, the control unit 200 is arranged to send said signal S230 to at least one vehicle behind by means of communication means 250, but is also arranged to send said signal S2 to at least one forward vehicle by means of the communication means 250.
    According to one embodiment, the sensor configuration 230 is arranged to continuously send a signal S230 including said information to communication means 250 via a line L230d. The communication means 250 are arranged to forward said signal S230 to at least one vehicle behind in the vehicle tie via a long L250c but also arranged to send said signal S230 to at least one forward vehicle in the vehicle tie via a long L250c. According to one embodiment, the sensor configuration 230 is arranged to continuously send a signal S230 including said information directly to at least one vehicle behind or at least one vehicle in front via a long L230c.
    According to an alternative embodiment, said sensor configuration 230 is arranged to send from a vehicle in real time signals S230 including said information to the computer 210 via a line L230b. In this case, said sensor configuration 230 is arranged to transmit said information in real time directly to said computer 2 via the line L230b. Thus, according to this embodiment, signals S2 including said information are not sent directly to the control unit 200 for transmission to at least one vehicle behind or to at least one vehicle in front. Thus, according to this embodiment, signals S230 including said carriage information are not sent directly to said atnninstone a vehicle behind or to at least one vehicle in front.
    In this case, said computer 210 is arranged to perform at least a part of the inventive method on the basis of said signal S230, for example establishing instructions.
    According to this embodiment, the computer 210 is arranged to forward said signals S230 to the communication means 250 via a line L250b. Alternatively, the computer 210 is arranged to forward said signals S230 to communication means 250 via a control unit 200, i.e. via the line L210 and a line L250a. This provides an alternative way of transmitting the signal S230 from, for example, a vehicle to at least one further vehicle of the vehicle stay which may be at least one vehicle behind or at least one vehicle in front.
    According to an alternative embodiment, said sensor configuration 230 is arranged to transmit said information from a vehicle in real time to at least one vehicle behind or to at least one vehicle in front. Thus, according to this embodiment, signals S230 including said vehicle information are not sent to the control unit 200 or said computer 210 for forwarding to at least one vehicle behind and / or at least one vehicle in front.
    The control unit 200 is adapted to determine instructions on the basis of said ambient conditions and / or said driving characteristics and / or collision parameters. Said instructions can thus be established in any of said vehicles which are not included in said vehicle struts.
    The control unit 200 is adapted to determine light travel of a vehicle which is driven after at least one forward vehicle in the vehicle roof on the basis of the said name environmental conditions and / or said driving characteristics and / or said collision parameters of said front vehicle. The control unit 200 is arranged to conveniently communicate information about said determined lamp drive to at least one vehicle behind in the vehicle roof. The vehicles behind can then be controlled automatically on the basis of said determined lamp drive. Said light travel may include speed, speed changes, direction of travel and / or changes of direction. Said light travel may involve steering the vehicle in such a way that an impending collision results in such minor injuries to persons, vehicles and objects being reduced, minimized or avoided. Said control unit 200 is adapted on the corresponding sail to determine light travel of a vehicle which is driven in front of at least one rear vehicle in the vehicle roof on the basis of said ambient conditions and / or said driving characteristics and / or said collision parameters of said rear vehicle. The control unit 200 is arranged to conveniently communicate information about said determined lamp drive to at least one vehicle in front in the vehicle roof. The vehicles in front can then be controlled automatically on the basis of said determined lamp traffic. Said light travel may include speed, speed changes, direction of travel and / or changes of direction. 19 According to one embodiment, a control unit in a vehicle which is driven behind said existing vehicle in the vehicle roof is adapted to determine the appropriate progress of the vehicle on the basis of information on said ambient conditions and / or said driving characteristics and / or collision parameters. In this case, said vehicle behind can be controlled automatically on the basis of said determined lamp driving.
    According to a further embodiment, a control unit in a vehicle which is driven in front of said rear vehicle in the vehicle roof is adapted to determine light travel of the vehicle on the basis of information on said ambient conditions and / or said driving characteristics and / or collision parameters. In this case, said vehicle in front can be steered automatically on the basis of said determined land-based travel.
    Said sensor configuration 230 may include lamp sensors. Said sensor configuration 230 may include an appropriate number of sensors. Said sensor configuration 230 may include an appropriate number of different sensors. Said sensor configuration may include a camera. Said sensor configuration 2 may be a camcorder. Said sensor configuration 230 may be a webcam.
    According to one embodiment, said sensor configuration 230 comprises a number of cameras, such as e.g. camcorders. Said plurality of cameras can be set up so that they continuously film different fields of view in order to detect ambient conditions, which ambient conditions can be transmitted to at least one vehicle behind or a vehicle in front. Said visual field may be at least partially overlapping.
    According to one embodiment, said sensor configuration 230 comprises a radar unit for determining the occurrence of external objects and associated distance and / or distance changes regarding the vehicle and said object.
    The radar unit may be arranged to continuously determine a distance to a front and / or rear vehicle. In this case, a distance to a vehicle in front can be set automatically, whereby a control system of the vehicle can automatically control the operation of the vehicle so that a desired distance to a vehicle in front is achieved.
    According to one embodiment, said sensor configuration 230 comprises an ultrasonic unit for determining the presence of external objects and associated distance and / or distance changes with respect to the vehicle and said object. The ultrasonic unit may be arranged to continuously determine a distance to a vehicle in front and / or rear.
    According to one embodiment, said sensor configuration 230 comprises a laser light unit for determining the occurrence of external objects and associated distance and / or distance changes regarding the vehicle and said object. The laser light unit may be arranged to continuously determine a distance to a front and / or rear vehicle.
    According to one embodiment, said sensor configuration 230 comprises an IR camera for determining the presence of external objects and associated distance and / or distance changes with respect to the vehicle and said object. The IR camera may be arranged to continuously determine a distance to a front and / or rear vehicle.
    The control unit 200 comprises an analysis program for determining said ambient conditions on the basis of information detected by said sensor configuration. The said analysis program software is an image processing program.
    Said sensor configuration 230 may include lamp sensors to determine performance characteristics. Examples of such sensors may be steering angle sensors, accelerator sensors, brake pedal sensors, speed sensors, etc. 21 Said sensor configuration 230 may include lamp sensors to determine collision parameters. Examples of such sensors can be steering wheel angle sensors, accelerator sensors, brake pedal sensors, speed sensor, etc.
    The control unit 200 can, according to an example, determine said collision parameters on the basis of information stored in a memory therein. Said information may include information on the mass and configuration of the vehicle.
    The control unit can, on the basis of data detected by said sensor configuration 2, determine the said environmental conditions and said performance characteristics. Presenting means 240 are arranged for communication below the control unit 200 via a long L240. The display means 240 may include a display screen. The display means 240 are arranged to continuously receive transmitted signals S230 including voyage information, for example in the form of a video stream. The display means 240 may be arranged to display in real time said received video streams in said rear vehicle, so that at least one visibly accessible in said front vehicle is continuously made available in said rear vehicle.
    According to one embodiment, display means 240 may be arranged to display several video recordings simultaneously, in different windows of the display screen. A driver in a vehicle behind can then, by means of suitable means, choose which video streams he wants to be shown. The size of the windows for the respective received video streams from the respective field of view of said vehicle in front can be adjusted appropriately.
    According to the invention, the display device 240, e.g. placed on an instrument panel in a cab of the vehicle. The display means 240 are 22 arranged to display in real time an image stream so that at least one visually accessible in the front vehicle 100 is continuously made available in the rear vehicle where the driver is.
    Said display means 240 may include a detachably connected display screen. The screen can be a touch screen. Said display means 240 may form an integral component of the vehicle's instrument panel or control section.
    According to one example, where the vehicle behind is propelled by automatic speed adjustment, the driver can thereby better understand why the control system of the vehicle automatically changes a radiating speed and / or direction of travel of the vehicle and or activates an on-board airbag configuration before or during a collision.
    Said presentation means 240 may include loudspeakers for presenting instructions regarding the progress of the vehicle in the form of sound signals or synthesized speech. Said instructions can be established with a vehicle in front or a vehicle behind in the vehicle stay. Said instructions can be determined on the basis of said environmental characteristics and / or said performance characteristics and / or collision parameters.
    The control unit 200 is provided with at least one airbag configuration 305 via a long L305. The control unit 200 is arranged to activate and release said airbag configuration 305. The control unit 200 is arranged to control the release of said airbag configuration 305 in a suitable manner according to the invention.
    Said airbag configuration may comprise a suitable number of separate airbag elements, also called airbags. Examples of airbag configurations below airbags are described below with reference to Figures 3a-3d. Said airbag configuration 305 may be provided in said vehicle 100 in a suitable place, for example in front of the towing vehicle 110, at the rear of the towing vehicle 110, at the front of the trailer 112 and / or at the rear of the trailer 112.
    The control unit 200 is adapted, in the event of an established collision risk, to control the release of an externally operable controllably arranged airbag configuration 305, with which at least one of said vehicles of the vehicle stay is provided, for controlling a collision process Figure 3a schematically illustrates a vehicle 100 in view from above, according to one aspect of the invention. Said vehicle 100 includes a tractor 110 and a slack vehicle 112. Said vehicle 100 is equipped with four airbag configurations 305. A first airbag configuration 310 is mounted at a front end of the tractor 110. A second airbag configuration 320 is mounted at a rear end of the tractor 110 A third airbag configuration 330 is mounted to a front end of the slack vehicle 112. A fourth airbag configuration 340 is mounted to a rear end of the slack vehicle 112.
    Said first airbag configuration 310 is for external action controllably triggerable. Said first airbag configuration 310 is arranged for external action.
    Said second airbag configuration 320 is arranged for controllably releasably for external action. Said second airbag configuration 320 is arranged for external action.
    Said third airbag configuration 330 is for external action controllably releasably arranged. Said third airbag configuration 330 is arranged for external action. Said fourth airbag configuration 340 is for external action controllably releasably arranged. Said fourth airbag configuration 340 is arranged for external action.
    Said vehicle 100 may be arranged with an airbag configuration in a suitable manner in a suitable place.
    Figure 3b schematically illustrates a side view of the vehicle shown in Figure 3a, according to an aspect of the invention; This schematically shows the positions of said first airbag configuration 310, second airbag configuration 320, third airbag configuration 330 and fourth airbag configuration 340.
    Said control unit 200 is arranged to, where applicable, control activation of at least one of the airbag configurations. Said control unit 200 is arranged to, where applicable, control the release of at least one of the airbag configurations. Said control unit 200 is arranged to, where applicable, control a degree of filling and / or a filling change of at least one of the airbag configurations.
    Said airbag configurations can be of suitable performance. Said airbag configurations may be of suitable material and size. By size is meant both size in the case of an unreleased state and in the case of a released state. Medal in the airbag configuration can be explosives commonly used in airbags, but it could also be compressed air available in the vehicle.
    Figure 3c schematically illustrates an airbag configuration 310, according to an aspect of the invention. It is pointed out that the airbag configurations 320, 330 and 340 may also be trained in a similar manner. In this case, only the first airbag configuration 310 is given as an example.
    In this case, said airbag configuration 310 comprises three separate airbags, namely a first airbag 310a, a second airbag 310b and a third airbag 310c.
    Said first airbag 310a, second airbag 310b and third airbag 310c are individually controllable below said control unit 200. In this case, said airbags, where applicable, can be inflated in a suitable manner to control said collision process. In this case, the airbags of the first airbag configuration 310 can be controlled to maintain a substantially common longitudinal alignment of said vehicle in said collision.
    It should be noted that airbags of at least one of said first, second, third and fourth airbag configurations may be similarly controlled.
    Said first, second, third and fourth airbag configurations can be triggered sequentially or substantially simultaneously.
    Said first airbag 310a, second airbag 310b and third airbag 310c can be triggered sequentially or substantially simultaneously.
    In cases where said airbags are triggered sequentially, the sequence of how the airbags are triggered may vary. Said control unit 200 is arranged to, where applicable, control a degree of filling and / or a filling change of at least one of the airbag configurations. This control depends on where the control unit 200 judges which part of the vehicle 100 will be involved in the collision and thus the control takes place in order for the exposed parts of the vehicle to be protected. This control can be made by the control unit 200 based on information Than for example the said sensor configuration 230. 26 With the help of information Than camera and radar unit of a rear vehicle it is judged which part of the front vehicle where the collision will take place. Said airbag configuration of the vehicle 100 may also include pressure sensors which sense which part of said airbag configuration has been subjected to increased pressure and this part of the airbag configuration will be activated.
    An airbag configuration of the vehicle 100 may be suitably formed with an appropriate number of airbags, for example 1, 2, 3, 4, 5, or airbags.
    According to this example, all of the airbags of the first airbag configuration 310 have been unloaded, but filled with air to varying degrees. In this case, the said airbag configuration has been triggered to form a contact profile which forms an angle with the transverse direction of the vehicle 100.
    Figure 3d schematically illustrates an airbag configuration 320, according to one aspect of the invention.
    It should be noted that the airbag configurations 310, 330 and 340 may also be similarly trained. In this case, only the second airbag configuration 320 is given as an example.
    In this case, said airbag configuration 320 comprises two separate airbags, namely a first airbag 320a and a second airbag 320b.
    Said first airbag 320a and second airbag 320b are individually controllable by means of said control unit 200. In this case, said airbags can, where applicable, be inflated in a suitable manner for controlling said collision course. In this case, the airbags of the second airbag configuration 320 can be controlled to maintain a substantially common longitudinal alignment of said vehicle in said collision. In this case, said first airbag 320a and second airbag 320b can prevent so-called Falling knife effect is prevented by activating airbags between the vehicle's cab of the tractor 110 and the trailer 112. Advantageously, according to an example, said third airbag configuration 330 may be activated to further contribute to preventing falling knife effect, thereby maintaining a common veneer. can be advantageously achieved.
    Said first airbag 320a and second airbag 320b may be triggered sequentially or substantially simultaneously.
    According to this example, both the first airbag 320a and the second airbag 320b of the second airbag configuration 320 have been released, but filled with air to varying degrees.
    According to another example of the invention, the control of said airbags can be controlled by different pressures in said airbags. How the pressure is to be distributed between the incoming airbags is based on how the control unit 200 determines which part of the vehicle will be exposed in the event of a collision.
    By being able to vary the pressure distribution between the airbags, the advantage is to be able to control which part of the airbag is to be filled the most. Thereby a variable steaming occurs between the contact surface of the vehicles and it ensures that the contact surface is formed so that the falling knife effect does not occur or that the vehicles do not push each other off the carriage when a collision occurs.
    Figure 4a schematically illustrates a flow chart of a method for controlling collision course at vehicle roofs comprising at least two vehicles, of which at least one vehicle is a forward vehicle and at least one vehicle is a rear vehicle, according to an embodiment of the invention. The process comprises a first process step s401. Step s401 includes the step of: 28 - in the event of an established risk of collision, controlling the release of an external action controllably triggerable airbag configuration, with which at least one of said vehicles is provided, for controlling said collision course. After step s401, the procedure is terminated.
    Figure 4b schematically illustrates a flow chart of a method for controlling collision course at vehicle roofs comprising at least two vehicles, of which at least one vehicle is a forward vehicle and at least one vehicle is a rear vehicle according to an embodiment of the invention.
    The process includes a first process step s410. The step step s410 includes the step of determining parameters. Said parameters may include performance characteristics, vehicle characteristics, release conditions and collision parameters. This can be done by means of said sensor configuration 230.
    After the procedure step s410, a subsequent procedure step s420 is performed.
    The step step s420 includes the step of determining if there is a risk of collision. This can be done by means of said control unit 200. Said collision risk can refer to a collision between a conductor vehicle and a vehicle present, not entering the vehicle stay. Said collision risk may refer to a collision between said present vehicle and a present object. Said collision risk may refer to a collision between said forward and a rear vehicle that enters the vehicle stay. Said collision risk may refer to a collision between two or more vehicles entering the vehicle stay. Said collision risk may refer to a collision between at least some of the vehicles entering in said vehicle struts and a vehicle external object or vehicle. Said collision risk can also refer to a collision between vehicles that temporarily form a vehicle stay. After the procedure step s420, a subsequent procedure step s430 is performed. The method step s430 comprises the step of transferring information from a vehicle, for example a vehicle in front, of the vehicle stay to at least one further vehicle behind. This can be done by means of the communication means 250. Said information may include determined driving characteristics, vehicle characteristics, ambient conditions, collision parameters and collision risk. Said information can also be transmitted than at least one rear vehicle to at least one front vehicle. After the step step s430, a subsequent step s440 is performed.
    The process step s440 comprises the step of, in the event of an established collision risk, controlling the release of an external action controllably releasably arranged airbag configuration, in which at least one of said vehicles is provided, for controlling said collision course. This can be done below said control unit 200 and where control takes place in order to be able to control which part of the airbag is to be filled the most. Said control of tripping can take place on the basis of the stated performance characteristics, vehicle characteristics, environmental conditions, collision parameters and / or collision risk.
    The process step s440 may include the step of controlling said collision course to maintain a substantially common longitudinal alignment of said vehicle in said collision.
    The method step s440 may include the step of triggering at least certain airbag elements of the airbag configuration 305 being embedded independently simultaneously or in sequence.
    The method step s440 may include the step of triggering said airbag configuration 305 to form a contact profile which forms an angle with the transverse direction of the vehicle.
    The method step s440 may include the step of controlling the release of said airbag configuration 305 based on at least some of the parameters performance characteristics, vehicle characteristics, environmental conditions and collision parameters relating to said vehicle.
    The method step s440 may include the step of controlling the release of said airbag configuration 350 based on how the control unit 200 determines which part of the vehicle will be most exposed in the collision.
    After the step step s440, the procedure is terminated.
    Referring to Figure 5, there is shown a diagram of an embodiment of a device 500. The controllers 200 and 210 described with reference to Figure 2 may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510, and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 used in a computer program, such as an operating system, stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port, I / O means, an AID converter, a time and date input and transfer unit, a trade calculator and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
    The computer program P comprises routines for - in the event of an established collision risk, controlling the release of an airbag controllable releasably arranged, with at least one of said vehicles being provided, for controlling said collision course.
    The computer program P comprises routines for controlling said collision course in order to maintain a substantially common longitudinal alignment of colliding vehicles in said collision. The computer program P includes routines for triggering at least some of the airbag elements of the airbag configuration 305 are embedded independently simultaneously or in sequence. The computer program P includes routines for triggering said airbag configuration 305 to form a contact profile that forms an angle with the transverse direction of the vehicle. The computer program P comprises routines for determining at least some of the driving characteristics, vehicle characteristics and ambient conditions of said vehicle with respect to said vehicle, another vehicle not entering the vehicle tie or a vehicle not entering the vehicle tie. The computer program P includes routines for controlling tripping of said airbag configuration 305 based on at least one flag of the parameters performance characteristics, vehicle characteristics and ambient conditions regarding said vehicle, another vehicle not included in the vehicle tie or a vehicle not included in the vehicle tie.
    The software P may be stored in an executable manner or in a printed manner in a memory 560 and / or in a read / write memory 550.
    When it is described that the data processing unit 510 performs a certain function, it should be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.
    The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. Read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. the lanes L210, L220, L230a, L230b, L240, L250a, L250b and L305 are connected (see Figure 2).
    When data is used on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is ready to perform code execution in a manner described above. According to one embodiment, signals received at data port 599 include an established collision risk between a vehicle of a vehicle roof and at least one additional vehicle, for example a vehicle entering said vehicle roof. The received signals on the data port 599 can be used by the device 500 to control, in the event of an established collision risk, the release of an externally operable controllable releasably arranged airbag configuration 305, with which at least one of the vehicles entering a vehicle roof is provided, for controlling said collision course. of the methods described herein can be performed by the device 500 using the data processing unit 510 running the program stored in the memory 560 or the read / write memory 550. After the device 500 runs the program, the methods described are executed.
    The foregoing description of the preferred embodiments of the present invention has been provided for the purpose of illustrating and describing the invention. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments were selected and described in order to best explain the principles of the invention and its practical applications, thereby enabling those skilled in the art to understand the invention for various embodiments and with the various modifications as appropriate to the intended use. 33
    权利要求:
    Claims (17)
    [1]
    1. in the event of an established collision risk, control (s401; s440) release of an externally operable controllably arranged airbag configuration (305; 310; 320; 330; 340), with which at least one of said vehicles is provided, for controlling said collision course .
    [2]
    The method of claim 1, comprising the step of: 1. controlling (s440) said collision course to maintain a substantially true longitudinal alignment of said vehicle in said collision.
    [3]
    The method of claim 1 or 2, further comprising the step of: 1. providing said at least one vehicle with airbag elements (310a; 310b, 310c; 320a; 320b) located at the front of the vehicle cab and at the rear of the vehicle cab, and in the event of a trailer, at the front said trailer and at the rear said trailer.
    [4]
    A method according to claim 3, comprising the step of: 1. triggering (s440) at least some of said airbag elements (310a; 310b, 310c; 320a; 320b) are embedded independently simultaneously or in sequence.
    [5]
    A method according to any preceding claim, comprising the step of: 1. (s440) triggering said airbag configuration (305) to form a contact profile forming an angle with the transverse direction of the vehicle.
    [6]
    A method according to any one of the preceding claims, comprising the step of: 34 controlling (s440) triggering of said airbag configuration based on at least a flagon of the parameters performing characteristics, vehicle characteristics and ambient conditions regarding said vehicle.
    [7]
    A method according to any one of the preceding claims, comprising the step of: 1. controlling (s440) the release of said airbag configuration 305 based on how the control unit 200 judges which part of the vehicle will be most exposed in the collision.
    [8]
    A device for controlling the course of a vehicle roof collision, comprising at least two vehicles, of which at least one vehicle is a vehicle in front and at least one vehicle is a vehicle behind, characterized by: 1. an externally operable controllably disposable airbag configuration (305; 310; 320; 330; 340); Means (200; 210; 500) adapted to, in the event of an established risk of collision, control the release of said airbag configuration (305; 310; 320; 330; 340) for controlling said collision course.
    [9]
    The device of claim 8, comprising: 1. means (200; 210; 500) adapted to control said collision course to maintain a substantially common longitudinal alignment of said vehicle in said collision.
    [10]
    Device according to claim 8 or 9, wherein said airbag configuration (305; 310; 320; 330; 340) comprises airbag elements placed in front of the vehicle cab and at the rear of the vehicle cab, and in the event of a trailer, in front of said trailer and at the rear said trailer.
    [11]
    Device according to the preceding claim 10, comprising: 1. means (200; 210; 500) adapted to release at least some of said airbag elements are embedded independently simultaneously or in sequence.
    [12]
    Device according to any one of claims 8-11, comprising: 1. means (200; 210; 500) adapted to release said airbag configuration to form a contact profile which forms an angle with the transverse direction of the vehicle.
    [13]
    An apparatus according to any one of claims 8 to 12, comprising: 1. means (200; 210; 500) adapted to control the release of said airbag configuration based on at least any of the parameters 10 driving characteristics, vehicle characteristics and ambient conditions of said vehicle.
    [14]
    The device of any of claims 8-12, comprising: 1. means (200; 210; 500) adapted to control the exhaust of said airbag configuration based on how the control unit 200 judges which part of the vehicle may be most exposed in the collision.
    [15]
    Vehicle comprising the device according to any of claims 8-14.
    [16]
    A computer program (P) for controlling the course of a vehicle collision, wherein said computer program (P) comprises a program code for causing an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500). ) to perform the steps according to any one of claims 1-7.
    [17]
    A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-7, when said program code '
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    同族专利:
    公开号 | 公开日
    EP3022092A1|2016-05-25|
    SE537271C2|2015-03-24|
    EP3022092B1|2019-12-11|
    WO2015009216A1|2015-01-22|
    EP3022092A4|2017-03-15|
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    法律状态:
    2021-03-02| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
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