• 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 System (4) for controlling a vehicle stay comprising at least one conductor vehicle and an additional vehicle each having a positioning unit (1), a unit (2) for wireless communication and a detector unit (3). The system (4) comprises an analysis unit (7) configured to receive a carriage profile for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future carriage, the carriage profile containing the drill bit b, with corresponding positions p, for the vehicle fk along the carriageway horizon, and determining a position-based crossover strategy for the vehicles in the vehicle stay based at least on the driving profile of the vehicle fk, after which the vehicles in the vehicle stay are regulated in accordance with the position-based crossover strategy. The analysis unit is further adapted to receive a detector signal from the detector unit (3) and identify an obstacle in or adjacent to the vehicle roof based on the detector signal and which prevents the vehicle roof from being driven according to said driving strategy, and to adapt said driving strategy with respect to the obstacle. a change action of the cross strategy. (Figure 3)
    公开号:SE1351125A1
    申请号:SE1351125
    申请日:2013-09-30
    公开日:2015-03-31
    发明作者:Assad Alam；Kuo-Yun Liang；Henrik Pettersson；Jonas Mårtensson；Karl Henrik Johansson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION The present invention relates to a system and a method for regulating a vehicle roof. The vehicle stay comprises at least one conductor vehicle and an additional vehicle each having a positioning unit, a wireless communication unit and a detector unit.
    Background of the Invention Traffic intensity is high on Europe's major roads and is expected to increase in the future. The increased transport of people and goods not only gives rise to traffic problems in the form of cows but also requires more energy, which in the end gives rise to emissions of, for example, greenhouse gases. A possible contribution to solving these problems is that lazy vehicles travel more tatare in so-called vehicle stays (platoons).
    By vehicle roof is meant a number of vehicles that 'Drivers are already taking advantage of this elusive fact today with a sacred traffic safety as a result. A basic Maga around vehicle stays is how the time gap between vehicles can be reduced in the recommended 3 seconds down to between 0.5 and 1 second without affecting traffic safety. With distance sensors and cameras, the driver's reaction time can be eliminated, a type of technology already used today by system 2 such as ACC (Adaptive Cruise Control) and LKA (Lane Keeping Assistance). One limitation, however, is that distance sensors and cameras require a clear view of the target, which makes it difficult to detect trades more than a couple of vehicles up front in Icon. A further limitation is that the cruise control cannot react proactively, i.e. the cruise control cannot react to actions that take place further in the traffic that will affect the traffic rhythm.
    One way to get vehicles to act proactively is to get vehicles to communicate in order to exchange information between them. A development of the IEEE standard 802.11 for WLAN (Wireless Local Area Networks) called 802.11p enables wireless transmission of information between vehicles, and between vehicles and infrastructure. Different types of information can be sanded to and from the vehicles, such as vehicle parameters and strategies. The development of communication technology has thus made it possible to design vehicles and infrastructure that can interact and act proactively.
    Vehicles can act as a unit and consequently shorter distances and a better global traffic flow are possible.
    Many vehicles today are also equipped with a cruise control to make it easier for the driver to drive the vehicle. The desired speed can then be set by the driver through, for example, a control in the steering console, and a cruise control system in the vehicle then acts on a control system so that it accelerates or brakes the vehicle to maintain the desired speed. If the vehicle is equipped with an automatic shifting system, the other person's the vehicle's gearbox so that the vehicle can maintain the desired speed.
    When cruise control is used in hilly terrain, the cruise control system will try to maintain the set speed through uphill slopes. This sometimes causes -IOW for the vehicle to accelerate over the crown and perhaps into a subsequent downhill slope and then need to be braked so as not to exceed the set speed, which constitutes a fuel-free way of driving the vehicle. Furthermore, of course, the vehicle's engine power and mass affect the ability to drive the vehicle in a commercial manner, for example, a weak engine and a large mass affect the ability to maintain a set speed of 3 uphill slopes. By varying the vehicle's speed in hilly terrain, fuel can be saved at the same time as a conventional cruise control. If the future topology Ors kand because the vehicle has map data and positioning equipment, such systems can be made more robust as well as the speed of other vehicles before things have happened, which is achieved with so-called predictive cruise control (LAC).
    However, as an industry-optimal crossover strategy must be developed for an entire vehicle roof, the situation becomes more complex. Additional aspects must be taken into account, such as maintaining the optimal distance, physically possible speed profile for all vehicles with varying mass and engine capacity. A further aspect of a vehicle stay during travel over varying topography is that when the first vehicle has lost speed on an uphill slope, it resumes its seat speed along the hill. The subsequent vehicles that are then still on the uphill slope will be forced to accelerate on the hill, which is not industry efficient. It is also not always possible, which meant that gaps will be created in the vehicle roof which in turn must be dropped again. This creates oscillations in the vehicle stay. Similar behavior is also observed under downhills, when the first vehicle begins to accelerate downhill due to the great mass. The following vehicles are then forced to accelerate before the downhill slope, as they try to maintain the distance to the vehicle in front. After the downhill slope, the leader vehicle begins to decelerate to return to the set speed. The subsequent vehicles, which are still on the downhill slope, will then be forced to brake so as not to cause a collision, which is not industry efficient.
    A similar problem occurs when cornering. Using an individual vehicle, one can calculate what maximum speed the vehicle should have through the curve based on various factors such as. Forer comfort, center of gravity, risk of overturning, curvature, etc., through a predictive cruise control. However, it is not obvious how a vehicle roof should take the curve. If the first vehicle in the drawbar needs to decelerate in the curve -Iran its set speed to complete the curve, it will resume its set speed after the curve. The subsequent vehicles which are then still in curve 4 will be forced to accelerate in the curve, which may not be possible without exposing the vehicles to risks such as awakening.
    It is edge, e.g. through the above-described predictive cruise control system LAC, to increase the speed just before an uphill slope or reduce the speed just before a downhill slope in order to better utilize the gravitational force, which results in a lower fuel consumption for a vehicle. However, it is not yet clear how to increase or decrease the speed of a vehicle stay in front of slopes, i.e. create industry-optimal s.k. cooperative cross strategies. For course strategies to work, e.g. to increase the speed in front of an uphill slope meant that there must not be flagging oncoming traffic that prevents this. If a slower vehicle is just in front of a vehicle or a vehicle stay, the vehicle stay will not be able to increase the speed before the hill. This also becomes a problem if an unoccupied / unauthorized vehicle penetrates the vehicle roof. An unknown vehicle can e.g. be a car that prevents the leader vehicle from increasing speed before a hill.
    The following patent documents show different methods and systems in connection with vehicle roofs.
    US-6356820 discloses a control device for dividing a vehicle roof into several vehicle roofs when vehicles are going to different destinations.
    US-2013/079953 describes how a new vehicle roof is formed when the number of vehicles in a first vehicle roof exceeds a certain number.
    US-6437688 discloses a method for handling a situation if an obstacle is detected between two vehicles in a vehicle roof.
    US-2012/0123658 discloses a system for improving the flow of traffic and handling vehicles that do not belong to the vehicle stay.
    The object of the present invention is to provide an improved system and a method which is intended to handle situations which arise obstacles, e.g. an unknown vehicle, penetrates into the vehicle roof or lies in front of the vehicle roof, and thereby prevents the vehicle roof from being driven according to a common cross-strategy and thereby risks reduced industry savings as a consequence as a certain cross-strategy can not be followed due. obstacle.
    SUMMARY OF THE INVENTION The above objects are achieved by the invention defined by the independent claims.
    Preferred embodiments are defined by the dependent claims.
    The system and method according to the invention aims to handle a situation when an obstacle, e.g. an unknown vehicle, enters a vehicle roof and prevents a common cross-strategy from being carried out, preferably a common predictive cross-strategy. In the first place, they want to adapt the current crossover strategy and maintain the vehicle stay intact, ie. Avoid splitting the vehicle roof.
    This is achieved by, if an unknown vehicle enters the vehicle stay at an arbitrary position, waiting a predetermined time before proceeding Ors.
    If the unknown vehicle remains in the vehicle roof, the time slot of the remaining vehicle in the vehicle roof is preferably increased. The time slot of the vehicle in the vehicle roof that is behind the unknown vehicle can also be increased.
    In particular in front of an approaching hill, it may be relevant to divide the vehicle stay and to determine a cross-strategy for each part of the vehicle stay.
    Then check if the unknown vehicle has disappeared. If the vehicle has disappeared sib's vehicle struts together again. This can happen at an optimal point from an industry point of view, such as may be before, after, or on a hill depending on the difference in distance to the unknown vehicle.
    According to one example, an unknown vehicle lies in front of a heavy vehicle or a vehicle stay which is driven according to a position-based driving strategy. By position-based driving strategy is meant that a vehicle follows a raft profile with the drill guard in different positions along the road.
    According to the invention, the cross strategy is adapted and acts proactively by taking a distance in advance to the unknown vehicle. As a result, the vehicle stay can later be regulated on the basis of an Unwanted predictive cross-strategy with expected industry savings and / or time savings.
    According to another example, an unknown vehicle penetrates into the vehicle roof. According to the invention, the course strategy is adapted first. If the unknown vehicle still remains after a predetermined time, the vehicle stay is divided into two smaller vehicle stays and then a new cross-cutting strategy is unveiled for the individual vehicle stays, for example reversing, which can reduce fuel consumption. Once the unknown vehicle has moved, according to the invention, the vehicle stays can be reassembled into a vehicle stay and a position-based crossover strategy for the combined vehicle stay can be determined.
    The system and method according to the invention make it possible that industry-efficient cross-strategies for one or more vehicles can also be used in mixed traffic, i.e. when disturbances occur in the form of, for example, passenger cars Icor entering a gap between the vehicles in a vehicle roof.
    Brief description of the accompanying figures The invention will be described below with reference to the accompanying figures, of which: Fig. 1 shows an example of a vehicle roof which is driven up a hill.
    Fig. 2 shows an example of a vehicle stay traveling in a curve.
    Fig. 3 shows an example of a vehicle in a vehicle roof.
    Figs. 4A-4D show different examples of the system design.
    Fig. 5 shows a flow chart of the method according to an embodiment of the invention.
    Detailed Description of Preferred Embodiments of the Invention Definitions 7 LAC (Look-Ahead Cruise Control): A cruise control that uses information about the topography of the oncoming vehicle and calculates an optimal vehicle profile in the form of a speed trajectory for a vehicle. Kailas is also a predictive speedster.
    LAP (Look-Ahead cruise control for platoons): A cooperative cruise control that uses information about the topography of the oncoming vehicle and calculates an optimal speed trajectory for all vehicles in a vehicle stay. Kailas also predictive cruise control for vehicle roofs. The control strategy is determined, for example, by dynamic programming. vk: the speed fOr the vehicle fk in the vehicle roof with N vehicle. dk, k + i - the distance between the vehicle fk and the vehicle behind fk + i in the vehicle stay. ak: the slope of the vehicle fk.
    V2V (Vehicle to vehicle) communication: Tracilo's communication between vehicles, also called vehicle-to-vehicle communication.
    V21 (Vehicle to infrastructure) communication: Tracilo's communication between vehicle and infrastructure, such as a vehicle or computer system.
    The present invention can now be described in detail with reference to the accompanying figures.
    The system and method according to the invention is applied by a predictive vehicle speedometer (LAP) and a number of embodiments of such a cruise control will be described with reference to Figures 4A-4D. Then comes a description of how such a cruise control adapts the cross strategy to deal with disturbances in the form of obstacles, e.g. unknown vehicles, which means that, for example, speed increases specified by the driving strategy cannot be carried out.
    Fig. 1 shows a vehicle stay with N heavy vehicles fk which travels at small intervals dk, k + 1 between the vehicles up a hill. The vehicle in the vehicle roof 'Fig. 2 shows a vehicle stay with N = 6 heavy vehicles fk which, like the example in Fig. 1, travels at small intervals dk k-Fi between the vehicles, but which instead passes through a curve. Also, each vehicle is fk equipped with a receiver and transmitter 2 (Fig. 3) for wireless signals, and can communicate via V2V and V2I communication. The curve shown has with the curve radius r.
    The vehicle stays each have a leader vehicle, i.e. the first vehicle f1. Each vehicle fk in the vehicle roof has, for example, a unique vehicle identity, and a vehicle roof identity that is common to the entire vehicle roof, in order to be able to keep track of which vehicles are included in the vehicle roof. Data sent wirelessly between the vehicles in the vehicle stay can be tagged with these identities so that data received can be routed to the raft vehicle.
    Fig. 3 shows an example of a vehicle fk in the vehicle roof and how it can be equipped. The vehicle fk is provided with a positioning unit 1 which can determine the position of the vehicle fk. The positioning unit 1 may, for example, be configured to receive signals from a global positioning system such as GNSS (Global Navigation Satellite System), for example GPS (Global Positioning System), GLONASS, Galileo or Compass. Alternatively, the positioning unit 1 may be configured to receive signals Than for example one or more detectors in the vehicle which feed relative distances to for example a car node, vehicles in the surroundings or the like with a known position. Based on the relative distances, the positioning unit 1 can then determine the vehicle fk's own position. A detector can also be configured to detect a signature in, for example, a car node, the signature representing a certain position. The positioning unit 19 can then be configured to determine its position by scanning the signature. The positioning unit 1 can instead be configured to determine the signal strength in one or more signals than a base station or car node with a known position, and thereby determine the position of the vehicle fk by triangulation. In this way, fk's own position can be determined. Of course, even the above techniques can be combined to secure the position of the vehicle fk. The positioning unit 1 is configured to generate a position signal containing the position of the vehicle fk, and to transmit this to one or more units in the vehicle fk. As already mentioned, the vehicle fk is also equipped with a unit 2 for wireless communication. The device 2 is configured to act as a receiver and transmitter of wireless signals. The unit 2 can receive wireless signals Than other vehicles and / or wireless signals from the infrastructure around the vehicle fk, and true wireless signals to other vehicles and / or wireless signals to the infrastructure around the vehicle fk. The wireless signals can also include vehicle parameters from other vehicles, for example mass, torque, speed, and even more complex information such as gallant corps profile, driving strategy, etc. The wireless signals can also contain information about the environment, such as car inclination a, curve radii, etc. The vehicle fk can also be provided with one or more detectors 3 for sensing the environment, for example a radar unit, laser unit, tilt detector etc. These detectors are in Fig. 3 generally marked as a detector unit 3, but can thus consist of a number of different detectors placed on different stables in the vehicle. The detector unit 3 is configured to sense a parameter, for example a relative aystand, speed, inclination, lateral acceleration, rotation, etc., and to generate a detector signal which contains the parameters.
    The detector unit 3 is further configured to send the detector signal via the unit 2 to one or more units in the vehicle fk. The vehicle can also be equipped with a map unit that can provide map information about the upcoming road. The map unit can, for example, not be part of the positioning unit 1. The driver can, for example, enter an end position and the map unit can then, by knowing the current position of the vehicle, provide relevant map data about the coming road between the current position and the final destination. The vehicle fk communicates internally between its various units via, for example, a bus, for example a CAN bus (Controller Area Network) which uses a message-based protocol. Examples of other communication protocols that can be used are TTP (Time-Triggered Protocol), Flexray and others. In this way, signals and data described above can be exchanged between different units in the vehicle fk.
    Signals and data can, for example, instead be transmitted wirelessly between the different devices.
    In the vehicle fk there is also, in whole or in part, a system 4 which will be explained in more detail with reference to Figures 4A-4D, which show various examples of the system 4. The dashed lines in the figures indicate that wireless transmission of data applies. In general, the system 4 is there to regulate the vehicle roof, and to arrive at a common cross-strategy for the entire vehicle roof based on information about the future road. System 4 thus implements a type of cooperative cruise control for the vehicle stay, a LAP. In particular, the system 4 is usable for the vehicle roof when driving on slopes and / or curves. By developing a common corps profile that applies to the entire vehicle roof, you get a choice of organized vehicle roof where the consideration is given to what is best for the entire vehicle roof at 'The system 4 comprises an analysis unit 7 which is configured to receive a car profile for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future carriage, the carcass profile containing the drill bit bi for the vehicle fk in positions pi along the carriageway horizon. This raft profile may, for example, have been determined by an existing cruise control, for example an LAC or other form of predictive cruise control, and communicated to the analysis unit 7. The bore values bi may be, for example, the speed drill vi, the acceleration drill a, or the distance drill di. The analysis unit 7 is further configured to determine a position-based crossover strategy for the vehicles in the vehicle roof based at least on the crane profile of the vehicle fk. The vehicles in the vehicle stay are then regulated in accordance with the cross strategy.
    The analysis unit 7 is according to an embodiment configured to generate a cross-strategy signal indicating the position-based cross-strategy, and to send via the 11 unit 2 the cross-strategy signal to all vehicles in the vehicle stay, after which the vehicles in the vehicle stay are regulated in accordance with the cross-strategy. According to another embodiment, the vehicles in the vehicle roof are regulated according to the driving strategy as it is determined, which will be explained in more detail in the following.
    A driving profile for the individual vehicle fk can thus be achieved by using an already determined driving profile designed by a predictive cruise control located in the vehicle or other external unit. Predictive cruise control, also called predictive cruise control, is a predictive control scheme with knowledge of some of the future disturbances, has the guard topography. An optimization, e.g. through dynamic programming, is performed with respect to a criterion involving a predicted future behavior of the system. An optimal solution soks has for the problem Over a limited vag horizon, as phase by truncating the entire choir mission horizon. The wagon horizon is typically 2 km long. The aim of the optimization is to minimize the required energy and time for the chore assignment, while keeping the vehicle's speed within a certain range. The optimization can be performed with, for example, MPC (Model Predictive Control) or an LQR (Linear Quadratic Regulator) nn.a.p. to reduce fuel consumption and time in a cost function J based on a non-linear dynamics and fuel consumption model for the vehicle fk, limits on control input signals and limits on the maximum absolute deviation from the vehicle speed, for example 5 km / h. An example of how such optimization can be performed is described in "Look-ahead control of heavy vehicles", E. Hellstrom, Linkoping University, 2010. A vehicle model that describes the main forces that affect a moving vehicle is described therein according to: dv m— - 'motor - Pbroms - FTluftmotstand (V) - Frullning (a) - Fgravitet (a) t dt iti 1101f1 = f T (we, 6) —brake Fbra - - CDAaPal) 2 - CrT119 cos a - mg sin a, ( 1) rw2 dar a denotes the inclination of the carriage, CD and cr are characteristic coefficients, g denotes the gravitational force, pa is the air density, rw is the wheel radius, and it, if, lit, 12 rif are transmission and gear-specific constants. The accelerating vehicle speed mt (miwie, it, if, qt, depends on the gross mass m, wheel inertia Jw, engine inertia Je, gearshift gear ratio and efficiency it, qt as well as the final choke gear ratio and efficiency if, rip a steep uphill slope which then at least partially obtains a higher average speed when the vehicle travels along the steep uphill slope.In the same way the speed is reduced before the vehicle enters a steep downhill slope.The vehicle speed may be allowed to decrease to the minimum speed on an uphill slope and accelerate again lost speed until If the uphill slope is followed by a downhill slope, the speed can be kept at a lower level in the uphill slope to avoid braking on the downhill slope so that the vehicle's speed becomes too high and instead use the potential energy the vehicle gets from its weight on the downhill slope. .
    Both time and fuel can be saved.
    A minor vagal slope a can be described according to: alThe method comprises providing a carcass profile for at least one vehicle fk in the vehicle roof along a carriageway horizon for the vehicle's future carriage, the carcass profile containing the drill bit bi and associated positions pi for the vehicle fk along the carriageway horizon (A1). The drilling values bi can be, for example, the speed drilling value vi, the acceleration drilling value ai, or the distance drilling value di. According to one embodiment, the method comprises providing a body profile for each of a plurality of vehicles in the vehicle roof. A carriage profile can be provided, for example, by determining a carriageway horizon for at least one vehicle fk in the vehicle roof using position data and map data of a future carriage, which contains one or more properties for the future carriage, and determining a carriageway profile for at least one vehicle fk I the vehicle roof based on the characteristics of the horizon, the raft profile containing the drill bit bi and the associated positions on the vehicle fk along the vaginal horizon.
    The method also includes determining a position-based crossover strategy for the vehicles in the vehicle stay based at least on the crane profile of the vehicle fk (A2). 21 Thereafter, the vehicles in the vehicle stay are adjusted in accordance with the position-based crossover strategy (A3). According to one embodiment sa (A3) comprises communicating the position-based crossover strategy to all vehicles in the vehicle stay, after which the vehicles in the vehicle stay are regulated in accordance with the position-based crossover strategy.
    The method further comprises receiving a detector signal from said detector unit and identifying an obstacle in or in connection with the vehicle stay based on the detector signal and which prevents the vehicle stay from being driven according to said driving strategy. If an obstacle has been identified, the cross-country strategy is adapted to the obstacle by performing at least one change action of the cross-strategy (A4).
    If the obstacle remains, the vehicle roof is divided into separate vehicle roofs (A5) and position-based cross strategies are determined for each vehicle roof based on the raft profile of at least one vehicle in each vehicle roof, after which the vehicles in the vehicle roofs are regulated in accordance with the position-based cross strategies.
    Preferably, the vehicle roof is divided into two separate vehicle roofs. However, situations may arise as it may be more favorable to divide it into more than two separate vehicle stays, or to dissolve the vehicle stay. This can, for example, occur when several vehicles in the drawbar identify obstacles at about the same time. In such a situation, as usual, the measures specified above for each identified obstacle are carried out and the end result is that the vehicle roof is divided into more than two vehicle roofs.
    After the division, the steps are carried out to determine whether an obstacle has still been identified in or adjacent to the vehicle stays.
    If no obstacle is identified, a merged vehicle stay is formed and a position-based driving strategy is determined for the merged vehicle stay (A6).
    Other embodiments that can also be applied as a method have been described in connection with the description of the system. The invention also comprises a computer program product comprising the program code Prog stored on a computer readable medium for performing the method steps described herein. The computer program product may be, for example, a CD. The present invention is not limited to the embodiments described above. Different alternatives, modifications and equivalents can be used. Therefore, the above-mentioned embodiments do not limit the scope of the invention, which is defined by the appended claims.
    权利要求:
    Claims (19)
    [1]
    1. receiving a carcass profile for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future carriage, the carcass profile containing the borehole bi with associated positions pI for the vehicle fk along the vagus horizon; determine a position-based driving strategy for the vehicles in the vehicle roof based at least on the carriage profile of the vehicle fk, after which the vehicles in the vehicle roof are regulated in accordance with the position-based crossing strategy; 2. receiving a detector signal from said detector unit (3); 3. identify an obstacle in or adjacent to the vehicle roof based on the detector signal and which prevents the vehicle roof from being driven according to the said crossing strategy; 4. adapt the said cross-strategy with regard to the obstacle by performing at least one change action of the cross-strategy.
    [2]
    The system of claim 1, wherein the analysis unit (7) is configured to determine at least one parameter P relative to an identified obstacle, said parameter being related to the distance to the obstacle, or to the speed or acceleration of the obstacle, relative to at least one vehicle in vehicle roof.
    [3]
    The system according to claim 1 or 2, wherein said modification action comprises - adapting said drilling guard so that one or more vehicles in the vehicle stay slows down in such a way that said obstacle does not prevent speed increases in the cross strategy along the vaginal horizon, - waiting for a predetermined time.
    [4]
    The system according to any one of claims 1-3, wherein the analysis unit (7) is further configured to: 1. determine if the obstacle prevents the adapted crossover strategy from being followed despite the challenge of change, if so the steps to: 2. divide the vehicle stay in separate vehicle roofs, - determine position-based cross-strategies for each vehicle-roof based on the raft profile of at least one vehicle in each vehicle-roof, after which the vehicles in the vehicle-roofs are regulated in accordance with the position-based cross-strategies.
    [5]
    The system of claim 4, wherein after splitting the vehicle stay, the analysis unit (7) is configured to, 1. determine if an obstacle has been identified in or adjacent to the vehicle stays, and if no obstacle is identified: 2. form a combined vehicle stay and determine a position-based driving strategy for the combined vehicle roof.
    [6]
    The system according to any of the preceding claims, wherein the analysis unit (7) is configured to - generate a cross-strategy signal son indicating the position-based cross-strategy, and - true cross-strategy signal to all vehicles in the vehicle stay, after which the vehicles in the vehicle stay are regulated in accordance with the position-based cross-strategy.
    [7]
    The system (4) according to any of the preceding claims, wherein the analysis unit (7) is configured to receive a raft profile for each of a plurality of vehicles in the vehicle stay.
    [8]
    The system (4) according to claim 7, wherein the analysis unit (7) is configured to analyze said raft profiles to determine a selected raft profile as a position-based cross strategy for the vehicles in the vehicle stay.
    [9]
    The system (4) according to claim 8, wherein the drilling values bi are the velocity drilling value vi and the analysis unit (7) is configured to: 1. determine a difference value Av for each corpus profile indicating the largest difference between a maximum velocity vm „and minimum velocity vmin; - compare the difference values of For the different choir profiles with each other; 2. determine a selected choir profile that has the largest difference value of based on the comparison.
    [10]
    The system (4) of claim 9, wherein the analysis unit (7) is configured to compare the difference value Av sequentially.
    [11]
    The system (4) according to claim 9 or 10, wherein the analysis unit (7) is configured to 1. compare the velocity drill value vi with a set velocity vset and determine a difference Av between vi and vset; 2. Compare Av with a threshold value, and initiate the determination of the position-based cross-strategy if Av exceeds the threshold value.
    [12]
    The system (4) according to any one of the preceding claims, comprising: - a horizon unit (5) configured to define a vaginal horizon for at least one vehicle fk in the vehicle roof using position data and map data of an ancient vag, which contains one or more properties for the future road; A crane profile unit (6) configured to define a crane profile for at least one vehicle fk in the vehicle roof based on the characteristics of the vag horizon, the crane profile containing the drill bit bi and associated positions pi for the vehicle fk along the vag horizon.
    [13]
    A method of controlling a vehicle stay comprising at least one conductor vehicle and a further vehicle each having a positioning unit (1), a wireless communication unit (2) and a detector unit (3), the method comprising: 26 providing a raft profile for atnninstone one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future vag, the rafton profile containing the drill guard bi and associated positions pi for the vehicle fk along the vagus horizon; 2. determine a position-based crossover strategy for the vehicles in the vehicle roof based at least on the carcass profile of the vehicle fk, after which the vehicles in the vehicle crest are regulated in accordance with the position-based crossover strategy; 3. receive a detector signal than said detector unit (3); 4. identify an obstacle in or in connection with the vehicle roof based on the detector signal and which prevents the vehicle roof from being driven according to the said crossing strategy; 5. adapt said cross-strategy with regard to the obstacle by performing at least one change action of the cross-strategy.
    [14]
    The method of claim 13, wherein the method comprises determining a parameter P relative to an identified obstacle, said parameter being related to the distance to the obstacle, or to the speed or acceleration of the obstacle, in relation to at least one vehicle in the vehicle roof.
    [15]
    The method of claim 13 or 14, wherein said modification action comprises 1. adjusting said drill guard so that one or more vehicles in the vehicle stay slows the speed in such a way that said obstacle does not prevent speed increases in the driving strategy along the vaginal horizon, 2. awaiting a predetermined time.
    [16]
    The method according to any one of claims 13-15, wherein the method further comprises: 1. determining whether the obstacle prevents the adapted crossover strategy from being followed despite performed modification action, if so the steps are carried out to: - divide the vehicle stay into separate vehicle stays, 2 determine position-based crossover strategies for each vehicle roof based on the crane profile of at least one vehicle in each vehicle roof, after which the vehicles in the 27 vehicle struts are regulated in accordance with the position-based crossover strategies.
    [17]
    The method of claim 16, wherein after splitting, the steps are performed to, 1. determine if an obstacle has been identified in or adjacent to the vehicle roofs, and if no obstacle is identified: 2. form a merged vehicle roof and determine a position-based driving strategy for the merged vehicle roof.
    [18]
    Computer program (Prog) in a system (4), wherein said computer program (Prog) comprises program code for causing the system (4) to perform some of the steps according to claims 13 to 17.
    [19]
    A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 13 to 17. 1/4
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    同族专利:
    公开号 | 公开日
    DE112014004023T5|2016-07-21|
    SE537603C2|2015-07-21|
    WO2015047174A1|2015-04-02|
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    法律状态:
    优先权:
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    SE1351125A|SE537603C2|2013-09-30|2013-09-30|Method and system for handling obstacles for vehicle trains|SE1351125A| SE537603C2|2013-09-30|2013-09-30|Method and system for handling obstacles for vehicle trains|
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    DE112014004023.1T| DE112014004023T5|2013-09-30|2014-09-26|Method and system for making obstacles to vehicle trains|
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