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    • 专利摘要:
    Summary System (4) and method for controlling a vehicle stay comprising at least one conductor vehicle and an additional vehicle each having a positioning unit (1) and a unit (2) for wireless communication. The system comprises a corps profile unit (6) configured to define two different common cross strategies adapted to be applied to all vehicles in the vehicle stay, these cross strategies consisting of a common position-based cross strategy and a common time-based cross strategy. The system comprises an analysis unit (7) configured to receive and evaluate one or more cross-strategy criterion values (8), 10 - determine whether said time-based cross-strategy or position-based cross-strategy is to be used depending on the result of said evaluation, generate a cross-strategy signal indicating determined cross-strategy , and true cross-strategy signal to all vehicles in the vehicle stay affected by the cross-strategy, after which the vehicles in the vehicle stay are regulated in accordance with the cross-strategy. (Figure 4A)
    公开号:SE1351130A1
    申请号:SE1351130
    申请日:2013-09-30
    公开日:2015-03-31
    发明作者:Assad Alam；Kuo-Yun Liang；Henrik Pettersson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    Title Field of the Invention The present invention relates to systems and a method for vehicle struts which can be performed with a position-based or a time-based driving strategy.
    Background of the invention The traffic intensity is high on Europe's larger 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 cross at short distances between each other and drive forward as a unit. The short distances mean that less traffic can travel on the road, and also that the energy consumption of an individual vehicle decreases as the air resistance is reduced. The vehicle in the vehicle roof 'Studies show that the industry access for the leading vehicle in the vehicle stay can be reduced by 2 to 10 (:) / 0 and for the following vehicle 15 to 20 (:) / 0 compared to a single vehicle. This is provided that the distance between the trucks is 8 - 16 meters and that they travel at 80 km / h. The reduced industry access results in a corresponding reduction in CO2 emissions. PID drivers are already taking advantage of this 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 from the recommended 3 seconds down to between 0.5 and 1 second 30 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 systems such as ACC (Adaptive Cruise Control) and LKA (Lane Keeping Assistance). One limitation, however, is that distance sensors and jugs require a clear view of the vehicle, which means that it is difficult to detect trades more than a couple of vehicles in Icon. A further limitation is that they cannot react proactively, i.e. react to actions that have not had a significant effect on 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.
    The steering strategy for the vehicle stay is usually designed to keep the distance constant to the vehicle in front when Icor in the vehicle stay, and this is usually e.g. that now the vehicle in front increases its speed (and thus the distance) then your own vehicle also needs to increase the speed to get to the right distance and match the speed. The same applies to a speed reduction.
    The speed changes then take place in principle at the same time. This strategy works well on a straight road with limited topography. On a road with a more complex topography with curves and slopes, such a strategy will not be the most industry efficient, comfortable for the driver or safe (optional) for the vehicle. In a curve, for example, a time-synchronous speed control will mean that if the first vehicle increases the speed immediately after the curve ends, then the second vehicle and the subsequent ones also start to increase the speed in the curve, which is negative both from safety and comfort points of view.
    The object of the invention is to provide an improved regulation of the vehicles in vehicle roofs which can handle the varying situations that the vehicle roof can straighten out and at the same time improve the industry efficiency and safety.
    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.
    In general, the system and method allow a switch between a so-called position-based cross-strategy and time-based cross-strategy depending on a number of cross-strategy criteria values. For example, a sudden deceleration of a vehicle in front may mean switching the crossover strategy to a time-based crossover strategy. According to another example, excessive deviations from a specific strategy (position-based cross-strategy) can lead to a change in cross-strategy.
    According to the invention, the vehicles in the vehicle stay can be regulated with two different cross strategies, a position-based cross strategy which is applied during normal driving and which is advantageous in terms of industry efficiency / comfort and a time-based driving strategy which is adapted to emergencies and thus advantageous in safety / emergency situations.
    Through the existence and evaluation of one or more cross-strategy criteria values, the cross-strategy for the vehicles in the vehicle stay can be determined to refer to either a position-based cross-strategy or a time-based cross-strategy, where different parts of the vehicle stay can be performed with different cross-strategies. instead, it refers to the vehicle roof adapting its crossover strategy, by, where appropriate, changing crossover strategy, depending on the result of the evaluation of a number of criteria with regard to industry efficiency, comfort and safety.
    Since the vehicle roof must be driven with regard to high industry efficiency (and of course also high safety), a cross-based strategy is applied that is position-based. This means that if the first vehicle in the drawbar changes its speed (eg increases the speed or slows down in a way that is not an emergency braking or critical braking) at a point X then the second vehicle does not do it at the same time (synchronously) but instead at exactly the same point X as the first vehicle performed the act. Knowing the position can be done in several different ways, e.g. with the help of GPS (Global Positioning System) or wireless communication between the vehicles and / or infrastructure or with the help of radar to calculate the distance to the vehicle in front and then calculate the point. The succeeding vehicles do the same thing and do not change their speed until they themselves have night point X.
    When the vehicle roof shaves for an unforeseen transaction, a time-based (ie synchronized) cross-strategy is applied. This means that if the first vehicle e.g. emergency brakes, the other vehicle and all subsequent brakes must brake at the same time. This means that safety is maintained for the vehicle stay.
    By evaluating a number of cross-strategy criteria values, it is determined in which cross-strategy the vehicles are to be driven in and whether there is to be a change in cross-strategy.
    According to an example, a vehicle bronze nods in the vehicle roof. The roaring vehicle sends information to the vehicles affected (the vehicles behind), e.g. with the help of wireless communication that this is a critical situation. The vehicles behind can tell if they are within or outside a safety zone (eg you can calculate a drill guard for which aystand you should at least hold and if you end up under the drill guard it meant that a critical situation can arise and then need to use the time-based strategy ).
    As mentioned above, the position-based chore strategy is primarily active in ordinary choreography, but as soon as a situation is judged to be time-critical and e.g. Emergency braking requirements take over the time-based cross-strategy (ie the time-based cross-strategy has a higher priority than the position-based one in 30 emergency situations).
    The invention thus provides a system and method for crossover strategies for vehicle roofs which provides improved industry efficiency and safety.
    The completion of a common cross-strategy can either take place in some of the vehicles, e.g. in the first vehicle, in a local node (eg berakningscenter) or in a central unit.
    The invention thus comprises a method for controlling a vehicle strut which comprises at least one conductor vehicle and a further vehicle each having a positioning unit and a unit for wireless communication. The method comprises determining two different crossover strategies adapted to be applied to vehicles in the vehicle stay, these crossover strategies consisting of: a common position-based crossover strategy adapted to be applied to vehicles in the vehicle stay along a vagal horizon for the vehicle stay's future vag, the crossing strategy comprising a corps profile positions pi along the vehicle horizon's vaginal horizon and that the said drill guard is applied to each vehicle in the usual drill guard associated position available, and a common time-based crossover strategy adapted to be applied to vehicles in the vehicle stay along a vehicle horizon for the vehicle strut's future trough, the crossover profile comprising a drill profile. along the vaginal horizon of the vehicle roof and that each vehicle simultaneously applies the existing drilling value.
    According to the method, the vehicles in the vehicle stay are adapted to be performed in at least a flag of said position-based cross-strategy and said time-based cross-strategy, the method further comprises: receiving and evaluating one or more cross-strategy criteria values, determining whether said time-based cross-strategy or position-based cross-strategy should be used. , - announce a specific cross-strategy to vehicles in the vehicle stay that are affected by the cross-strategy, after which the vehicles in the vehicle stay are regulated in accordance with the cross-strategy.
    BRIEF DESCRIPTION OF THE DRAWINGS 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 f1 in the vehicle roof and how it can be equipped.
    Figs. 4A-4C 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 Vk: the speed of the vehicle fk in the vehicle roof with N vehicles.
    Dk, k + i - the distance between the vehicle fk and the vehicle behind 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 communication (Vehicle to infrastructure): Tracilo's communication between vehicle and infrastructure, for example carriage or computer system.
    Some "simpler" cross-strategies for vehicle roofs discussed above provide industry reduction due to reduced air resistance, but the inventors have realized that they can be even more industry-efficient if you allow a certain "slack" in the cross-strategy and instead let it run position-based, which will be explained more. detailed below.
    As there is little traffic, few curves and a terrain that is not so hilly, a simple cross strategy can work well, e.g. a strategy where the distance between the vehicles is kept substantially constant. In hilly terrain, however, it can be more efficient to regulate the vehicles according to a so-called position-based steering strategy, e.g. at a certain position in front of an uphill slope, the vehicles must maintain a specific speed at a time.
    However, it is sometimes possible to encounter unforeseen situations that a position-based control strategy cannot handle and a different strategy is required. Examples of such an action are a sharp deceleration or a vehicle cutting into the roof.
    Fig. 1 shows a vehicle stay with N heavy vehicles fk which travels at small intervals dk, k + 1 between the vehicles and which crosses a hill. The tilt of the vehicle fk when it Icor over the hill is shown as ak. Each vehicle fk is equipped with a receiver and sandier kir tradlOsa signals, shown as an antenna. The vehicles fk in the vehicle stay can thus communicate with each other through V2V communication and to infrastructure in the form of V21 communication. The different vehicles fk have different masses mk.
    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 + 1 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 vehicle stays each have a leader vehicle, which is usually the first vehicle.
    Each vehicle fk in the vehicle roof has, for example, a unique vehicle identity, and for example a vehicle roof identity that is common to the entire vehicle roof, in order to be able to keep track of which vehicles are in the vehicle roof. Data sent between the vehicles in the vehicle stay can be tagged with these identities so that the 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 supply relative aystand to for example a car node, vehicles in the environment or the like with a known position. Based on the relative distances, the positioning unit 1 can then determine the vehicle's own position. A detector can also be configured to sense a signature in, for example, a car node, the signature representing a certain position. The positioning unit 1 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 of one or more signals Than a base station or car node 10 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, the above techniques can also 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 it 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.
    Unit 2 can receive wireless signals from other vehicles and / or wireless signals from the infrastructure around the vehicle fk, and true wireless signals from other vehicles and / or wireless signals from the infrastructure around the vehicle fk. The wireless signals can include vehicle parameters from other vehicles, such as mass, torque, speed, and even more complex information such as gallant raft profile, crossover strategy, etc. The wireless signals can also contain information about the environment, such as the inclination of the carriage, curvature, etc. may also be provided with one or more detectors 3 for sensing the environment, for example a radar unit, laser unit, tilt feeder, 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 in different places. in the vehicle. The detector unit 3 is configured to sense a parameter, for example a relative aystand, speed, slope, etc., and to generate a detector signal which contains the parameter.
    The detector unit 3 is further configured to transmit the detector signal 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 known road. The driver can, for example, indicate 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 a whole or in part a system 4 which will be explained in more detail with reference to Figures 4A-4C, which show different examples of system 4. In general, system 4 is there to regulate the vehicle stay, and to arrive at a common cross-strategy for the entire vehicle roof, for example based on information about the ancient road. Separately, the system is 4 more to regulate the vehicle stay when it straightens out for slopes and / or curves. By developing a true body 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 when cornering on slopes and / or curves.
    Thus, a system 4 for controlling a vehicle strut which comprises at least one conductor vehicle and a further vehicle each having a positioning unit 1 and a unit 2 for wireless communication.
    The system 4 comprises a driving profile unit 6 configured to determine two different driving strategies adapted to be applied to vehicles in the vehicle stay. These cross-strategies consist of a position-based cross-strategy and a time-based cross-strategy and will be explained in more detail below.
    The position-based crossover strategy is adapted to be applied to affected vehicles in the vehicle stay along a vaginal horizon for the vehicle stay's forward vagus. The crossover strategy comprises a raft profile comprising the drill bit bi and associated positions pi along the vehicle horizon's vag horizon and that said drill bit is applied to each affected vehicle in the usual drill bit cohesive position that is present. The named drilling values bi include the velocity drilling value vi, the acceleration drilling value a; and / or the distance drill guard di.
    A simple example is illustrated in Figure 2 where X marks a position pi along the vagus horizon of the vehicle roof. According to the choir strategy, the position of a cohesive speed resident we have. In the figure, the vehicle 2 passes the position pi and must therefore be regulated to be driven at the speed vi. When the vehicle 3 passes the position pi, that vehicle must be driven at the speed vi, etc. There are, of course, a number of positions along the vaginal horizon with associated velocity boreholes. Preferably, there are more positions with associated velocity boreholes along vaginal horizons with curves and in hilly terrain, ie. where the speed varies, compared to the wagon section where the speed does not vary so much. According to one embodiment, the raft profile unit 6 is configured to determine the raft profile of a vehicle fk in the vehicle roof, preferably the conductor vehicle, comprising said drill bit bi and associated positions pi of the vehicle fk in positions along the horizon and said analysis unit being adapted to form said common positions.
    Figure 4A shows a block diagram of the embodiment in which the conductor vehicle comprises the raft profile unit 6 and the analysis unit 7.
    The time-based crossover strategy is adapted to be applied to all affected vehicles in the vehicle stay along a vaginal horizon for the vehicle stay's future vag. The crossing strategy comprises a raft profile comprising the drill bit bi along the vehicle horizon's vag horizon and that each affected vehicle simultaneously applies the drill bit value that is present. In a simple example, the time-based driving strategy consists of a message to the vehicle behind that a vehicle in front is braking hard. 11 The vehicles in the vehicle stay are adapted to be transported in atnninstone flag of said position-based cross-strategy and said time-based cross-strategy. This can occur, for example, if an unknown vehicle penetrates a vehicle roof. The vehicles behind the unknown vehicle then shift over to a time-based crossover strategy 5 while the remaining ones continue with the crossover strategy they used.
    The system thus comprises an analysis unit 7 which is configured to receive and evaluate one or more cross-strategy criteria values 8, determine whether said time-based cross-strategy or position-based cross-strategy is to be used depending on the result of said evaluation, generate a cross-strategy signal indicating determined cross-strategy. all vehicles in the vehicle stay that are affected by the cross strategy, after which the vehicles in the vehicle stay are regulated in accordance with the cross strategy. The cross-strategy signal can of course be sent to all vehicles in the vehicle stay, but then entails changing the cross-strategy only for the vehicles that are affected.
    The cross-strategy criterion values 8 preferably refer to criteria related to emergency situations, and refer to, for example, distance to obstacles or missing vehicles and / or change of the distance to the advancing vehicle.
    The cross-strategy values 8 are determined, for example, by the detector unit 3 as described above.
    The analysis unit 7 is thus configured to receive said cross-strategy criterion value 8 and to determine the distance to an obstacle or a vehicle in front. If, according to an example, the vehicle is driven according to the position-based crossing strategy and if the distance is less than a predetermined first distance value, related to the vehicle's speed, the crossing strategy transitions to the said time-based crossing strategy for the vehicles concerned.
    According to another example, the analysis unit 7 is configured to receive said cross-strategy criterion value 8 and to determine the distance to an obstacle or a vehicle in front. If the vehicle is instead driven according to the said time-based cross-strategy and if the distance exceeds a predetermined second distance value, related to the vehicle's speed, the cross-strategy transitions to the said position-based cross-strategy for the vehicles affected. The first and second distance values may be the same, but preferably the first distance value is shorter than the second distance value.
    According to one example, the vehicle stay is carried out in a position-based driving strategy where the distance between the vehicles is normally 10 meters. If the distance between two vehicles is less than 5 meters (first distance value), a change is made to the time-based cross-strategy and all vehicles that are affected by other speeds at the same time. It may happen that the obstacle occurs for some vehicle that is in the middle of the vehicle roof, in such a case it is only the vehicles behind that need to be affected and move on to the time-based driving strategy.
    The return from the time-based cross-strategy to the position-based cross-strategy takes place when the distance is again e.g. at least 10 meters (second distance guard).
    According to a more general example, the vehicle roof is removed from a 10-hole gap between the vehicles in a position-based crossover strategy. Suddenly, a vehicle brakes up in the vehicle roof, which means that information is transferred to other vehicles that you have to switch to a time-based driving strategy and all vehicles brake synchronously. As mentioned above, the position-based crossover strategy is applied when the vehicle stay is performed in normal situations.
    The block diagram in Figure 4B illustrates an example where each of the vehicles comprises a raft profile unit 6, and an analysis unit 7, configured to receive the cross-strategy criterion value 81. In this example, the communication between the vehicles takes place according to any of the methods described above, e.g. V2V or V2I. Another example pile is illustrated in block diagram in Figure 40. In this example, the analysis unit 7 is arranged in an external unit in the infrastructure around the vehicle roof. In the illustrated example, all vehicles are equipped with a raft profile unit 6. In such a case, the analysis unit 7 determines which raft profile is to be applied to the vehicle stay. A variant of this example is that at least one vehicle, which does not have to be the leader vehicle, determines a body profile which is then applied by the affected vehicles in the vehicle stay.
    According to an embodiment of the system, the chassis profile unit 6 is configured to continuously determine for the conductor vehicle its actual actual speed. This speed can be regulated by a per se known cruise control of some kind, or by the driver vehicle being driven manually. The positioning unit on the conductor vehicle is configured to determine with the actual speed associated positions, and to let the current speed constitute said drill value bi, which, together with the associated position pi, constitutes the cross strategy. The cross strategy is communicated to all affected vehicles in the vehicle stay which are regulated in accordance with the cross strategy.
    When applying a position-based crossover strategy, this meant that the distance between the vehicles in the vehicle stay was almost allowed to vary. To avoid situations occurring where the distance between the vehicles becomes too short, the driving strategy includes a distance parameter related to the distance to a vehicle in front of the vehicle roof. The position-based driving strategy allows the distance between the vehicles in the vehicle stay to vary between predetermined distance values related to the vehicle's speed. If the distance is less than a minimum distance value, the cross strategy states that the distance is not less than this minimum distance value, e.g. by reducing the speed drill guard.
    For all embodiments, it applies that the positioning unit 1 itself may comprise one or more units for determining the position values for the cross strategy. It comprises, for example, a unit for position determination with GPS, or somewhat similar system, a unit for feeding distance to a vehicle in front, e.g. nned use of radar. The wireless grain communication to other vehicles (V2V) and / or to the infrastructure (V2I) can also be used to determine the position values. The analysis unit 7 and the corpus profile unit 6 can be constituted by one or more processor units and one or more memory units. A processor unit can be a CPU (Central Processing Unit). A memory device may include a volatile and / or non-volatile memory, such as flash memory or RAM (Random Access Memory). The processor unit may be part of a computer or computer system, such as an Electronic Control Unit (ECU), in a vehicle 2.
    The invention also relates to a method for regulating a vehicle strut which comprises at least one conductor vehicle and a further vehicle each having a positioning unit and a unit for wireless communication. The method will now be described with reference to the flow chart in Figure 5, and below with reference to relevant parts of the above description of the system.
    The method includes that the components have two different common cross-strategies adapted to be applied to all affected vehicles in the vehicle stay.
    The cross strategies consist of a position-based cross strategy and a time-based cross strategy. These are adapted to be applied to all affected vehicles in the vehicle stay along a vaginal horizon for the vehicle's future vagus.
    The position-based crossover strategy comprises a chord profile comprising the drill bit bi and associated positions pi along the vehicle roof's vaginal horizon (eg 2 km) and that the said drill bit is applied to each vehicle in for each drill bit associated position.
    The time-based crossover strategy comprises a raft profile comprising the drill bit bi along the vehicle horizon's vaginal horizon and that each affected vehicle simultaneously approaches the drill bit that is present.
    The drill bit may include a velocity drill bit vi, an acceleration drill bit ai and / or a distance drill bit di.
    By applying the method, the vehicles in the vehicle stay are adapted to be driven in at least a flag of said position-based driving strategy and said time-based driving strategy.
    The method further comprises (see Figure 5): receiving and evaluating one or more cross-strategy criterion values (A1), deciding whether the said time-based cross-strategy or position-based cross-strategy should be used depending on the result of the evaluation (A2), communicating determined cross-strategy to all vehicles affected by the crossover strategy, after which the vehicles in the vehicle stay are regulated in accordance with the crossover strategy (A3).
    According to one embodiment, the cross-strategy criteria values refer to criteria related to emergency situations and refer, for example, to distance to obstacles or vehicles in front and / or change in the distance to vehicles in front.
    A number of different situations can occur.
    According to one example, the vehicle stay is driven according to the position-based crossover strategy. One of the vehicles identifies an obstacle in front of the vehicle. The distance to the obstacle is determined and if the distance is less than a predetermined first distance value, related to the vehicle's speed, the crossing strategy transcends to the time-based crossing strategy. Preferably, only the 25 vehicles behind need to transition to the time-based crossover strategy as the current ones are not affected.
    If instead the vehicle stay is driven according to the time-based driving strategy, the method includes determining the distance to an obstacle or a vehicle in front (if one is still present). If the distance exceeds a predetermined second distance value, related to the speed of the vehicle, the cross strategy transitions to the position-based cross strategy. 16 In normal cases, the vehicle stay is driven according to the position-based crossover strategy.
    According to a simple embodiment, the leader vehicle continuously determines its current speed and associated position, and lets said current speed constitute the said borvarde vi, which together with the associated position pi, constitutes the driving strategy, and to communicate this to all affected vehicles in the vehicle roof regulated in accordance with the driving strategy. .
    When applying the driving strategy, the distance between the vehicles is allowed to vary. Therefore, the cross strategy includes a distance parameter related to the distance to a vehicle in front of the vehicle stay. The position-based crossover strategy allows the distance between the vehicles in the vehicle stay to vary between predetermined distance values related to the vehicle's speed.
    As discussed above, the positioning unit is configured to determine the position values pi for the cross strategy using GPS and radar and / or wireless communication.
    The invention also encompasses a computer program product comprising the program code P 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 above-described preferred embodiments. Various alternatives, modifications and equivalents can be used.
    The above embodiments are, therefore, not to be construed as limiting the scope of the invention as defined by the appended claims.
    权利要求:
    Claims (12)
    [1]
    1. a common position-based crossover strategy adapted to be applied to vehicles in the vehicle roof along a vagal horizon for the vehicle roof's future carriage, the crossover strategy comprising a body profile comprising the borehole bi and associated positions in the vehicle roof vaginal horizon and the said drill guard being applied to each vehicle and 2. a common time-based crossover strategy adapted to be applied to vehicles in the vehicle stay along a vagal horizon for the vehicle strut's future vag, the crossover strategy comprising a raft profile comprising the borehole bi along the vehicle stay's vaginal horizon and each vehicle simultaneously applying the boron value in the vehicle. the vehicle stays are adapted to be conveyed in atnninstone flag of said position-based cross-strategy and said time-based cross-strategy, the system further comprises: - an analysis unit (7) which is configured to 3. receive and evaluate one or more cross-strategy criteria evarden (8), 4. determine whether said time-based cross-strategy or position-based cross-strategy shall be used depending on the result of said evaluation, - generate a cross-strategy signal indicating a particular cross-strategy, and 5. true cross-strategy signal to vehicles in the vehicle stay affected by the vehicle strategy in the vehicle level is regulated in accordance with the cross strategy.
    [2]
    The system of claim 1, wherein said cross-strategy criterion value (8) refers to criteria related to node situations.
    [3]
    The system according to claim 1 or 2, wherein said 18 cross-strategy criterion value (8) refers to distance to obstacles or exiting vehicles and / or change of the distance to advancing vehicles.
    [4]
    The system according to claim 3, wherein the analysis unit (7) is configured to receive said cross-strategy criterion value (8) and to determine the distance to an obstacle or a forward vehicle, and if the vehicle is driven according to said position-based cross-strategy and if the distance is less than a predetermined first distance value , related to the speed of the vehicle, the driving strategy transcends to the said time-based crossing strategy.
    [5]
    The system of claim 3, wherein the analysis unit (7) is configured to receive said cross-strategy criterion value (8) and to determine the distance to an obstacle or a forward vehicle, and if the vehicle is driven according to said time-based driving strategy and if the distance exceeds a predetermined second distance value , related to the speed of the vehicle, surpasses the crossover strategy to the said position-based crossover strategy.
    [6]
    The system according to any one of claims 1-5, wherein said position-based crossover strategy is applied when the vehicle stay is driven in normal situations.
    [7]
    A method of controlling a vehicle stay comprising at least one conductor vehicle and an additional vehicle each having a positioning unit and a unit for wireless communication, the method comprising: - determining two different cross strategies adapted to be applied to vehicles in the vehicle stay, these cross strategies consists of: 1. a common position-based crossover strategy adapted to be applied to vehicles in the vehicle roof along a vagal horizon for the vehicle roof's future carriage, the crossover strategy comprising a corps profile comprising the borehole bi and related positions pi along the vehicle roof's vaginal horizon and the said drill guard being applied to each vehicle borehole associated position that is present, and 2. a common time-based crossover strategy adapted to be applied to vehicles in the vehicle strut along a vagal horizon of the vehicle strut's exterior vag, the crossover strategy comprising a corps profile comprising the burrowing beam bi along the strut horizon of the vehicle strut and that each a the vehicle simultaneously applies the existing drill value, the vehicles in the vehicle stay being adapted to be driven in at least a flag of said position-based cross strategy and said time-based cross strategy, the method further comprises: 3. receiving and evaluating one or more cross strategy criteria values, 4. determining said time-based crossover strategy or position-based crossover strategy shall be used depending on the outcome of the evaluation; 5. communicate specific crossover strategy to vehicles in the vehicle stay that are affected by the crossover strategy, after which the vehicles in the vehicle stay are regulated in accordance with the crossover strategy.
    [8]
    The method of claim 7, wherein said cross-strategy criterion value refers to criteria related to node situations.
    [9]
    The method according to claim 7 or 8, wherein said cross-strategy criterion value refers to distance to obstacles or exiting vehicles and / or change of the distance to advancing vehicles.
    [10]
    The method of claim 9, wherein the method comprises determining the distance to an obstacle or a passing vehicle, and if the vehicle is driven according to said position-based cross strategy and if the distance is less than a predetermined first distance value, related to the vehicle speed, the driving strategy exceeds said time-based vehicle.
    [11]
    The method of claim 9, wherein the method comprises determining the distance to an obstacle or a passing vehicle, and if the vehicle is driven according to said time-based driving strategy and if the distance exceeds a predetermined second distance value, related to the vehicle speed, the driving strategy exceeds said position-based crossing strategy. The method according to any of claims 7-11, wherein said position-based crossover strategy is applied when the vehicle stay is driven in normal situations. Computer program (P) in a system (4), wherein said computer program (P) comprises program code for causing the system (4) to perform some of the steps according to claims 7-12. A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 7-
    [12]
    12. 1/4
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1351130A|SE537466C2|2013-09-30|2013-09-30|System and method for regulating a vehicle train with two different driving strategies|SE1351130A| SE537466C2|2013-09-30|2013-09-30|System and method for regulating a vehicle train with two different driving strategies|
    PCT/SE2014/051122| WO2015047181A1|2013-09-30|2014-09-26|System and method to control a vehicle platoon with two different driving strategies|
    EP14849834.8A| EP3053154B1|2013-09-30|2014-09-26|System and method to control a vehicle platoon with two different driving strategies|
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