• 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:
    17 Summary A system and method for organizing a vehicle roof. The system comprises a processor unit which is configured to determine a ratio bx for a vehicle, for example, which does not want any in the vehicle tie which describes the ratio between the vehicle's maximum engine power and vehicle mass or the ratio between the vehicle's maximum engine torque and vehicle mass, compare the ratio bx with at least another ratio bk for a vehicle fk in the vehicle stay which describes the ratio between the vehicle fk's maximum engine power and vehicle mass and the ratio between the vehicle fk's maximum engine torque and vehicle mass, and determine a location for the vehicle eg in the vehicle stay based on the result of the comparison. The system is further configured to generate a location signal indicating the location of the vehicle f, and the true location signal to an indicator unit in the vehicle e.g., wherein the location of the vehicle e.g. is indicated to the driver of the vehicle e.g. (Fig. 3)
    公开号:SE1351132A1
    申请号:SE1351132
    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 organizing a vehicle roof. In particular, it is stated how to organize a vehicle roof for regulation of the vehicles.
    Background of the Invention The traffic intensity is high on Europe's major roads and is expected to increase in the future.
    The increased transport of people and goods does not give 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 late vehicles travel more slowly in so-called vehicle roofs (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 lead to more traffic on the road, and also to the energy consumption of an individual vehicle being reduced as 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 without affecting road safety. With distance sensors and cans, 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). 2 A limitation, however, is that distance sensors and jugs require a clear view of the vehicle, which makes it difficult to detect trades more than a couple of vehicles up front in Icon. A further limitation is that 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 and exchange information. A development of the IEEE standard 802.11 for WLAN (Wireless Local Area Networks) called 802.11p enables wireless transmission of information nnellan vehicles, and nnellan vehicles and infrastructure. Different types of information can be sanded to and than vehicles, such as vehicle parameters and strategies. The development of communication technology has made it possible to design vehicles and infrastructure that can interact and act proactively. Vehicles can be regulated 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 the vehicle to accelerate over the crown and perhaps into a subsequent downhill slope and then need to be bronzed so as not to exceed the set speed, which constitutes an unloading way to drive the vehicle. 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 can be achieved with so-called predictive cruise control (Look-Ahead 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 optimal aystand, 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 subsequent vehicles are then forced to accelerate before the downhill slope, as they try to maintain the condition of 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.
    WO-2012105889-A1 mentions that a heavy vehicle traveling down a hill behind a lighter vehicle will approach the latter and must be braked. It is described that the correct choice of time resistance or correct positioning of the vehicles in the vehicle roof before the downhill slope can possibly begin to avoid this deceleration and consequently reduce the fuel consumption.
    However, there is still no general solution to how a vehicle roof should be organized to cope with both uphill and downhill slopes in the same order on the vehicle included in the vehicle roof in an industry-efficient manner. The object of the invention is to provide an improved method for organizing a vehicle roof so that the vehicle roof can be driven in an industry-efficient manner in varying topography.
    Summary of the invention According to one aspect, the object described above is achieved at least in part by a method for organizing a vehicle roof. The method comprises determining a ratio bx for a vehicle, for example, which desires none in the vehicle tie which describes the ratio between the vehicle's maximum engine power and vehicle mass or the ratio between the vehicle's maximum engine torque and vehicle mass; compare the ratio bx with at least one other ratio bk for a vehicle fk in the vehicle roof, which describes the ratio between the vehicle fk's maximum engine power and vehicle mass and the ratio between the vehicle fk's maximum engine torque and vehicle mass; determine a location for the vehicle eg in the vehicle roof based on the result of the comparison and assign the location of the vehicle f for the vehicle e.g.
    By calculating a ratio that describes the ratio between the vehicle's maximum engine power and the vehicle's mass or alternatively between the vehicle's maximum engine torque and vehicle mass, one can determine the most limited vehicle. The most limited vehicle is the vehicle that has the greatest speed variations as it has to go up and down a hill, respectively. By placing the most limited vehicle first in the vehicle roof, and placing the next most limited thereafter, etc., one can be sure that the vehicles after the first vehicle will be able to cope with the speed variations that the first vehicle will cause. This meant that each vehicle would be able to maintain the same speed as the first vehicle on an uphill slope. This then becomes industry-optimal, since the condition between the vehicles can be maintained throughout the journey, which gives maximum air efficiency reduction and thereby the lowest fuel consumption. This also meant that no vehicle in the vehicle roof will be forced to brake as the first vehicle increases in speed during, for example, free-rolling or engine braking when driving over a downhill slope. This then becomes industry-optinal, as unnecessary braking is avoided.
    According to a second aspect, the purpose is achieved at least in part by a system for organizing a vehicle roof. The system comprises a processor unit configured to determine a ratio b, for a vehicle f which desires none of the vehicle struts which describes the ratio between the maximum engine power and vehicle mass of the vehicle f, or the ratio between the maximum engine torque and the vehicle mass of the vehicle f, b with atnninstone another ratio bk for a vehicle fk in the vehicle tie which describes the ratio between the vehicle fk's maximum engine power and vehicle mass and the ratio between the vehicle fk's maximum engine torque and vehicle mass, and determine a location for the vehicle in the vehicle tie based on the result of the comparison . The system is further configured to generate a location signal indicating the location of the vehicle f and the true location signal to an indicator unit in the vehicle e.g., the location of the vehicle f being indicated to the driver of the vehicle f.
    The invention is particularly advantageous to use when a common crossover strategy is to be used for the entire vehicle stay. Many heavy calculations can be avoided while driving through all in advance have organized the vehicle roof. All vehicles can easily follow the determined vehicle profile of the first vehicle and achieve industry optimality, as the next limited vehicle dictates the industry optinal vehicle profile. This system will then also be robust (string stable), since all possible faults will be evaporated as the subsequent vehicles will always have a faster dynamics and thus be able to react more quickly to changes than the vehicle in front.
    The steering strategy may, for example, mean that all vehicles in the vehicle stay must -160 one of the vehicles in the vehicle stay's protruding car profile. If the vehicles in the vehicle roof are organized according to the invention, it is only necessary to determine the vehicle profile of the leader vehicle, ie the vehicle profile of the first vehicle, and it is not necessary to take into account the vehicle behind due to their faster dynamics. This meant, for example, that no crane profiles need to be sent between the vehicles, but the vehicles behind need only position-based the forward vehicle. An additional advantage of organizing the vehicles according to the invention is that the vehicle stay becomes more robust, since the organization ensures that the vehicles behind always have the opportunity to adapt physically to the vehicles in front, i.e. no physical restrictions on the vehicles will create problems with regulation.
    According to a third aspect, the purpose is achieved at least in part by a computer program P in a system, wherein said computer program P comprises program code for causing the system to perform some of the method steps described herein.
    According to a fourth aspect, the object is achieved at least in part by a computer program product comprising a program code stored on a computer readable medium for performing some of the method steps described herein.
    Preferred embodiments are described in the dependent claims and in the detailed description.
    Brief Description of the accompanying Figures The invention may now be described with reference to the accompanying figures, of which: Fig. 1 illustrates a vehicle roof ascending a hill.
    Fig. 2 shows an example of a vehicle in the vehicle roof.
    Fig. 3 shows a system according to an embodiment of the invention.
    Fig. 4 shows a flow chart of a method for organizing vehicle roofs.
    Figs. 5A-5C show an organization scenario.
    Fig. 6 shows a further organizational scenario.
    Detailed Description of Preferred Embodiments of the Invention Definitions vk: the speed of the vehicle fk in a vehicle stay with N vehicles. dk, k + i - the distance between the vehicle fk and the vehicle behind fk_Ei in the vehicle stay. ak: the slope of the vehicle fk. 7 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.
    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 inclination of the vehicle when the Icor uphill is shown as ak. Each vehicle fk is equipped with a receiver and transmitter for wireless signals, shown partly with an antenna. The vehicles fk in the vehicle stay can thus communicate with each other through V2V communication or other means such as through mobile communication units, via an application in a communication unit or via a server, and to infrastructure in the form of V21 communication. The communication can, for example, go from one vehicle and via a car node to another vehicle. The different vehicles fk have different masses mk.
    The vehicle roof has 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 steering wheel of the vehicle.
    Fig. 2 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 5 which can determine the position of the vehicle fk. The positioning unit 5 can for instance be configured to receive signals from a global positioning system GNSS (Global Navigation Satellite System) for example GPS (Global Positioning System), GLONASS, Galileo or Compass. Alternatively, the positioning unit 5 may be configured to receive signals from, for example, one or more detectors in the vehicle which feed relative distances to, for example, a car node, vehicles in the vicinity or the like with a known position. Based on the relative distances, the positioning unit 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 8 representing a certain position. The positioning unit 5 can then be configured to determine its position by scanning the signature. The positioning unit 5 can instead be configured to determine the signal strength of one or more signals from several base stations and / or car nodes etc. 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 5 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 provided with a unit 4 for wireless communication. The unit 4 is configured to act as a receiver and transmitter of wireless signals. The unit 4 can receive wireless signals Man 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 may include vehicle parameters from other vehicles, such as mass, torque, maximum engine power, speed, and even more complex information such as gallbladder profile, crossover strategy, etc. The wireless signals may also include information about the signal, e.g., vehicle inclination a, curve radius r etc. The vehicle fk may also be provided with one or more detectors 8 for sensing the indication, for example a radar unit, laser unit, inclinator, acceleration feeder, steering angle feeder, a gyro etc. A detector unit is configured to sense a parameter, for example a relative aystand, speed , inclination, lateral acceleration, rotation, steering angle, etc., and generating a detector signal containing the parameter. The detector unit is further configured to transmit the detector signal to one or more units in the vehicle fk. The vehicle fk can also be equipped with a map unit that can provide map information about the upcoming road. The map unit can, for example, be part of the positioning unit 5. 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. 9 The vehicle fk communicates internally nnellan its various units through, 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 various units.
    Fig. 2 also shows a processor unit 2, which is part of a system 1 according to the invention. Fig. 3 shows this system 1 according to an embodiment, which will now be explained with reference to this figure. As shown in the figure, the processor unit 2 is connected to a memory unit 3. The memory unit 3 may comprise a volatile and / or a non-volatile memory, for example flash memory or RAM (Random Access Memory). A program P is stored on the memory unit 3.
    The program P comprises program code for causing the processor unit 2 to perform a method for organizing the vehicle stay which will be explained in the following. The processor unit 2 is thus configured to perform the various method steps that will be described. The software program P can also be stored on a computer software product on a computer readable medium as a program code. The processor unit 2 may consist of one or more CPUs (Central Processing Unit). The processor unit 2 may be part of a computer or computer system, for example an ECU (Electronic Control Unit) in a vehicle fk. Alternatively, the system 1 with the processor unit 2 can be located in the infrastructure in, for example, a carriage node or central unit 7 (Figs. 5A-6).
    The unit 4 kir wireless communication can receive data gallant vehicle mass and maximum engine power for each vehicle fk. The processor unit 2 is configured to generate a location signal indicating a location of the vehicle e.g. and the true location signal to an indicator unit 6 in the vehicle e.g., wherein the location of the vehicle e.g. is indicated to the driver of the vehicle e.g. The driver of the vehicle, for example, then knows what place he should have in the vehicle roof and can place himself in the right position at a time. The location signal can also be sent to a vehicle fk or several of the other vehicles in the vehicle stay so that they provide space for the vehicle, for example, either by the drivers manually regulating the vehicles so that a gap is opened between the vehicles, or by automatic control of the vehicles in the vehicle stay.
    Fig. 4 shows a flow chart of the method of organizing the vehicle stay, and the method will now be explained with reference to this figure. The processor unit 2 (Fig. 2) is thus configured to perform this method according to the different embodiments of the method. The method involves determining a ratio bxfor a vehicle, for example, which does not want in the vehicle roof which describes the ratio between the vehicle's maximum engine power and vehicle mass or the ratio between the vehicle's maximum engine torque and vehicle mass (Al). The ratio bx is then compared with atnninstone another ratio bk for a vehicle fk in the vehicle roof, which describes the ratio between the vehicle fk's maximum engine power and vehicle mass and the ratio between the vehicle fk's maximum engine torque and vehicle mass (A2). According to one embodiment, the method comprises determining the ratio bx for the vehicle, for example, and the ratio bk for the vehicle fk by calculating the maximum engine power for the vehicle for the mass of the vehicle for each vehicle. Alternatively, the ratio bxfor the vehicle, for example, and the ratio bk for the vehicle may be calculated by calculating the maximum engine torque of the vehicle for the mass of the vehicle. The ratios bx and bk to be compared with each other are thus determined by either equation (1) or equation (2). The ratio gives a measure of how limited the vehicle is, ie how black it is to maintain a constant speed on an uphill slope. The most limited vehicle is the vehicle that has the greatest speed variations as it has to go up and down a hill, respectively. That which has added quota of the vehicles has thus answered that Ora [Ada the parts. The 11 nnaxinnal nnotor power and the maxinnala nnotormonent for each vehicle are a known engine parameter. The mass of each vehicle is also a known parameter for each vehicle, which is updated when the load is different. The respective parameters of each vehicle are accessible via the internal network of each vehicle.
    The parameters can be sent to system 1 via V2V or V2I. By, for example, tagging the parameters with vehicle identity and vehicle stay identity, respectively, you can keep track of which parameter belongs to which vehicle. The method further comprises determining a location for the vehicle eg in the vehicle stay based on the result of the comparison (A3). According to one embodiment, a location in front of the vehicle is determined if bx <bk, and a location behind the vehicle fk if bx <bk. In this way, the vehicle can, for example, be arranged in the vehicle roof according to its quota, which indicates how limited it is. The vehicle, for example, is thus placed in the vehicle stay so that it is placed after the vehicle or vehicles that are more limited than the vehicle, for example itself, but before that or those that are less limited.
    The location of the vehicle, for example, is then indicated for the vehicle f (A4).
    According to one embodiment, the location of the vehicle f in the vehicle roof is prepared according to the designated location in the vehicle roof. This can be done, for example, by one or more vehicles in the vehicle roof being informed that the vehicle, for example, is to be placed in the vehicle roof in the designated location. These vehicles can then be manually or automatically adjusted so that a gap is created where the vehicle, for example, is to be placed. The driver of the vehicle, for example, can then steer the vehicle, for example, into the door. Alternatively, the vehicle can, for example, be automatically adjusted so that it is placed in the door.
    Figures 5A-5C show a scenario for sorting a vehicle, eg into an existing vehicle roof. Fig. 5A shows, for example, those who want none in the existing vehicle tie which comprises the three vehicles f1, f2 and f3. The vehicle is driven on a Wart and the existing vehicle roof Icor on the road on which the vehicle, for example, is to run. The vehicle, for example, can scan the display after the vehicle stay and send out a request to get none in the vehicle stay to a suitable vehicle stay. Alternatively, this can be shot by a central unit 7 which receives signals from the vehicles and then organizes suitable vehicle stays when possible. Placement signals etc. can then be sent out 12 to the vehicles from the central unit 7 to organize the vehicle stay. The central unit 7 then comprises all or parts of the system 1. Alternatively, the system 1 may be arranged in one or more of the vehicles in the vehicle stay, for example the conductor vehicle -IL or in the vehicle e.g. In the case of the vehicle, for example, no one in the vehicle stay said that the vehicle's quota is determined, for example, if it has not already been determined. Then the ratio bx is compared with the conductor vehicle quota b1. In this case, bx is larger than b1, and the vehicle, for example, must therefore be placed behind the conductor vehicle f1. Then the quotient bx is compared with the quotient b2 for the next vehicle f2 in the vehicle roof. In this case, bx is smaller than b2, and the vehicle, for example, must be placed in front of the vehicle f2. The quota b, the vehicle, for example, is compared consecutively with the quotas bk for the vehicles fk in the vehicle roof. The comparisons continue until a vehicle has been found that the vehicle, for example, is to stand in front of, or until there are no more vehicles in the drawbar. The vehicle may then be placed last in the vehicle roof. The result is that the vehicle f must be placed between the vehicles f1 and f2. The location is assigned to the driver of the vehicle e.g. This can then take a stand if it does not want anyone in the vehicle stay. The location can also be assigned to one or more vehicles in the vehicle stay. Fig. 5B shows how the vehicles in the vehicle stay 6 open a gap between the vehicles f1 and f2 by increasing the distance d1,2 between the vehicles. To temporarily increase the distance between the vehicles, the vehicles can be speed controlled manually, or automatically Than one or more of the vehicles in the vehicle stay or Than central unit 7. The vehicle f Icor then into the door sonn created as shown in Fig. 5C, and then enters the vehicle stay.
    Fig. 6 shows another organizational scenario in which a plurality of vehicles are initially disorganized at, for example, a rest area or a haulage company. In order to organize a vehicle stay of the vehicles f1-f4, the respective ratio of the vehicles is determined according to equation (1), and compared with each other to determine the ratio that is lowest and thus indicates the most limited vehicle. Then the vehicle with the next lowest quota, etc. is placed. The placements are indicated for the vehicles in question, which are installed in their respective places at a time. For example, one can fk a vehicle fk so that no one in the vehicle roof, and the other vehicles are allowed to line up in the vehicle roof based on its quota bk. 13 An organized vehicle roof is an advantage as a true control strategy must be applied to the vehicles in the vehicle roof. For example, the vehicles in the drawbar can then act according to a LAP cruise control (Look-Ahead cruise control for platoons), which is a cooperative cruise control that accepts information about the topography of the oncoming vehicle and calculates an optimal speed trajectory for all vehicles in the drawbar. Kailas is also a predictive cruise control for vehicle roofs. The control strategy is determined, for example, by dynamic programming. An LAP can, for example, use one or more projected trajectories from LAC (Look-Ahead cruise control) cruise lanes, which are cruise lanes that provide information about the topography of the oncoming car and calculate an optimal corps profile in the form of a speed trajectory for a vehicle. KaIlas is also a predictive speedster. If a vehicle roof is organized so that the leader vehicle is the most limited vehicle, etc., then the subsequent vehicles can follow the determined velocity trajectory for the leader vehicle. In this way, an optimized cruise control is achieved for the entire vehicle stay in terms of fuel consumption and time.
    The present invention is not limited to the embodiments described above. Various alternatives, nnodifications 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. 14
    权利要求:
    Claims (5)
    [1]
    1. determine a ratio bx for a vehicle eg that does not want any in the vehicle stay that describes the ratio between the vehicle fx's maximum engine power and vehicle mass or the ratio between the vehicle fx's maximum engine torque and vehicle mass;
    [2]
    2. compare the ratio bx with at least one other ratio bk for a vehicle fk In the vehicle roof which describes the ratio between the vehicle fk's maximum engine power and vehicle mass and the ratio between the vehicle fk's maximum engine number and vehicle mass;
    [3]
    3. determine a location for the vehicle eg in the vehicle roof based on the result of the comparison;
    [4]
    4. generate a location signal indicating the location of the vehicle e.g.; send the location signal to an indicating unit (6) in the vehicle, for example, the location of the vehicle, for example, being indicated to the driver of the vehicle, for example. The system (1) according to claim 6, wherein the processor unit (2) is configured to determine the ratio bx for the vehicle fx and the ratio bk for the vehicle fk Maximum engine power for the vehicle by calculating the respective vehicle and the mass of the vehicle Maximum engine torque for the vehicle for each vehicle . The system (1) according to claim 7, wherein the processor unit (2) is configured to determine a location in front of the vehicle fk if bx <bk, and a location behind the vehicle fk if bx <bk. The system (1) according to any one of claims 6 to 8, wherein the processor unit (2) is configured to send the location signal to at least one vehicle fk the vehicle stay, after which space is prepared for the vehicle eg in the vehicle stay according to the designated location in the vehicle stay. The system (1) according to any one of claims 6 to 9, wherein the processor unit (2) is configured to consecutively compare the ratio bx for the vehicle, for example with the ratios bk for the vehicles fk in the vehicle stay. Computer program, P, in a system (4), wherein said computer program, P, comprises program code for causing the processor unit (2) to perform some of the steps according to claims 1 to 5. 12. A computer program product comprising a program code stored on one, of a computer readable medium for performing the method steps according to any one of claims 1 to
    [5]
    5. 1/4
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    法律状态:
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    申请号 | 申请日 | 专利标题
    SE1351132A|SE537598C2|2013-09-30|2013-09-30|Method and system for organizing vehicle trains|SE1351132A| SE537598C2|2013-09-30|2013-09-30|Method and system for organizing vehicle trains|
    EP14850032.5A| EP3053156A4|2013-09-30|2014-09-26|Method and system for the organisation of vehicle platoons|
    PCT/SE2014/051123| WO2015047182A1|2013-09-30|2014-09-26|Method and system for the organisation of vehicle platoons|
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