• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    SUMMARY The invention relates to a process for stopping a motor vehicle, comprising the step of activating (Si) a vehicle-controlled stopping process during which the vehicle is controlled automatically. The method further comprises the step of controlling the (S2) stop-stop process during male observation to a passenger perspective including male observation to passenger comfort-related surveillance. The present invention also relates to a stop system for a motor vehicle. The present invention also relates to a motor vehicle. The present invention also relates to a computer program and a computer program produced.
    公开号:SE1351222A1
    申请号:SE1351222
    申请日:2013-10-16
    公开日:2015-04-17
    发明作者:André Claesson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The invention relates to a method of handling a stop for a motor vehicle according to the preamble of claim 1. The invention also relates to a system for handling a stop for a motor vehicle. The invention also relates to a motor vehicle. The invention also relates to a computer program and a computer program product.
    BACKGROUND To stop a bus at e.g. a bus stop today is almost exclusively done manually, which means that it is -Waren itself that affects how the experience for the passengers becomes when the vehicle is decelerated and steered towards the refueled stop.
    When driving a bus in city traffic, there are often other vehicles and / or people and consequently a lot of movement in the immediate vicinity of the bus. In this case, it will be difficult for the bus driver to be aware of all possible risks when the bus is to stop.
    At hallways with high curbs and in so-called BRT traffic (where BRT stands for Bus Rapid Transit, ie fast bus public transport) it is also required that the bus, without taking in, is stopped near the curb / platform and also in the raft position for a long time for things getting on and off.
    It is edge, for example through the document "PATH demonstrates bus rapid transit technologies" that through a vehicle-controlled stop-stop process during which the bus is automatically controlled precision dock the bus.
    OBJECT OF THE INVENTION An object of the present invention is to provide a method and system for travel stops which enables improved safety.
    A further object of the present invention is to provide a method and system for starting the boat which enables improved comfort.
    A further object of the present invention is to provide a method and system for travel stops which enables improved operating economy. SUMMARY OF THE INVENTION These and other objects, which will be apparent from the following description, are accomplished by means of a method and system as well as motor vehicles, computer programs and computer program products of the kind initially indicated and further having the features set forth in the dependent part of the appended independent claims. Preferred embodiments of the method and system are defined in the appended dependent claims.
    According to the invention, the objects are achieved with a process for stopping a motor vehicle comprising the step of activating a vehicle-controlled stop-stop process during which the vehicle is controlled automatically, further comprising the step of controlling the stop-stop process during male inspection to a passenger perspective including passenger carriage carrying overpass.
    This enables improved comfort by controlling the vehicle - controlled travel stop process so that the travel stop takes place in terms of comfort with suitable acceleration and suitable pivoting of the vehicle. This also makes it possible to improve safety in that the goods before the stop stop can focus on the fact that it is safe to stop by making sure that there are no people 2 3 or other obstacles in the vehicle's lane. This also enables improved operating economy in that the vehicle-controlled stop-stop process can be controlled so that the stop-stop takes place with a view to operating economy, whereby the vehicle's driveline is controlled energy-efficiently during the stop-stop process.
    According to one embodiment, the method further comprises the step of determining radiating passenger distribution and passenger occupancy in the vehicle as a basis for controlling the travel stop course. By taking into account the distribution of passengers as was in the vehicle, for example a bus, the passengers are, and passenger occupancy such as whether a passenger is standing, sitting, sitting in a wheelchair, lying in a pram or equivalent possible automatic adjustment of the vehicle to passenger occupancy which increases comfort and the safety of passengers. The consideration of comfort when driving the vehicle depends on passenger occupancy and passenger distribution, whereby, in the case where there are no passengers or only seated passengers, the consideration of comfort does not have to be as priority, in which case the vehicle can be driven according to another vehicle stop. , for time-saving purposes, speed can be higher and deceleration and recoil more powerful without compromising comfort or passenger safety.
    According to one embodiment, the method further comprises the step of assessing the expected passenger distribution and passenger occupancy in the vehicle based on a model for the behavior of a certain passenger population as a basis for controlling the travel stop process. This makes it possible to adapt the driving of the vehicle during the stop process to passenger distribution and passenger occupancy, which increases the comfort and safety of the passengers.
    According to one embodiment, the method further comprises the step of determining whether certain criteria for allowing the travel stop are met. As a result, only the automatic driving of the vehicle during the stop process takes place under certain criteria, whereby the safety in general and for the passengers 4 is improved. If the criteria for automatic stopping are not met, the stopping is done manually by the driver maneuvering the vehicle also during the stopping.
    According to one embodiment, the method comprises the step of controlling the travel stop course based on required changes of direction and changes of speed while taking into account passenger comfort measures.
    According to the invention, the objects are achieved with a system for travel stops for a motor vehicle comprising means for activating a vehicle-controlled travel stop course during which the vehicle is controlled automatically, characterized by means for controlling the stop stop process during male inspection to a passenger perspective including male inspection for passenger transfers.
    According to one embodiment, the system further comprises means for determining radiating passenger distribution and passenger occupancy in the vehicle as a basis for controlling the travel stop course.
    According to one embodiment, the system further comprises means for improving the expected passenger distribution and passenger occupancy in the vehicle based on a model for behavior of a certain passenger population as a basis for controlling the travel stop process.
    According to one embodiment, the system comprises means for determining whether certain criteria for allowing the stop are met.
    According to one embodiment, the system comprises means for controlling the travel stop course based on required changes of direction and changes of speed while taking into account passenger comfort measures. In this way, the driving of the vehicle can be optimized taking into account the occurrence of passengers, whereby, in the case where there are no passengers or only seated passengers, the consideration of comfort does not have to be equally prioritized, in which case the vehicle can be driven according to another vehicle stop. time-saving purpose, speed can be higher and deceleration and recoil more powerful without compromising comfort or passenger safety.
    The system requirements have corresponding advantages as the advantages mentioned above for corresponding procedural requirements.
    DESCRIPTION OF THE DRAWINGS The present invention will be better understood by reference to the following detailed description of the drawings taken in conjunction with the accompanying drawings, in which like reference numerals appear in like manner throughout the many views, and in which: Fig. 1 schematically illustrates a motor vehicle according to an embodiment of present invention; Fig. 2 schematically illustrates a system for managing a traffic stop for a motor vehicle according to an embodiment of the present invention; Fig. 3 schematically illustrates a block diagram of a method of handling a traffic stop for a motor vehicle according to an embodiment of the present invention; and Fig. 4 schematically illustrates a computer according to an embodiment of the present invention.
    DESCRIPTION OF EMBODIMENTS This refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, such as a radio or microwave line.
    In this the term "stop" refers to the moment at which a vehicle, for example a bus, has stopped from a substantially normal speed in a course of travel and decelerated to a standstill.
    The term "stop-stop" is used to refer to the course during which a vehicle, for example a bus, stops from a substantially normal ride in a course and decelerates until the vehicle reaches a stationary position.
    This includes the term "vehicle driving unit" for units of the vehicle required to drive the vehicle at a stop and a course and includes the vehicle's driveline, steering wheel or equivalent means for pivoting the vehicle when driving the same, and braking means therefor. decelerate the vehicle.
    In this context, the term "travel sequence" refers to the course before a stop-stop process during which a vehicle, for example a bus, is driven during normal travel on a coral along the vehicle's route.
    Fig. 1 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The exemplary vehicle 1 consists of a heavy vehicle in the form of a bus. The vehicle can alternatively consist of any liftable vehicle. The vehicle comprises a system I for stopping travel stops of the vehicle according to the present invention.
    Fig. 2 schematically illustrates a block diagram of a system I for stopping travel for a motor vehicle according to an embodiment of the present invention.
    The system I includes an electronic control unit 100.
    System I comprises parts 100, 110, 120 for activating a vehicle-controlled stop-stop process during which the vehicle is controlled automatically. The means 100, 110, 120 for activating the vehicle-controlled cruise control course includes an activating means 110 for activating the cruise control course.
    The means 100, 110, 120 for activating the vehicle-controlled cruise control course according to one embodiment include means 100, 110 for automatically activating the vehicle-controlled cruise control process. The means 100, 110 for automatically activating the vehicle-controlled cruise control course comprise according to one embodiment the electronic control unit 100, wherein the electronic control unit 100 is arranged to activate the vehicle-controlled cruise control process via the activating means 110 or directly.
    The means 100, 110, 120 for activating the vehicle-controlled cruise control course comprise according to one embodiment means 120 for driving-controlled activating the vehicle-controlled cruise control process. The means 120 for actuating the vehicle-controlled travel stop course comprises, according to one embodiment, an actuating means 120. The actuating means 120 can be constituted by any suitable actuating means for activating the travel stop course such as a button unit, lever unit or the like, respectively.
    The system includes means 130 for determining the speedometer. The means for determining the carriageway is arranged to provide predetermined characteristics of and in connection with the carriageway along the vehicle's carriageway including the stables at which the vehicle intends to make a stop, according to a variant parking spaces along the vehicle's carriageway, and the vehicle's position along the vehicle's carriageway.
    According to a variant, the means 130 for determining the carriageway comprise a map information unit 132 comprising map data including said characteristics of and in connection with the carriageway, such as the carriage stop / hall spaces along the vehicle's carriageway. Named characteristics of and in connection with the carriageway may also include carriageways, traffic lights, curves, topography, possible exits / exits for male supervision to 8 safety monitors and also operational economic supervision in the handling of traffic stops, and where applicable are male caregivers to carriage schemes.
    The vehicle 130 for determining the speedometer further comprises means 134 for determining the position of the vehicle in the form of a geographical layer determination system, i.e. GPS to identify the vehicle's position before, during and after a stopover.
    System I includes means 200 for determining whether certain criteria for allowing the stop are met. Such criteria include criteria that require the stop to be done manually / driver-controlled.
    The means 200 for determining whether certain criteria for allowing the stop are met include means 210 for determining the position of the vehicle along the vehicle's carriageway, according to a variant including the position of the vehicle relative to the current stop / hall position, where the vehicle controlled stop according to a variant cannot be activated at positions along the vehicle's carriageway where the vehicle is not intended to be stopped with a stopover process and / or where there is a risk of activation such as activation on the motorway, activation cla obstacle occurs, but only at positions along the vehicle's carriageway where the vehicle is intended to stop with the stopway corridor.
    The means 210 for determining the position of the vehicle along the vehicle's carriageway comprises according to a variant the means 130 for determining the carriageway.
    The means 200 for determining whether certain criteria for allowing the travel stop are met include means 220 for determining whether any emergency stop of the vehicle is activated. The means 220 for determining whether any emergency stop of the vehicle is activated may include any suitable sensor means for detecting whether the emergency stop is activated, where the emergency stop when it is activated according to a variant breaks a circuit to indicate activated emergency stop, where indication of can be done via alarm, light or equivalent.
    The means 200 for determining whether certain criteria for allowing the stop are met, means 230 for determining whether obstacles occur along the vehicle's carriageway at the arrival of the stop / hallway, including persons, other vehicles such as bicycles, motorcycles, and / or other obstacles. The means 230 for determining whether obstacles are present in connection with the vehicle's carriageway may include any suitable sensor means for sensing obstacles in the vehicle's carriageway such as camera means.
    The means 200 for determining whether certain criteria for admitting the stop are met, means means 240 for male consideration of earth-moving surveys. According to a variant, the means 240 for taking into account the timetable includes, according to a variant, a timetable such as a timetable for a bus in local traffic, which timetable according to a variant is electronically stored.
    According to a variant, the means 240 for male inspection of speed-skating surveillance includes means for determining the speed of the car.
    According to one embodiment, the means 120 for activating the vehicle-controlled travel stop course in a driver-controlled manner, according to a variant the actuator 120, is arranged such that, if the criteria for allowing a stop is not met, it is not possible to activate the stop via the means 120 / the actuator.
    System I includes means 250 for indicating that said criteria for allowing stop stops are met. The means 250 for indicating that said criteria for allowing travel stops are met is according to an embodiment of an indicating means in the form of a display unit from which the driver receives an indication that the criteria for allowing stop stops are met. The means 250 for indicating that said criteria for allowing travel stops are met may include any suitable indicating means such as audible indicating means, visual indicating means and / or tactile indicating means.
    System I comprises means 140, 150 for determining radiating passenger distribution and passenger occupancy in the vehicle as a basis for controlling the travel stop course.
    System I comprises means 140 for determining passenger distribution in the vehicle as a basis for controlling the travel stop course. The means 140 for determining passenger distribution comprises sensors for determining where in the vehicle, for example a bus, the passengers are, and the number of passengers.
    The means 140 for determining passenger distribution comprises, according to a variant, sensor means 142 for sensing where in the vehicle a passenger is standing, sitting, sitting in a wheelchair, lying in a pram or the like, which sensor means may include pressure sensors.
    The means 140 for determining passenger distribution comprises according to a variant means 142 for determining passenger population, i.e. number of passengers in the 15 vehicle.
    The means 142 for determining passenger population according to a variant includes on / off sensor for determining the number of passengers getting on and off the vehicle.
    The means 142 for determining passenger population according to a variant includes 20 ticket registration sensor for registering passengers boarding the vehicle.
    System I comprises means 150 for determining radiating passenger accommodation in the vehicle as a basis for controlling the travel stop course. The means 150 for determining passenger occupancy in the vehicle may include any suitable sensing means.
    The means 150 for determining passenger occupancy in the vehicle according to a variant comprises sensor means 152 for detecting whether a passenger is standing, 11 sitting, in a wheelchair, lying in a pram or the like, which sensor means may include pressure sensors.
    The means 150 for determining passenger occupancy in the vehicle includes, according to a variant, sensor means 154 for detecting any movement of 5 passengers, for example passengers who fall over due to how the vehicle is driven. Sensor means for sensing any movement of passengers may include cameras such as stereo cameras, laser scanners or the like. Information Than one or more of the mentioned types of sensor means gives an actual picture of where each passenger is in the vehicle, their height / head height above the floor, sitting / standing / wheelchair and its orientation, pram and its orientation and so on.
    System I comprises means 160 for determining the expected passenger distribution and passenger occupancy in the vehicle based on a model for the behavior of a certain passenger population as a basis for controlling the travel stop course.
    According to a variant, the model includes input data from the ticket registration sensor for registering passengers boarding the vehicle.
    According to a variant, the model includes input data from the boarding / alighting sensor to determine the number of passengers boarding and disembarking the vehicle.
    According to a variant, the model includes information on the number of seats and staples and cultural habits and is configured to calculate the probable distribution of passengers in the vehicle space.
    System I includes means 170 for determining vehicle speed. Said means 170 for determining vehicle speed according to a variant comprises speed feeder means.
    System I includes means 180 for controlling the travel stop process during male viewing to a passenger perspective including male viewing to passenger comfort surveillance. Comfort considerations include, for example, a smooth stop so that any passengers have a comfort experience during the stop process.
    The means 180 for controlling the travel stop course according to an embodiment comprises means 181 for controlling the gear of the driveline of the vehicle including downshifting and deactivation of the gear during deceleration of the vehicle and, where appropriate, activation of semineutral function of the driveline.
    The means 180 for controlling the travel stop course according to one embodiment includes means 182 for activating the parking brake and / or the corresponding comfort / parking space brake of the vehicle.
    The means 180 for controlling the travel stop course comprises, according to one embodiment, means 183 for applying drive torque for propelling the vehicle during the travel stop course.
    The means 180 for controlling the travel stop course comprises according to an embodiment means 184 for 1'60 a lane along the intended lane of the vehicle to the place where the vehicle is intended to stop, where the lane depends on the area in front of the vehicle such as a vehicle in front, for example another bus at a bus stop . The means for following a path along the vehicle's lane includes, according to a variant, camera means.
    The means 180 for controlling the travel stop course includes means 185 for swinging the vehicle, i.e. control the vehicle said that if necessary it turns, for example turns towards a hallway.
    The means 180 for controlling the travel stop course according to one embodiment comprises means 186 for controlling the stop stop process from the point of view of operational considerations. Flange inspection for economical surveillance involves controlling the vehicle's driveline including transmission, throttle, propulsion, and, where applicable, regenerative wellbending so that the cruise stop process takes place economically. The means for controlling the travel stop course is included according to a variant of the electronic control unit 100.
    System I comprises means 190 for terminating the thus activated travel stop process and handing over to a stop position in which the vehicle is stationary.
    The means 190 for terminating the thus activated travel stop course comprises, according to an embodiment, means 192 for determining speed, such as the speed feeder of the vehicle, the travel stop course being determined as terminated when the speed is zero.
    The means 190 for terminating the thus activated travel stop course comprises, according to one embodiment, means 194 for determining that the vehicle is in the position for the current stop. The means for determining that the vehicle is in the position of the current travel stop comprises, according to a variant, camera means. The means for determining that the vehicle is in the position of the current travel stop comprises, according to a variant, said means for determining the speed of the road, including map information unit and geographical location system such as GPS.
    The means 190 for terminating the thus activated travel stop course includes, according to a variant, means 196 for determining that the vehicle, for example a bus, has made a inclination too easy for passengers to get on and off.
    The means 190 for terminating the thus activated travel stop course according to a variant means 198 for determining that one or more doors of the vehicle have been opened, such as the means of a bus to allow passengers to get on and off.
    The means 190 for terminating the thus activated travel stop course may comprise combinations of determining speed, determining that the vehicle is in the position of the current stop, determining niggling and / or determining door opening. According to one embodiment, the system comprises means 250 for indicating that the travel stop process is completed. The means 250 for indicating that the stop stop process is completed is included according to an embodiment of the means 250 for indicating that the criteria for allowing the stop are met. The means for indicating that the travel stop process is completed comprises, according to one embodiment, a display unit.
    The travel stop process is arranged to be activated while the vehicle is traveling during a travel process, the vehicle overtaking Than a travel process to a stop process. According to one embodiment, the travel process is driver-controlled. According to one embodiment, the travel process is also vehicle-controlled. According to one embodiment, the vehicle is an autonomous vehicle. According to a variant, the system I comprises means for deactivating the travel process during which the vehicle is controlled automatically in order to, by activating the stop process, transfer to the stop process where the vehicle is also controlled automatically. This is applicable to an autonomous vehicle and can be done with driver monitoring.
    System I includes means 100 for controlling the course of travel. The means 100 for controlling the travel process is included according to a variant of the electronic control unit 100. The means for controlling the travel process is constituted according to an alternative, not shown, variant of a control unit connected to the electronic control unit.
    The system further includes means 300 for driving the vehicle. The means 300 for driving the vehicle comprises the vehicle's driveline as well as the vehicle's raft or equivalent means for swinging the vehicle when driving the vehicle.
    The electronic control unit 100 is signal connected to the activating means 110 for activating a vehicle-controlled stop-stop process during which the vehicle is controlled automatically via a lane 11. The electronic control unit 100 is arranged via the lane 11 to send a signal to the activating means 110 for activating a vehicle-controlled travel stop course representing activation activation for controlling the travel stop course by activating the means 300 for driving the vehicle in a vehicle-controlled stop stop process.
    The actuating means 110 for activating a vehicle-controlled travel stop course is signal-connected to the means 300 for driving the vehicle via a line 11a.
    The actuating means 110 for activating a vehicle-controlled travel stop course is arranged via the inlet 11a to send a signal to the means 300 for driving the vehicle representing activation data for activating the control of the driveline and controlling the steering wheel for pivoting the vehicle during the stop.
    The electronic control unit 100 is signal-connected to the actuator 120 for actuatorically activating the vehicle-controlled travel stop course via a lane 12. The electronic control unit 100 is arranged via the lane 12 to receive a signal than the actuator 120 for driving-controlled activation of the vehicle-controlled the control unit 100 is arranged to send a signal to the activating means 110 for activating the travel stop process.
    The electronic control unit 100 is signal connected to the means 130 for determining the route via a line 13. The electronic control unit 100 is arranged via the line 13 to receive a signal from the means 130 for determining the means representing the way, including map data and position data.
    The electronic control unit 100 is signal connected to the means 200 for determining whether certain criteria for allowing the travel stop are met via a line 20. The electronic control unit 100 is arranged via the line 20 to receive a signal from the means 200 to determine whether certain criteria for allow the stop is fulfilled representative data for the said criteria.
    The electronic control unit 100 is signal connected to the means 210 for determining the position of the vehicle along the vehicle's route via a line 21. The 16 electronic control unit 100 is arranged via the line 21 to receive a signal from the means 210 representing position data for the vehicle's position along the vehicle's route, according to a variant including the position of the vehicle relative to the current stop / hall space.
    The electronic control unit 100 is signal connected to the means 220 for determining whether any emergency stop of the vehicle is activated via a line 22. The electronic control unit 100 is arranged via the line 22 to receive a signal from the means 220 for determining whether any node stop of the vehicle is activated representative Emergency stop data.
    The electronic control unit 100 is signal connected to the means 230 to determine whether obstacles occur along the vehicle's carriageway at the approach of the stop / hallway via a lane 23. The electronic control unit 100 is arranged via the lane 23 to receive a signal from the means 230 representing obstacle data.
    The electronic control unit 100 is signal connected to the means 240 for male access to timetable surveillance via a line 24. The electronic control unit 100 is arranged via the line 24 to receive a signal from the means 240 for male access to timetable observations representing timetable data including timetable, timetable or defendant.
    The electronic control unit 100 is signal connected to the means 250 to indicate that said criteria for allowing travel stops are met via a line 25. The electronic control unit 100 is arranged via the line 25 to send a signal to the means 250 to indicate that said criteria for allow travel stops are met representative indication data.
    The electronic control unit 100 is signal connected to the means 140 for determining passenger distribution via a line 40. The electronic control unit 100 is arranged via the line 40 to receive a signal from the means 140 for determining passenger distribution representing data for passenger distribution including orientation of passengers. passengers who stand, sit, sit in a wheelchair, lie in a pram or equivalent, movement of passengers, passenger population.
    The electronic control unit 100 is signal connected to the means 150 for determining passenger occupancy via a lane 15. The electronic control unit 100 is arranged via the lane 15 to receive a signal from the means 150 for determining passenger occupancy representing data for passenger occupancy including orientation of passengers as passengers as passengers. , sits, sits in a wheelchair, lies in a pram or equivalent, rOrelse 10 in passengers.
    The electronic control unit 100 is signal connected to the means 160 for determining the expected passenger distribution and passenger occupancy in the vehicle based on a model for behaving in a certain passenger population via a lane 16. The electronic control unit 100 is arranged via the lane 16 to receive a signal from the means 160 for to determine the expected passenger distribution and passenger occupancy in the vehicle based on a model for the behavior of a certain passenger population representing modeling data for the expected passenger distribution and passenger occupancy in the vehicle.
    The electronic control unit 100 is signal connected to the means 170 for determining vehicle speed via a lane 17. The electronic control unit 100 is arranged via the lane 17 to receive a signal from the means 170 for determining vehicle speed representing speed data for the vehicle speed.
    The electronic control unit 100 is signal connected to the means 180 for controlling the travel stop process during male observation to a passenger perspective including male observation for passenger comfort surveillance via a lane 18. The electronic control unit 100 is arranged via the lane 18 to receive a signal Than means 180 to control the gear unit of the vehicle's powertrain including downshifting and deactivating the gear unit during deceleration of the vehicle and / or to activate the parking brake and / or corresponding comfort / parking space brake of the vehicle and / or to apply the drive for decelerating propulsion of the vehicle during the stop and / or course -160 a lane along the vehicle's intended route to the place where the vehicle is intended to stop and / or all the vehicle in question and / or to control the stopover process from the point of view of operational considerations.
    The electronic control unit 100 is signal connected to the means 300 for driving the vehicle via a line 30. The electronic control unit 100 is arranged via the line 30 to send a signal to the means 300 for driving the vehicle representing stop control data where the control includes control of the stop process during male inspection. a passenger perspective including male consideration of passenger comfort surveillance.
    The electronic control unit 100 is signal connected to the means 190 for terminating the thus activated travel stop process via a line 19. The electronic control unit 100 is arranged via the line 19 to receive a signal from the means 190 for terminating the currently activated stop stop process representing deactivation data for terminating the travel stop stop , where deactivation data may include information that the vehicle's speed is zero and / or that the vehicle is in the position of the current stop and / or that the vehicle, for example a bus, has made a niggle and / or that one or more doors of the vehicle have been reached.
    The electronic control unit 100 is signal connected to the means 250 to indicate that the travel stop process is terminated via a line 25. The electronic control unit 100 is arranged via the link 25 to send a signal to the means to indicate that the travel stop process has ended representing indication data. The electronic control unit 100 is according to a variant arranged to process said carriage data including map data and position data in order to determine the position of the vehicle along the carriage and position relative to the stop / hall space. According to a variant, the electronic control unit 100 is arranged to automatically activate the travel stop course at the desired fixed position by sending activation data via the activating means 110 which activates the means 300 for driving the vehicle during travel stops, the electronic control unit 100 being arranged to control the means 300 for driving the vehicle 300 in accordance with the process of stopping during male observation to a passenger perspective, including male observation to passenger comfort surveillance.
    The electronic control unit 100 is according to a variant arranged to process activation data from the actuator 120. The electronic control unit 100 is arranged to send activation data via the activating means 110 which activates the means 300 for driving the vehicle during a stop stop, the electronic control unit 100 being arranged to control the means 300 driving the vehicle in accordance with the stop-and-go process during male-to-passenger viewing, including male-taking to passenger-comfort surveillance.
    The electronic control unit 100 is arranged to process said data for passenger distribution and passenger surface unit as a basis for controlling the stop-stop process.
    The electronic control unit 100 is arranged to process the said data for modeling data for expected passenger distribution and passenger occupancy as a basis for controlling the travel stop course.
    The electronic control unit 100 is arranged to process said stop control data Than means 180 for controlling the travel stop process while taking into consideration a passenger perspective including taking into account passenger comfort monitoring including information including controlling the gear of the vehicle undercarriage of the vehicle. / or to activate the parking brake and / or for the corresponding comfort / parking space well of the vehicle and / or to apply drive torque for propulsion of the vehicle during the stop and / or to follow a path along the vehicle's intended carriageway to the place where the vehicle is intended to stop and / or to swing the vehicle and / or to control the travel stop process from the point of view of operational considerations. The electronic control unit 100 is arranged to transmit said cruise control data to the activating means 110 upon activation of cruise control.
    The electronic control unit 100 is arranged to process said data for said criteria to allow the stop, including one or more, preferably all, of said position data, node stop data, obstacle data, and travel schedule data, to determine whether certain criteria for allowing the stop are met. If it is determined by said node stop data that a node stop is activated, the electronic control unit 100 is according to a variant arranged to compare said node stop data with said position data and also obstacle data and depending on where the vehicle is and any obstacles allow activation of automatic stop or not. A node stop can consequently require an immediate stop which can be performed with the automatic stop function if this is possible, otherwise driver-controlled / manual.
    If it is determined that the existing criteria for allowing the stop is met, the electronic control unit 100 is according to a variant arranged to send a signal to the means 250 to indicate that the stop is allowed.
    The electronic control unit 100 is according to a variant arranged to process activation data from the actuator 120 and to provide the processed data for said criteria for allowing the travel stop. If certain criteria for allowing the travel stop are met, the electronic control unit 100 is arranged to send activation data via the activating means 110 which activates the means 300 for driving the vehicle during travel stops, 21 wherein the electronic control unit 100 is arranged to control the means 300 for driving in front of the vehicle. in accordance with the travel stop process.
    If it is determined that the existing criteria for allowing the travel stop are met, the electronic control unit 100 is according to a variant arranged to automatically activate the travel stop process by sending activation data via the activating means 110 which activates the means 300 for driving the vehicle under the stop information system. to control the means 300 for driving the vehicle in accordance with the travel stop course.
    The electronic control unit 100 is arranged to process said deactivation data to determine whether the cruise stop process is completed.
    Accordingly, by means of the stop I system for a motor vehicle such as a bus, it is determined according to a variant whether certain criteria for allowing the stop are met. In the event that the said criteria are met, a vehicle-controlled stop-stop process is activated during which the vehicle is controlled automatically.
    Fig. 3 schematically illustrates a block diagram of a driving stop method for a motor vehicle according to an embodiment of the present invention.
    According to one embodiment, the procedure for stopping travel for a motor vehicle comprises a first step Si. In this step, a vehicle-controlled stop-stop process is activated during which the vehicle is controlled automatically.
    According to one embodiment, the procedure for stopping a motor vehicle comprises a second step S2. In this step, the process of stopping the journey during male observation is controlled to a passenger perspective, including male observation to passenger comfort measures.
    Referring to Fig. 4, a diagram of an embodiment of a device 500 is shown. The controller 100 described with reference to Fig. 2 may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510, and a load The write non-volatile memory 520 has a first memory portion 530 of a computer program, such as an operating system, stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port. , I / O means, an ND converter, a time and 5 date input and transfer unit, a trade calculator and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
    A computer program P is provided which includes routines for stopping the travel of a motor vehicle according to the innovative procedure. The program P includes routines for activating a vehicle-controlled stop-stop process during which the vehicle is controlled automatically. The program P includes routines for controlling the travel stop process during male supervision to a passenger perspective, including male supervision of passenger comfort measures. The program P can be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.
    When it is described that the data processing unit 510 performs a certain function, it should be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550. The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. The read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. the links connected to the control unit 100 are connected.
    When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is ready to perform code execution in a manner 23 described above. The received signals on the data port 599 can be used by the device 500 to activate a vehicle-controlled travel stop course during which the vehicle is automatically controlled. The received signals on the data port 599 can be used by the device 500 to control the stop-and-go process during male observation to a passenger perspective including male observation for passenger comfort surveillance.
    Parts of the methods described herein may be performed by the device 500 using the data processing unit 510 which runs the program stored in the memory 560 or read / write memory 550. When the device 500 runs the program, the methods described herein are executed.
    The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been selected and described in order to best explain the principles of the invention and its practical applications, thereby enabling one skilled in the art to understand the invention for various embodiments and with the various modifications which are appropriate to the intended use. 24
    权利要求:
    Claims (13)
    [1]
    A process for stopping a motor vehicle (1) comprising the step of activating (Si) a vehicle-controlled stop-stop course during which the vehicle is controlled automatically, characterized by the step of controlling (S2) the stop-stop course during male-to-passenger perspective including male-to-passenger passages.
    [2]
    The method of claim 1, further comprising the step of determining radiating passenger distribution and passenger occupancy in the vehicle as a basis for controlling the stop-and-go process.
    [3]
    A method according to claim 1 or 2, further comprising the step of improving the expected passenger distribution and passenger occupancy in the vehicle based on a model for the behavior of a certain passenger population as a basis for controlling the travel stop process.
    [4]
    A method according to any one of claims 1-3, further comprising the step of determining whether certain criteria for allowing the stop are met.
    [5]
    A method according to any one of claims 1-4, comprising the step of controlling the travel stop course based on required changes of direction and speed changes while taking into account passenger comfort measures.
    [6]
    A cruise control system for a motor vehicle (1) comprising means (100, 110, 120) for activating a vehicle-controlled cruise control course during which the vehicle is controlled automatically, characterized by means (100, 180, 300) for controlling the stopping process during male inspection of a passenger perspective including male consideration of passenger comfort surveillance.
    [7]
    The system of claim 6, further comprising means (100, 140, 150) for determining radiating passenger distribution and passenger occupancy in the vehicle as a basis for controlling the travel stop course.
    [8]
    A system according to claim 6 or 7, further comprising means (100, 160) for determining the expected passenger distribution and passenger occupancy in the vehicle based on a model for behavior of a certain passenger population as a basis for controlling the travel stop course.
    [9]
    A system according to any of claims 6-8, further comprising means (200) for determining whether certain criteria for allowing the stop are met.
    [10]
    A system according to any one of claims 1-5, comprising means (100, 180) for controlling the travel stop course based on required changes of direction and speed changes while taking into account passenger comfort measures.
    [11]
    A vehicle comprising a system according to any one of claims 6-10.
    [12]
    Computer program (P) for stopping a motor vehicle, wherein said computer program (P) comprises program code which, when
    [13]
    A computer program product comprising a digital storage device which stores the computer program according to claim 12.
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    同族专利:
    公开号 | 公开日
    DE112014004291T5|2016-06-16|
    SE537967C2|2015-12-22|
    WO2015057144A1|2015-04-23|
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    法律状态:
    2021-06-01| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1351222A|SE537967C2|2013-10-16|2013-10-16|Procedure and system for handling traffic stops for a motor vehicle|SE1351222A| SE537967C2|2013-10-16|2013-10-16|Procedure and system for handling traffic stops for a motor vehicle|
    PCT/SE2014/051214| WO2015057144A1|2013-10-16|2014-10-14|Method and system for managing the stopping of a motor vehicle|
    DE112014004291.9T| DE112014004291T5|2013-10-16|2014-10-14|Method and system for handling the stoppage of a motor vehicle|
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