• 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:
    Abstract A device and a method for organizing a vehicle train with vehicles configured to communicate with each other in a wireless way. The method includes: providing a driving resistance value of at least two vehicles associated with the vehicle train, wherein each driving resistance value indicates a driving resistance of the corresponding vehicle when the vehicle is travelling on a roadway; comparing the driving resistance values of the at least two vehicles; determining a sub rank of the vehicles based on the comparison(s), in which sub rank the vehicle with the largest driving resistance value is chosen as a leader vehicle, and the other vehicle(s) associated with the vehicle train are selected in a descending order based on each driving resistance value; performing a level evaluation process regarding the ability to adjust a height of at least one vehicle in the train based on the sub rank; arranging the vehicles according to a result of the level evaluation process. (Fig. 2)
    公开号:SE1451088A1
    申请号:SE1451088
    申请日:2014-09-17
    公开日:2016-03-18
    发明作者:Johan Hesse
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    A device and a method for organizing a vehicle train, and a vehicle comprising the device Field of the invention The present invention relates to a device and a method for organizing a vehicle train. In particular, the invention pertains to energy management in a vehicle train. The present invention also relates to a computer program, a computer program product and a vehicle comprising the device.
    Background of the invention A vehicle train, also referred to as a platoon, is a plurality of vehicles travelling together as a unit with small spacings between the vehicles. The first vehicle in the train, the leader vehicle, acts as a probe for the other following vehicle or vehicles in the train. The following vehicle or vehicles leaves over their velocity control and sometimes also their steering control to the leading vehicle. Due to the small spacings between the vehicles, the wind resistance becomes less and the fuel consumption can be reduced. Tests have shown that the fuel consumption of the leader vehicle may be reduced by 2-10% and that of the following vehicle by 15-20% as compared to a lone vehicle. These figures are based on the distance between the vehicles being 8-16 meters and on travelling at 80 km/h. The lower fuel consumption means a corresponding reduction in CO2 emissions.
    The above mentioned savings may be further reduced by optimizing the placement of the vehicles in the train. For example, in DE102010028637 it is described that the largest vehicle should be selected as the foremost vehicle in the train. It is further described in JP2009157790 to reduce the energy consumption of a vehicle train by organizing the vehicle train based on the projection areas of the vehicles. The need for even more energy saving solutions is however still present.
    It is an object of the invention to provide a solution to how to organize a vehicle train to further reduce the energy consumption of the vehicle train. 2 Summary of the invention Provided is a method and a device for organizing a vehicle train with vehicles configured to communicate with each other in a wireless way. According to one aspect, the method and device as described herein at least to some extent can organize a vehicle train to further reduce the energy consumption of the vehicle train. In some aspects, real-time experiments where the levels of the vehicles are adjusted and the energy consumption tested for several combinations may be made, to find an optimal arrangement of the vehicle train at least in respect of fuel consumption.
    According to one aspect, a method is provided including: providing a driving resistance value of at least two vehicles associated with the vehicle train, wherein each driving resistance value indicates a driving resistance of the corresponding vehicle when the vehicle is travelling on a roadway; comparing the driving resistance values of the at least two vehicles; determining a sub rank of the vehicles based on the comparison(s), in which sub rank the vehicle with the largest driving resistance value is chosen as a leader vehicle, and the other vehicle(s) associated with the vehicle train are selected in a descending order based on each driving resistance value; performing a level evaluation process regarding the ability to adjust a height of at least one vehicle in the train based on the sub rank; arranging the vehicles according to a result of the level evaluation process.
    According to one embodiment, the method further comprises: determining a first rank of the vehicles based on the sub rank and a result of the level evaluation process; arranging the vehicles according to the first rank.
    According to one embodiment, the method further comprises 3 calculating a total energy consumption value for all the vehicles in the train, which is based on an energy consumption value for each vehicle during travelling in the vehicle train; comparing the total energy consumption value with a consumption limit value, 5 and generating result data indicating the result of the comparison.
    According to one embodiment, the method includes determining a new first rank of the vehicles in the vehicle train if the total energy consumption is greater that the consumption limit value, and arranging the vehicles according to the new first rank.
    According to one embodiment, the driving resistance value of each vehicle is based on one or several of: a height of the vehicle, a width of the vehicle, an engine specific parameter, a weight of the vehicle, an air resistance of the vehicle, a historic driving resistance value, type of tire, type of road.
    According to one embodiment, the method comprises choosing the vehicle with the smallest driving resistance value as the last vehicle in the sub rank.
    According to one embodiment, the level evaluation process includes evaluating at least one of: a normal level of the vehicle, an interval of the level of the vehicle, a present level of the vehicle. The interval may depend of any of a velocity of the vehicle, a type of road and type of suspension system of the vehicle.
    According to one embodiment, the level evaluation process includes adjusting a level of the vehicle according to a level of any vehicle in front of the vehicle, and/or a level of any vehicle behind the vehicle in the vehicle train and/or a rank number of the vehicle in the sub rank. According to another embodiment, the level evaluation process includes adjusting the level of the vehicle such that an upper profile of the vehicle train becomes at least partly descending. According to still another embodiment, the level evaluation process includes adjusting the level of the vehicle such that a lower profile of the vehicle train becomes at least partly 4 ascending. According to one embodiment, to achieve the upper profile is given precedence before achieving a lower profile. If however a desired total energy consumption value cannot be achieved, it ma y be tried to also try to achieve the lower profile.
    According to a further aspect, a device is provided for organizing a vehicle train with vehicles configured to communicate with each other in a wireless way. The device includes a control unit that is configured to: provide a driving resistance value of at least two vehicles associated with the vehicle train, wherein each driving resistance value indicates a driving resistance of the corresponding vehicle when the vehicle is travelling on a roadway; compare the driving resistance values of the at least two vehicles; determine a sub rank of the vehicles based on the comparison(s), in which sub rank the vehicle with the largest driving resistance value is chosen as a leader vehicle, and the other vehicle(s) associated with the vehicle train are selected in a descending order based on each driving resistance value; perform a level evaluation process regarding the ability to adjust a height of at least one vehicle in the train based on the sub rank; generate an arranging control signal a with a result of the level evaluation process and to send the arranging control signal a to any concerned vehicle in order to arrange the vehicles according to the result.
    According to one embodiment, the control unit is further configured to: determine a first rank of the vehicles based on the sub rank and the result of the level evaluation process; generate the arranging control signal a with the first rank and to send the arranging control signal a to any concerned vehicle in order to arrange the vehicles according to the first rank.
    According to one embodiment, the control unit is further configured to: calculate a total energy consumption value for all the vehicles in the train, which is based on an energy consumption value for each vehicle during travelling in the vehicle train; compare the total energy consumption value with a consumption limit value, and - generate result data indicating the result of the comparison.
    According to one embodiment, the control unit is further configured to determine a new first rank of the vehicles in the vehicle train if the total energy consumption is greater than the consumption limit value, and to generate the arranging control signal a with the new first rank and sending the arranging control signal a to any concerned vehicle in order to arrange the vehicles according to the new first rank.
    According to one embodiment, the control unit is configured to choose the vehicle with the smallest driving resistance value as the last vehicle in the sub rank.
    According to a further aspect, a computer program P is provided, wherein the computer program P includes a computer program code to cause a control unit, or a computer connected to the control unit, to perform any step of the herein described method.
    According to a still further aspect, a computer program product is provided comprising a computer program code stored on a non-transitory computer-readable medium to perform any of the method steps as described herein, when the computer program code is executed by a control unit or by a computer connected to the control unit.
    According to another aspect, a vehicle is provided comprising the device.
    Preferred embodiments are described in the dependent claims and in the detailed 30 description.
    Short description of the appended drawings 6 Below the invention will be described with reference to the accompanying figures, of which: Fig. 1 shows a plurality of vehicles that are available for organizing a vehicle train. Fig. 2 illustrates a device according to one embodiment of the invention.
    Fig. 3 illustrates a flowchart of a method according to one embodiment of the invention.
    Fig. 4 illustrates when the vehicles have been virtually organized according to a sub range.
    Fig. 5 illustrates that two vehicles in the vehicle train have the capability to change their level and are arranged according to the first range.
    Detailed description of preferred embodiments of the invention In Fig. 1 a plurality of vehicles 1A, 1B, 1C associated with a vehicle train are shown. A vehicle associated with a vehicle train here means that the vehicle may already be part of the vehicle train, or may want to join the vehicle train. The vehicles 1A, 1B, 1C are here travelling on a road way in a random order. The vehicle 1A has a height hiA, a width wip, and an area Auk. The vehicle 1B has a height hiB, a width wil3 and an area Aig. The vehicle 1C has a height hic, a width w10 and an area Alc. The vehicles 1A, 1B, 1C are each configured to communicate with each other directly and/or via a road side unit 3 in a wireless way, as illustrated with bent arrows in the figure. For that purpose the vehicles each have a unit 2 configured for wireless communication. Wireless communication between vehicles may be referred to as vehicle-to-vehicle communication (V2V). Wireless communication between vehicles via a road side unit 3, external computer etc, or directly to and from the road side unit external computer etc, may be referred to as vehicle-to-infrastructure communication (V2I). The wireless communication may also be conducted via mobile communication servers, via an application in a communication unit or via a regular server.
    In Fig. 2 a device 5 according to one embodiment for organizing a vehicle train with at least two of the vehicles 1A, 1B, 1C is shown. Such a device 5 may be arranged in any of the vehicles 1A, 1B, 1C, or one device in each of the vehicles 7 1A, 1B, 1C. The device 5 may also be arranged in the external unit 3. The device includes a control unit 6 with a processing unit 7 and a memory unit 8. The processing unit 7 may be made up of one or more Central Processing Units (CPU). The memory unit 8 may be made up of one or more memory units. A memory unit may include a volatile and/or a non-volatile memory, such as a flash memory or Random Access Memory (RAM). The memory unit 8 further includes a computer program P including a computer program code to cause the control unit 6 to perform any of the method steps that will be described in the following. The control unit 6 may be an Electronic Control Unit (ECU).
    The control unit 6 is configured to provide a driving resistance value of at least two vehicles associated with the vehicle train, wherein each driving resistance value indicates a driving resistance of the corresponding vehicle when the vehicle is travelling on a roadway. The driving resistance of a vehicle may be determined from one or several of the air resistance, the rolling resistance, the friction from the engine and the friction from the driving link of the same vehicle. The driving resistance value of each vehicle may be based on one or several of: the height of the vehicle, the width of the vehicle, an engine specific parameter, a weight of the vehicle, an air resistance of the vehicle, a historic driving resistance value, type of tire, type of road etc. The air resistance depends on the area of the vehicle in the driving direction, and can be determined based of data of the height, width and/or area or the vehicle. A driving resistance value may according to one embodiment be determined to be the largest area of the vehicle perpendicular to the driving direction. If the height and/or width of the vehicle exceed a law permitted limit in a country, a calculation of the area of the vehicle may be limited. This vehicle may then be chosen as the leader vehicle. These special circumstances only counts if the vehicle does not have any other restrictions, such as reduced velocity, too large height for bridges or "helping vehicles" which e.g. drives in front of the vehicle warning for excess load. If the vehicle has got such limitations, the vehicle should be placed last in the vehicle train, or not take part of the vehicle train at all.
    An area calculation should preferable be based on a continuous area of the vehicle. If a vehicle overrides a law permitted limit or has other limitations, this 8 should be communicated to the other vehicles in the train. An engine specific parameter may e.g. be an engine power of the vehicle.
    The control unit 6 may receive already calculated driving resistance values from the vehicles via wireless communication. Instead the control unit 6 may receive raw data from each vehicle via wireless communication and calculate a driving resistance value for each vehicle. The control unit 6 is further configured to compare the driving resistance values of the at least two vehicles, and to determine a sub rank of the vehicles based on the comparison or comparisons. In the sub rank, the vehicle with the largest driving resistance value is chosen as a leader vehicle, and the other vehicle or vehicles associated with the vehicle train are selected in a descending order after the leader vehicle based on each driving resistance value. Thus, a virtual ranking of the vehicles has been made to appoint them a certain position in the vehicle train.
    The control unit 6 is further arranged to perform a level evaluation process regarding the ability to adjust a height of at least one vehicle in the train, which may be based on the sub rank. The level evaluation process may include one or several of the following steps: - determine if the level of the at least one vehicle is stationary or can be adjusted; determine a normal level of the at least one vehicle, where the "normal level" is a level of the vehicle where the vehicle functions in an optimal way; determine if the level of the at least one vehicle is at the normal level of the at least one vehicle; - determine an interval of the level of the at least one vehicle.
    The data above, thus if the level can be adjusted or not, the normal level, the present level of the vehicle, the interval of the level etc., may be retrieved from the own vehicle regarding the own vehicle, and data about other vehicles may be retrieved via wireless communication from the vehicles. 9 After the level evaluation process the control unit 6 is configured to generate an arranging control signal a with a result of the level evaluation process and to send the arranging control signal a to any concerned vehicle in order to arrange the vehicles according to the result. According to one embodiment, the control unit 6 is further configured to determine a first rank of the vehicles based on the sub rank and the result of the level evaluation process. The sub rank gives a rough ordering of the vehicles in order to achieve less fuel consumption. The level evaluation process gives data for fine adjustment of the level of the vehicle or vehicles in the train and/or fine adjustment of the ranging of the vehicles in the train. Based on the sub rank, the level evaluation process evaluates if any vehicle in the train may adjust its level to arrange the vehicles in the train in a more economic order. The level evaluation process may also determine how much any level should be adjusted. To determine a first rank the control unit 6 may be configured to compare level data of different vehicles in the train and to reorder the ordering made in the sub range based on the result of the comparison. For example, if two vehicles in the train have the same front facing area, the same height and width, and one of them has a stationary level and the other one has an adjustable level, the vehicle with the stationary level shall be placed in front of the vehicle with the adjustable level in the first rank. The control unit 6 is further configured to generate the arranging control signal a with the first rank and sending the arranging control signal a to any concerned vehicle in order to arrange the vehicles according to the first rank. The first rank is thus communicated to all the vehicles that are involved when arranging the vehicles in the train according to the first range. According to one embodiment it is the leader vehicle that sends the arranging control signal to the other vehicles in the train.
    The arranging control signal may also comprise information about any level of the vehicles that shall be adjusted as determined in the level adjustment process and/or as determined when determining the first rank.
    To be able to identify wireless data from any vehicle associated with the vehicle train, the wireless data may be tagged with the registration number of the vehicle or any other identification number, and position number in the vehicle train, if any. 10 Data of the geographic position of the vehicles may also be communicated, especially from the leader vehicle and the last vehicle in the vehicle train. Thereby the total length of the vehicle train may be calculated and known to all vehicles in the train.
    Further data that may be communicated between the vehicles is: energy consumption for a certain vehicle, energy consumption for the vehicle train in total, velocity a certain vehicle, velocity restriction for a certain vehicle, information about special vehicle or type of vehicle, wish to leave the train for a certain vehicle and/or desire to join the train for a certain vehicle, road type, topography, country of travelling, planned stops, remaining driving distance, the overall traffic situation. When bad travelling conditions it may not be desired to change the level of the vehicles.
    When a change of position in the vehicle train shall take place, a security check is preferably made with the leader vehicle and the last vehicle in the train to ensure that the changing position is appropriate and can be made in a safe way. Information about planned stops and remaining distance to destination may be useful to know for vehicles wishing to join the train such that a decision for joining can be made, and that joining can be made e.g. at a stop.
    The above data may also be communicated to a firm of haulage for information and further processing.
    The above data may be used in the level evaluation process, and when determining the first rank and further ranks of the vehicle train. The control unit 6 may further be configured to calculate a total energy consumption value for all the vehicles 1A, 1B, 1C in the train, which is based on an energy consumption value for each vehicle during travelling in the vehicle train. The energy consumption value for each vehicle may e.g. be equal to the fuel consumption vale for each vehicle. For a vehicle that is fully or partly driven by electric energy, or any other kind of energy, the consumption of that kind of energy, e.g. the electric energy, 11 may be fully or partly make up the energy consumption value of the vehicle. The control unit 6 is further configured to compare the total energy consumption value with a consumption limit value, and generate result data indicating the result of the comparison. If the total energy consumption value is less or equal to the consumption limit value, the total energy consumption of the vehicle train is satisfying. Result data may then be communicated to the vehicles in the train that the present range and the level adjustment are satisfying and should be remained.
    If the total energy consumption value is greater than the consumption limit value, the total energy consumption of the vehicle train is not satisfying. Result data may then be communicated to the vehicles in the train that the present range and the level adjustments, if any, are not satisfying and adjustments will be made. The control unit 6 may then be configured to start a new level evaluation process based on the current range and levels of the vehicles in the train. Then anew any level of the vehicles in the train might be adjusted. The control unit 6 may then be configured to determine a new first rank of the vehicles in the vehicle train based on the result data from the level evaluation process. The control unit 6 is further configured to generate the arranging control signal a with the new first rank and sending the arranging control signal a to any concerned vehicle in order to arrange the vehicles according to the new first rank.
    The consumption limit value may be based on the total energy consumption value for the whole train, minus 15-30%. The device 5 may be configured to calculate the total energy consumption value and subtract the 15-30 %. The consumption limit value may thus be changed depending on which vehicles that participate in the train. The consumption limit value may also depend on the distance between the vehicles in the train, the velocity of the vehicles, type of road and/or country of travelling. If the limit is achieved, thus, the vehicle train has a total consumption value that is equal or less that the consumption limit value, and e.g. a stop is being made, the limit may be raised to find an even more optimal organized 12 vehicle train. If the limit is not achieved within a certain distance or time, the limit is lowered.
    In Fig. 2 a plurality of units 9, 10, 11, 12 are illustrated symbolizing different units in the vehicle from where data may be retrieved or where a function can be controlled. For example, the unit 9 may include a velocity detector giving the present velocity of the vehicle. The unit 10 may be a position unit giving the present position of the vehicle. The unit 11 may be a velocity control unit, to which the control unit 6 may send velocity reference values in order to control the velocity of the vehicle. The unit 12 may be a level adjustment unit capable of adjusting the level of the vehicle within an interval. The unit 12 for example controls a suspension system of the vehicle, and may raise and lower the vehicle within the interval if instructed to do so. The interval may e.g. be ± 50 mm. The total possible interval may be ± 100 mm. A vehicle may however have a preferred interval of e.g. ± 50 mm for a certain velocity and/or type of road, in which interval the vehicle and its suspension components are working well. The interval may be different for another velocity and/or another type of road. The size of the interval may thus depend on any of the velocity of the vehicle, the type of road, and the type of suspension system. The control unit 6 may send a level control signal to the unit 12 with instructions for adjusting the level of the vehicle. The unit 12 may also give level data such as the present level, the normal level for the vehicle and the interval for the level. The normal level is a level of the vehicle where the vehicle functions in a good or optimal way. The unit 13 may be a detection unit for detecting a distance to another vehicle in front of, at the side or behind the vehicle. A vehicle may thus be arranged with a plurality of such detection units.
    The vehicle 1A, 1B, 1C communicates internally between its units, devices, sensors, detectors etc. via a communication bus, for example a CAN-bus (Controller Area Network) which uses a message based protocol. Examples of other communication protocols that may be used are TTP (Time-Triggered Protocol), Flexray, etc. In that way signals and data described herein may be exchanged between different units, devices, sensors and/or detectors in the 13 vehicle 1A, 1B, 1C. Signals and data may instead be transferred wirelessly between the different units, devices, sensors and/or detectors.
    In Fig. 3 a flowchart is shown illustrating a method that will now be explained with reference to the flowchart. The method includes providing the driving resistance value of at least two vehicles associated with the vehicle train, wherein each driving resistance value indicates the driving resistance of the corresponding vehicle when the vehicle is travelling on a roadway (Al). The driving resistance value of each vehicle may be based on one or several of: the height of the vehicle, the width of the vehicle, an engine specific parameter, the weight of the vehicle, the air resistance of the vehicle, a historic driving resistance value. The respective driving resistance value of the at least two vehicles are compared (A2). According to one embodiment, the height and width of a vehicle is compared to a standard form of a vehicle. Thus, driving resistance value for a vehicle may be calibrated according to the standard form. The vehicle with the largest area or height that covers the standard form to the most has the largest driving resistance value. If a vehicle has an extra arrangement on it not belonging to any ordinary equipment, this vehicle may have an extra-large front area and should be placed as the leader vehicle. This assumption holds if the vehicle does not have any other restrictions. If any other restrictions, the vehicle should instead be placed last in the vehicle train. The method further includes determining the sub rank of the vehicles based on the comparison(s), in which sub rank the vehicle with the largest driving resistance value is chosen as the leader vehicle, and the other vehicle(s) associated with the vehicle train are selected in a descending order based on each driving resistance value (A3). The vehicle with the smallest driving resistance value is then chosen as the last vehicle in the sub rank, and thus as the last vehicle in the vehicle train if all vehicles of the vehicle train are included in the sub rank.
    The method may further include the level evaluation process regarding the ability to adjust a height of at least one vehicle in the train based on the sub range (A4). The level evaluation process may include evaluating at least one of: the normal 14 level of the vehicle, the interval of the level of the vehicle, the present level of the vehicle. The level evaluation process is based on that the vehicles are virtually arranged according to the sub range. The level evaluation process may include adjusting the level of the vehicle according to a level of any vehicle in front of the vehicle, and/or a level of any vehicle behind the vehicle in the vehicle train and/or a rank number of the vehicle in the sub rank. The rank number is here the same as the position in the vehicle train. The vehicle in front of the vehicle may be the immediate vehicle in front of the vehicle. The vehicle behind the vehicle may be the immediate vehicle behind the vehicle. According to one embodiment, the level evaluation process includes adjusting the level of the vehicle such that an upper profile of the vehicle train becomes at least partly descending. According to another embodiment, the level evaluation process includes adjusting the level of the vehicle such that a lower profile of the vehicle train becomes at least partly ascending. According to a further embodiment, the level evaluation process includes adjusting the level of the vehicle such that the lower profile of the vehicle train becomes at least partly ascending, and such that a lower profile of the vehicle train becomes at least partly ascending. The level evaluation may evaluate one, a plurality or all the vehicles in the vehicle train to achieve the most optimal level of each of the vehicles in order to minimize the wind resistance and thus reduce the fuel consumption. The level evaluation process may include retrieving level data from one or several vehicles and comparing the level data from different vehicles with each other. The level of each vehicle should be arranged such that the losses are minimized. Each vehicle should be as close as possible to the foremost vehicle in respect of height of the vehicle and width of the vehicle. Thereafter the vehicles are arranged according to a result of the level evaluation process (A5). Thus, if the level evaluation process has found out that any level should be adjusted, this is now made in practice. According to one embodiment, the method further comprises determining a first rank of the vehicles based on the sub rank and the result of the level evaluation process. The vehicles are then arranged according to the first rank. This may include rearranging the order of the vehicles in the sub range. According to one embodiment the above described adjustments may be stored and performed at the same time or after the vehicles are arranged according the first rank.
    The method may further include calculating a total energy consumption value for all the vehicles 1A, 1B, 1C in the train, which is based on an energy consumption value for each vehicle during travelling in the vehicle train. Thereafter the total energy consumption value is compared with a consumption limit value, and result data is generated indicating the result of the comparison. As has been previously explained, if the total energy consumption value is less or equal to the consumption limit value, the total energy consumption of the vehicle train is satisfying. Result data may then be communicated to the vehicles in the train that the present range and the level adjustment are satisfying and should be remained. If the total energy consumption value on the other hand is greater than the consumption limit value, the total energy consumption of the vehicle train is not satisfying. Result data may then be communicated to the vehicles in the train that the present range and the level adjustments, if any, are not satisfying and adjustments will be made. The method may then start a new level evaluation process based on the current range and levels of the vehicles in the train. The new level evaluation process may include adjusting the level of any vehicle as has been previously explained. A new first rank of the vehicles in the vehicle train may then be determined based on the sub rank and a result of the level evaluation process. The vehicles may then be arranged according to the new first rank. The total energy consumption value of the vehicle train may then again be calculated and if still not satisfying, a further new level evaluation process and new rank of the vehicles may be determined, the vehicles arranged according to the new rank, and again the total energy consumption is evaluated. This method may be continued for a predetermined number of times, until the total energy consumption is satisfying, or until all alternatives of adjusting the levels of the vehicles and reordering of the vehicles have been exhausted.
    When a vehicle is leaving the train, or when a new vehicle arrives to the train, the whole method may be made again in order to organize the vehicle train according 16 to the new conditions. The leaving vehicle communicates that it is leaving to the other vehicles in the train, or the other vehicles will notice that the vehicle leaves based on observations with any of the detectors of the other vehicles. The remaining vehicles in the train may then e.g. again adjust their levels to optimize the fuel consumption. When a vehicle joins, the vehicle should be given a position in the vehicle train according to the method, undergo a level evaluation process etc.
    A vehicle 1A, 1B, 1C may have tested and found an optimal level for itself when travelling alone, which gives an optimal low fuel consumption. Further, the vehicle may have tested and found optimal levels for any positions in a vehicle train, and/or sizes of vehicles before and/or after the vehicle itself. These results may be stored by the vehicle and may be communicated to the other vehicles, and can be used for determining the most optimal position and level based on the current conditions in the vehicle train.
    An example will now be explained with reference to Figs. 4 and 5. In Fig. 4 the vehicles 1A, 1B and 1C have communicated their size data, thus that vehicle 1A has the height hiA, the width wip, and/or the front area AiA, that vehicle 1B has the height hiB, the width w113 and/or the front area Aig, and that the vehicle 1C has the height h10, the width wic and/or the front area Alc to a device 5 located in any of the vehicles 1A, 1B or 1C. Based on these size data, a driving resistance value for each vehicle 1A, 1B or 1C have been determined. The driving resistance value for vehicle 1A is here the area Auk, for vehicle 1B it is the area Aig, and for vehicle 1C it is the area A. The driving resistance values of the vehicles 1A, 1B and 1C are compared. As the vehicle 1A has the largest area AiA, the vehicle 1A is chosen as the leader vehicle in the sub range. The vehicle 1C has the second largest area Aig and is thus chosen as the second vehicle in the sub range, and the vehicle 1B has the smallest area Aic of the vehicles and is thus chosen to be the last vehicle in the sub range. The order of the vehicles according to the sub range is visualized in Fig. 4. The vehicles 1A, 1B, 1C are also communicating their level data, and level evaluation process regarding the ability to adjust the height of the 17 vehicles is performed. In this process the level data is analyzed. For example, if the vehicle 1A and 1C would have had the equal areas, and vehicle 1C had a stationary level which could not be changed, then vehicle 1C would now be chosen to be the leader vehicle in the first rank. However, this is not the case here and the vehicle 1A will remain the leader vehicle in the first rank. The level of the vehicle 1A may however be adjusted. It is found that the present level of the vehicle 1A is higher that its normal level. The vehicle 1A is then instructed to lower its level to its normal level. It is found that the level of the vehicle 1C may also be adjusted. The vehicle 10 has saved results from previous travelling in vehicle trains and thereby knows that if it travels at a second position in a vehicle train and has a leader vehicle with the height hiA (adjusted according to its normal level) in front, the vehicle 1C should be at a certain level to use the least amount of fuel. The vehicle 1C thus adjusts its level, or is instructed to adjust its level, to this certain level. The level of the vehicle 1B cannot be adjusted. The first rank of the vehicles 1A, 1 B and 1C will thus have the same order as the sub range. As shown in Fig. 5, the vehicles 1A, 1B and 1C are arranged according to the first rank and the levels of vehicle 1A and 10 are adjusted according to the result of the evaluation process.
    The vehicles 1A, 1B and 1C will now drive in the order as shown in Fig. 5 (and Fig. 4). The vehicles 1A, 1 B and 1C communicates their energy consumption values, thus their fuel consumption respectively, and a total energy consumption value for all the vehicles 1A, 1B, 10 in the train is calculated. This value is compared with the consumption limit value. The total energy consumption value is first greater than the consumption limit value. The level evaluation process is again made, and the level of the vehicle 10 is lowered a bit. No reordering is made. The vehicles 1A, 1B and 1C are driving for a while and a new total energy consumption value is calculated. This time the total energy consumption value is less than that the consumption limit value. No more adjustment or reordering has to be made, and the result may be communicated to the vehicles 1A, 1 B and 10 in the train. 18 The whole scenario of the described method, or parts of it, may be communicated to any driver of any vehicle in the vehicle train, and/or to any monitoring personal at an external computer. The results may be saved for later use in new vehicle trains.
    The present invention is not limited to the above-described preferred embodiments. Various alternatives, modifications and equivalents may be used. Therefore, the above embodiments should not be taken as limiting the scope of the invention, which is defined by the appending claims.
    权利要求:
    Claims (23)
    [1] 1. calculating a total energy consumption value for all the vehicles (1A, 1B, 1C) in the train, which is based on an energy consumption value for each vehicle during travelling in the vehicle train;
    [2] 2. comparing the total energy consumption value with a consumption limit value, and
    [3] 3. generating result data indicating the result of the comparison.
    [4] 4. The method according to claim 3, including determining a new first rank of the vehicles in the vehicle train if the total energy consumption is greater that the consumption limit value and arranging the vehicles according to the new first rank.
    [5] 5. The method according to any of the preceding claims, wherein the driving resistance value of each vehicle is based on one or several of: a height of the vehicle, a width of the vehicle, an engine specific parameter, a weight of the vehicle, an air resistance of the vehicle, a historic driving resistance value, type of tire, type of road.
    [6] 6. The method according to any of the preceding claims, comprising choosing the vehicle with the smallest driving resistance value as the last vehicle in the sub rank.
    [7] 7. The method according to any of the preceding claims, wherein the level evaluation process includes evaluating at least one of: a normal level of the vehicle, an interval of the level of the vehicle, a present level of the vehicle.
    [8] 8. The method according to any of the preceding claims, wherein the level evaluation process includes adjusting a level of the vehicle according to a level of any vehicle in front of the vehicle, and/or a level of any vehicle behind the vehicle in the vehicle train and/or a rank number of the vehicle in the sub rank.
    [9] 9. The method according to claim 8, wherein the level evaluation process includes adjusting the level of the vehicle such that an upper profile of the vehicle train becomes at least partly descending.
    [10] 10. The method according to claim 8 or 9, wherein the level evaluation process includes adjusting the level of the vehicle such that a lower profile of the vehicle train becomes at least partly ascending. 21
    [11] 11. A device (5) for organizing a vehicle train with vehicles (1A, 1B, 1C) configured to communicate with each other in a wireless way, wherein the device (5) includes a control unit (6) that is configured to 1. provide a driving resistance value of at least two vehicles associated with the vehicle train, wherein each driving resistance value indicates a driving resistance of the corresponding vehicle when the vehicle is travelling on a roadway; 2. compare the driving resistance values of the at least two vehicles; 3. determine a sub rank of the vehicles based on the comparison(s), in which sub rank the vehicle with the largest driving resistance value is chosen as a leader vehicle, and the other vehicle(s) associated with the vehicle train are selected in a descending order based on each driving resistance value; 4. perform a level evaluation process regarding the ability to adjust a height of at least one vehicle in the train based on the sub rank; 5. generate an arranging control signal a with a result of the level evaluation process and to send the arranging control signal a to any concerned vehicle in order to arrange the vehicles according to the result.
    [12] 12. The device (5) according to claim 11, wherein the control unit (6) further is configured to: - determine a first rank of the vehicles based on the sub rank and the result of the level evaluation process; 1. generate the arranging control signal a with the first rank and to send the arranging control signal a to any concerned vehicle in order to arrange the vehicles according to the first rank.
    [13] 13. The device (5) according to claim 11 or 12, wherein the control unit (6) further is configured to: 1. calculate a total energy consumption value for all the vehicles (1A, 1B, 1C) in the train, which is based on an energy consumption value for each vehicle during travelling in the vehicle train; 2. compare the total energy consumption value with a consumption limit value, and 3. generate result data indicating the result of the comparison. 22
    [14] 14. The device (5) according to claim 13, wherein the control unit (6) is configured to determine a new first rank of the vehicles in the vehicle train if the total energy consumption is greater than the consumption limit value, and to generate the arranging control signal a with the new first rank and sending the arranging control signal a to any concerned vehicle in order to arrange the vehicles according to the new first rank.
    [15] 15. The device (5) according to any of the claims 11 to 14, wherein the driving resistance value of each vehicle is based on one or several of: a height of the vehicle, a width of the vehicle, an engine specific parameter, a weight of the vehicle, an air resistance of the vehicle, a historic driving resistance value, type of tire, type of road.
    [16] 16. The device (5) according to any of the claims 11 to 15, wherein the control unit (6) is configured to choose the vehicle with the smallest driving resistance value as the last vehicle in the sub rank.
    [17] 17. The device (5) according to any of the claims 11 to 16, wherein the level evaluation process includes to evaluate at least one of: a normal level of the vehicle, an interval of the level of the vehicle, a level of the vehicle.
    [18] 18. The device (5) according to any of the claims 11 to 17, wherein the level evaluation process includes to adjust a level of the vehicle according to a level of any vehicle in front of the vehicle, and/or a level of any vehicle behind the vehicle in the vehicle train and/or a rank number of the vehicle in the sub rank.
    [19] 19. The device (5) according to claim 18, wherein the level evaluation process includes to adjust the level of the vehicle such that an upper profile of the vehicle train becomes at least partly descending. 23
    [20] 20. The device (5) according to claim 18 or 19, wherein the level evaluation process includes to adjust the level of the vehicle such that a lower profile of the vehicle train becomes at least partly ascending. 5 21.A computer program P, wherein said computer program P includes a computer program code to cause a control unit (6), or a computer connected to said control unit (6), to perform the method steps according to any of claims 1-10. 22. A computer program product comprising a computer program code stored on a non-transitory computer-readable medium to perform the method steps according to any of the claims 1 to 10, when said computer program code is executed by a control unit (6) or by a computer connected to said control unit (6). 23. A vehicle comprising a device (5) according to any of the claims 11 to 20.
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    同族专利:
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    DE102015011271A1|2016-03-17|
    SE539861C2|2017-12-27|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1451088A|SE539861C2|2014-09-17|2014-09-17|A device and a method for organizing a vehicle train, and a vehicle comprising the device|SE1451088A| SE539861C2|2014-09-17|2014-09-17|A device and a method for organizing a vehicle train, and a vehicle comprising the device|
    DE102015011271.6A| DE102015011271A1|2014-09-17|2015-08-27|Device and method for organizing a vehicle convoy and vehicle with this device|
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