• 专利附录
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    • 专利摘要:
    Method (400) and control unit (300) in a vehicle (100), for positioning a vehicle (100) with a roof mounted pantograph (130) laterally in relation to an energy transfer segment (120) above the vehicle (100). The method (400) comprises detecting (401) the energy transfer segment (120); defining (402) a left lateral sway limit (140) on the left side of the pantograph (130) and a right lateral sway limit (150) on the right side of the pantograph (130), in the driving direction (105) of the vehicle (100); determining (403) lateral position of the energy transfer segment (120) in relation to the defined (402) lateral sway limits (140, 150); and indicating (404) to the driver when the determined (403) lateral position of the energy transfer segment (120) is not within said lateral sway limits (140, 150).(Publ. Fig. 1A)
    公开号:SE1550509A1
    申请号:SE1550509
    申请日:2015-04-28
    公开日:2016-10-29
    发明作者:Claesson André；Sjödin Robert
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    METHOD AND CONTROL UNIT FOR POSITIONING A VEHICLE TECHNICAL FIELD This document discloses a method and a control unit. More particularly, a method and acontrol unit is described, for positioning a vehicle with a roof mounted pantograph laterally in relation to an energy transfer segment above the vehicle.
    BACKGROUND One way of transfer power to a vehicle with electrical propulsion system such as e.g. aPlug-in Hybrid Electric Vehicle (PHEV), a Plug-in Hybrid Vehicle (PHV), a plug-in hybrid ora Battery Electric Vehicle (BEV) may be to use a roof mounted pantograph similar to elec-trical trains. The power transfer could be static and/ or dynamic, i.e., at standstill or duringdriving. Thereby various attractive advantages are reached such as less pollution, reducednoise from the vehicle, reduced operating costs, and time gain during travel (as no stophas to be made for filling up fuel), in comparison with vehicles with internal combustion engines.
    The vehicle with the electrical propulsion system may comprise rechargeable batteries, oranother energy storage device, that can be restored to full charge by connecting the roofmounted pantograph to a positive overhead contact wire and a negative overhead contactwire, respectively. Further, an electrical motor in the vehicle may be driven by the electricitystored in the batteries. ln a hybrid vehicle, also an internal combustion engine is com-prised. Thereby, the problem of range anxiety associated with all-electric vehicles may be reduced, as the combustion engine works as a backup when the batteries are depleted. ln some vehicles with an electrical propulsion system such as some trolleybuses, theremay sometimes not be any energy storage device. lnstead the electrical motor in the vehi-cle may be driven directly by the electricity provided by the overhead contact wires via the roof mounted pantograph.
    The herein discussed vehicle may comprise e.g. a truck, a bus, a van, a car, a motorcycle,military vehicles, a trolleybus, a trolleytruck or any other similar type of vehicle not running on rails.
    A difference between vehicles on rails such as electrical trains, and the herein discussedvehicles not running on rails is that electrical trains do not have any lateral movement be- tween pantograph and the overhead contact wires as trains runs on rails as opposed to road vehicles Where the driver may deviate laterally from the overhead contact wires when turning the steering wheel.
    An inadvertent driver may not pay attention to the contact wires and thus the pantographcould lose contact with the contact wires and the power transfer is interrupted. Darkness,rain, fog, pollution, snow, sunlight etc. may make it difficult for the driver to visually see thecontact wires and/ or any road markings. Further, it is preferable that the driver focus his/her attention to the surrounding traffic situation, rather than scanning up in the air for find-ing the contact wires, which may cause an accident due to inattention and/ or may becomean ergonomic issue for the driver. Frequent head tilting may trigger tortico|is, or any otherdystonic condition, which may force the driver to instantly stop the vehicle and refrain from further driving for a considerable time. ln case the pantograph lose contact with the contact wires, the batteries of the vehicle willnot charge, which may cause that the vehicle's batteries may not be sufficiently charged to able to reach a subsequent area with contact wires for charging the batteries. ln case the vehicle lacks batteries, the vehicle Will suddenly stop if the contact between theoverhead contact wires and the pantograph is broken, which may cause an accident if thedriver of a close behind vehicle is not attentive. Further, a traffic congestion may result dur-ing the time it will take to somehow tow the vehicle back in position for establishing contact with the contact wires. ln some prior art solutions, a sensor on the pantograph, or on the roof of the vehicle maymeasure the magnetic field generated by the contact wires. Further, a recommendation may be generated and displayed for the driver for placing the vehicle in optimal position.
    However, it may be an advantage, or even necessary for the vehicle to not always be situ-ated laterally centred under the contact wires, for example during cornering and/ or whencutting a curve. ln case the vehicle is e.g. a city bus driving in rush hour there are oftenstanding passengers on-board. lf the pantograph is kept in the middle of the contact wiresunder all circumstances during a turn there is a risk of uncomfortable lateral movementswhich may cause standing passengers to fall. When the vehicle is a truck, correspondingproblems may occur with any cargo on-board. ln the described prior art solution, numerouswarnings would be generated in such situation, which may disturb and irritate the driver unnecessarily, to a degree that traffic safety may be hazarded.
    Another problem is that such prior art solutions based on magnetic field measurementsonly can detect the current situation, not predict any future displacements of the contact wires/ road, for example in a curve.
    The concept of providing electricity via overhead contact wires for the propulsion of vehi- cles is known since very long time (end of the nineteenth century).
    However, despite the numerous advantages with the technology concept per se, and therather long time of technological development within the field, large scale implementation of road vehicles With roof mounted pantographs has failed to materialise. lt thus appear that in order for reaching a practical implementation of vehicles with electri-cal propulsion system with roof mounted pantographs, further development is required, providing a solution to the above discussed problems.
    SUMMARY lt is therefore an object of this invention to solve at least some of the above problems and improve lateral positioning of a vehicle with a roof mounted pantograph.
    According to a first aspect of the invention, this objective is achieved by a method in a ve-hicle, for positioning a vehicle with a roof mounted pantograph laterally in relation to anenergy transfer segment above the vehicle. The method comprises detecting the energytransfer segment. Further the method comprises defining a left lateral sway limit on the leftside of the roof mounted pantograph and a right lateral sway limit on the right side of theroof mounted pantograph, in the driving direction of the vehicle. ln addition the method alsocomprises determining lateral position of the energy transfer segment in relation to the de-fined lateral sway limits. The method further comprises indicating to the driver of the vehi-cle When the determined lateral position of the energy transfer segment is within by said lateral sway limits.
    According to a second aspect of the invention, this objective is achieved by a control unit ina vehicle. The control unit is configured for positioning a vehicle with a roof mounted pan-tograph laterally in relation to an energy transfer segment above the vehicle. The controlunit is configured for detecting the energy transfer segment. Also, the control unit is config-ured for defining a left lateral sway limit on the left side of the roof mounted pantograph anda right lateral sway limit on the right side of the roof mounted pantograph, in the driving direction of the vehicle. The control unit in addition comprises determining lateral position of the energy transfer segment in relation to the defined lateral sway limits. Furthermore,the control unit also comprises indicating to the driver of the vehicle when the determined lateral position of the energy transfer segment is not within said lateral sway limits.
    Hereby, thanks to the disclosed aspects, the driver is assisted in keeping the vehicle withinthe lateral sway limits to maintain electrical connection to the contact wires. Safety is in-creased since the driver could focus on the road ahead and the ambient traffic situationrather than looking up, searching for the contact wires. External projection in e.g. darknessand/ or in case of snow or poor markings on the road may help the driver to find the lateral position when the contact wires and/ or road markings are difficult to see.
    Other advantages and additional novel features will become apparent from the subsequent detailed description.
    FIGURES Embodiments of the invention will now be described in further detail with reference to the accompanying figures, in which: Figure 1A illustrates a side view of a vehicle with a roof mounted pantograph; Figure 1B illustrates a vehicle with a roof mounted pantograph as seen from above; Figure 2 illustrates an above perspective overview of a scenario where a vehicle witha roof mounted pantograph is following overhead contact wires according toan embodiment of the invention; Figure 3A illustrates an example of lateral vehicle positioning according to an embodi-ment of the invention; Figure 3B illustrates an example of lateral vehicle positioning according to an embodi-ment of the invention; Figure 3C illustrates an example of lateral vehicle positioning according to an embodi-ment of the invention; Figure 3D illustrates an example of lateral vehicle positioning according to an embodi-ment of the invention; Figure 4 is a flow chart illustrating an embodiment of a method; Figure 5 is an illustration depicting a system according to an embodiment.
    DETAILED DESCRIPTION Embodiments of the invention described herein are defined as a method and a control unit,which may be put into practice in the embodiments described below. These embodimentsmay, however, be exemplified and realised in many different forms and are not to be lim-ited to the examples set forth herein; rather, these illustrative examples of embodiments are provided so that this disclosure will be thorough and complete.
    Still other objects and features may become apparent from the following detailed descrip-tion, considered in conjunction with the accompanying drawings. lt is to be understood,however, that the drawings are designed solely for purposes of illustration and not as adefinition of the limits of the herein disclosed embodiments, for which reference is to bemade to the appended claims. Further, the drawings are not necessarily drawn to scaleand, unless othenNise indicated, they are merely intended to conceptually illustrate the structures and procedures described herein.
    Figure 1A illustrates a scenario with a vehicle 100 driving in a driving direction 105. Thevehicle 100 may comprise an energy storage device 110, such as e.g. rechargeable batter-ies, in some embodiments. The energy storage device 110, if any, may be charged byconductive electrical transmission from an overhead energy transfer segment 120 via a roof mounted pantograph 130.
    The vehicle 100 may be e.g. a truck, a bus, a van, a car, a motorcycle, military vehicles, atrolleybus, a trolleytruck or any other similar type of vehicle not running on rails. The vehi- cle 100 may be configured for running on a road, in terrain or in water, for example.
    The vehicle 100 may be driver controlled or driverless autonomously controlled vehicles indifferent embodiments. However, for enhanced clarity, the vehicle 100 is subsequently de- scribed as having a driver.
    Thus the vehicle 100 may comprise an energy storage device 110 in some embodiments,which may be charged by the energy transfer segment 120 via the roof mounted panto-graph 130. An electric motor in the vehicle 100 is then energised by the energy storage device 110.
    However, in other embodiments, the vehicle 100 may not comprise any energy storage device 110. lnstead the electric motor of the vehicle 100, e.g. an electric traction motor is energised by the overhead energy transfer segment 120 via a roof mounted pantograph130.
    An advantage with storing energy in the energy storage device 110 is that the vehicle 100 is not required to continuously be attached to the energy transfer segment 120.
    An advantage with embodiments not having any energy storage device 110 is that weightand space is saved. Energy storage devices 110 may also be expensive and may have to be replaced after a certain time, which add costs.
    A further advantage with vehicles 100 energised by the energy transfer segment 120 viathe roof mounted pantograph 130, sometimes referred to as trolleybuses, is an impressiveoperational lifetime in comparison with combustion engine based vehicles. To mention anexample thereof, about two thirds of the trolleybus fleet in Valparaiso (Chile) comprisestrolleybuses built between 1946-1952, still in regular service; a fact that has helped the cityto gain its designation by UNESCO as a World Heritage Site. Said trolleybuses have also collectively been declared a national monument by the Chilean government in 2003.
    Nevertheless, some embodiments of the vehicle 100 may also comprise an additionalcombustion engine, which gives additional independence from the overhead energy trans-fer segment 120, allowing operation off-wire. By having an auxiliary power unit the vehicle100 is allowed e.g. to get around a route blockage and/ or may reduce the amount and/ or complexity of overhead wiring needed e.g. at operating garages, depots, etc.
    The energy transfer segment 120 is situated above a road or route of the vehicle 100 andmay comprise e.g. two contact wires in some embodiments, one contact wire 121 withpositive pole and one contact wire 122 with negative pole, extending in parallel with eachother and with the road along at least a segment of the route of the vehicle 100. This differsfrom the corresponding energy transfer segment of a tram or electric train, which normallyuses the track as the return part of the electrical path and therefore needs only one wireand one pole. However, other embodiments may comprise one contact wire 121, 122above the vehicle 100 and one contact wire under, or at the side of the vehicle 100 in some alternative embodiments.
    The roof mounted pantograph 130 thus may comprise e.g. two current collectors, or collec-tor shoes as they also may be referred to as. One current collector may be dedicated to the contact wire 121 with positive pole and one current collector may be dedicated to the con- tact wire 122 with negative pole. This is further explained in conjunction with the presenta- tion of Figure 1B.
    Further, it may be mentioned that the vehicle 100 may have one or several pantographs130. Further the pantograph 130 may have different designs in different embodiments,such as a symmetrical or diamond-shaped pantograph, a half-pantograph, a Z-shapedpantograph, trolley poles or any similar arrangement. The pantograph 130 may have eithera single or a double arm in different embodiments. Further, the two current collectors maybe kept jointly by one pantograph 130, or separate pantographs 130 may be used for each current collector in different embodiments.
    The pantograph 130 may further be arranged to bring the one or two current collectors incontact with the respective contact wire 121, 122, e.g. by applying a substantially upwardforce on the current collectors, bringing them in contact with the contact wires 121, 122.Such upward force may be provided by pneumatic means, by hydraulic means, by aspring, by resilience of the material, by an electric motor, by a mechanical mechanismmanaged by the driver or similar. A sensor may be configured to measure the pressureforce between the current collectors and the contact wires 121, 122 in some embodiments.A control and regulation system may, based on the sensor measurements assure that con-tact is maintained between the current collectors and the contact wires 121, 122, also dur- ing rough road conditions and bumpy passages, according to some embodiments.
    According to some embodiments, a functionality is provided in order to assist the driver tokeep the vehicle 100 within lateral sway limits. This will ensure power fed uninterrupted tothe vehicle 100 by the energy transfer segment 120. The pantograph position relative thecontact wires 121, 122 of the energy transfer segment 120 is determined by utilising e.g. a sensor and/ or a camera in some embodiments.
    Further, according to some embodiments, the system keeps track of the path fonNard ofthe energy transfer segment 120, i.e. the contact wires 121, 122 and the road to ensurecomfortable and safe journey for the driver and the passengers (if any) in the vehicle 100who may be standing in case of a city bus. lf the system has knowledge about the path ofthe energy transfer segment 120 and the road ahead, the system may assist the driver infinding the optimal lateral position, which may not coincide with centring the pantograph130 to the energy transfer segment 120, in e.g. a turn to make it more comfortable for thepassengers and thereby avoiding accidents. The solution may also comprise side-way movement of the pantograph 130 relative the vehicle 100 in some embodiments. Thereby the vehicle 100 is enabled to further cut the corners a little for optimal passenger comfort when turning.
    The path of the energy transfer segment 120 comprising the contact wires 121, 122 in theair, and the road path may be detected by suitable sensors such as e.g. a mono camera, astereo camera, a laser scanner, an ultrasonic sensor, Global Positioning System (GPS) incombination with detailed GPS data, by receiving information from other vehicles (or asensor on another vehicle) via wireless communication, by receiving information from avehicle external sensor via wireless communication or a combination of at least two of the enumerated techniques for detecting the energy transfer segment 120.
    Unless the driver intentionally leaves the path of the energy transfer segment 120, e.g. by flashing and turning, embodiments of the provided solution may work as follows. ln case the energy transfer segment 120, i.e. the contact wires 121, 122, is not enclosedwithin defined lateral sway limits, the driver is informed by e.g. by disclosing a sign or sym-bol at the instrument cluster, a Head Up Display (HUD), a sound or spoken message emit-ted via a load speaker, a vibration in the chair and/ or the steering wheel of the vehicle 100, a torque assist in the steering wheel or similar notification.
    Alternatively in some embodiments, an external projection may be made when the energytransfer segment 120 is not within the lateral sway limits. Such external projection may bemade by e.g. laser, clever LED light or similar solution based on projection of visible light,which may be in particular advantageous in darkness or in poor visibility conditions. lnsome embodiments, an arrow or similar corresponding sign may be projected on the roadsurface in front of the vehicle 100 to inform the driver in which lateral direction the vehicle100 should move to maintain contact with the energy transfer segment 120. Also informa-tion about a position to keep when turning the vehicle 100 coupled to the vehicle speed tomaintain passenger comfort, in case the vehicle 100 comprises passengers. An escalationof warning could be done e.g. by changing colours and/ or intensity of the projected light,and/ or flashing the projected light. Alternatively the system may lit up lines on the track to indicate a recommended lateral position of the vehicle 100.
    Thanks to the disclosed solution, the driver is assisted in keeping the vehicle 100 within thelateral sway limits to maintain electrical connection with the energy transfer segment 120.Safety is increased since the driver could focus on the road ahead and the ambient traffic situation rather than looking up at the contact wires 121, 122. External projection in e.g. darkness and/ or in case of snow or poor markings on the road may help the driver to findthe |atera| position when the contact wires 121, 122 and/ or road markings are difficult to S66.
    Figure 1B illustrates the vehicle 100 presented in Figure 1A, as perceived from an over-head view. The vehicle 100 is driving in the driving direction 105. The vehicle 100 maycomprise the energy storage device 110, such as e.g. rechargeable batteries, in some em-bodiments. The energy storage device 110, if any, may be charged by conductive electricaltransmission from the overhead energy transfer segment 120 via the roof mounted panto-graph 130.
    The energy transfer segment 120 is situated above a road or route of the vehicle 100 andmay comprise one or two contact wires; e.g. one contact wire 121 with positive pole andone contact wire 122 with negative pole, extending in parallel with each other and with the road along at least a segment of the route of the vehicle 100.
    The roof mounted pantograph 130 may comprise a first current collector 135-1, dedicatedto the contact wire 121 with positive pole and a second current collector 135-2, dedicatedto the contact wire 122 with negative pole in some embodiments. As may be noted fromthe illustration in Figure 1B, the current collectors 135-1, 135-2 may have a certain |atera| extension substantially perpendicular to the contact wires 121, 122.
    Thereby, the driver is given a certain freedom to deviate laterally from having the currentcollectors 135-1, 135-2 centred vertically under the energy transfer segment 120. Thereby,|atera| sway limits 140, 150 are created; i.e. a left |atera| sway limit 140 on the left side ofthe roof mounted pantograph 130 and a right |atera| sway limit 150 on the right side of theroof mounted pantograph 130, in the driving direction 105 of the vehicle 100. As long asthe vehicle 100 is positioned with the energy transfer segment 120 i.e. the contact wires121, 122 within the |atera| sway limits 140, 150, electricity may be received by the current collectors 135-1, 135-2 from the respective associated contact wire 121, 122.
    When the energy transfer segment 120 and/ or any of the contact wires 121, 122 no longeris within the |atera| sway limits 140, 150, an indication informing the driver thereof may bedisplayed in some embodiments. ln some embodiments, the vehicle 100 may be positionedlaterally such that the energy transfer segment 120 above the vehicle 100 is within the lat- eral sway limits 140, 150. ln yet some embodiments, the roof mounted pantograph 130 may be laterally displaced in relation to the vehicle 100, for enclosing the energy transfer segment 120 above the vehicle 100 by the lateral sway limits 140, 150.
    Figure 2 illustrates an overview example of a scenario wherein an embodiment of the pre- viously presented vehicle 100 is driven along a road in the driving direction 105.
    The road may have one consistent energy transfer segment 120 from the starting point tothe final destination of the vehicle 100 in some embodiments. ln other embodiments, theroad may be provided with one or more distinct energy transfer segments 120, and thevehicle 100 may be driven either by stored electricity in the energy storage device 110 inthe vehicle 100, or alternatively driven by an internal combustion engine in the vehicle 100,e.g. when the vehicle 100 is a PHEV, PHV or similar hybrid vehicle 100. ln some embodiments, electricity may be at least partly generated and provided to the en-ergy transfer segment 120 by solar panels arranged at the road side for the multiple func-tion of generating electricity, functioning as noise damping elements and/ or wildlife fenc-ing. Such solar panels may be opaque (for sparing the surroundings from the view of the traffic) or transparent (for enhancing the driver's visual experience of the journey).
    Figure 3A illustrates an example of how the previous scenario in Figure 2 may be per- ceived by the driver of the vehicle 100.
    The vehicle 100 comprises a control unit 300 for positioning the vehicle 100 laterally in re- lation to the energy transfer segment 120 above the vehicle 100.
    The vehicle 100 also comprises a sensor 310, such as e.g. a front camera directed up-wards, arranged for detecting the energy transfer segment 120, i.e. the contact wires 121,122.
    Besides comprising a camera, the sensor 310 in some embodiments may comprise e.g. astereo camera, a film camera, or similar device based on radar, infra-red light or micro waves for detecting the energy transfer segment 120.
    The sensor 310 thus may detect the energy transfer segment 120 and a lateral position ofthe energy transfer segment 120 in relation to the lateral sway limits 140, 150 may be de- termined by the control unit 300, based on the detection made by the sensor 310. 11 Further, in the illustrated embodiment, information is displayed to the driver on a display320, indicating that the energy transfer segment 120 is not within the |atera| sway limits140, 150, and that the vehicle 100 has to be moved 5 cm to the left in this arbitrary exam-ple, for the current collectors 135-1, 135-2 to connect to the respective contact wire 121,122.
    Figure 3B illustrates another example of how the previous scenario in Figure 2 may beperceived by the driver of the vehicle 100 according to another embodiment, alternative to the embodiment illustrated in Figure 3A.
    The vehicle 100 comprises the control unit 300 for positioning the vehicle 100 laterally inrelation to the energy transfer segment 120 above the vehicle 100, and possibly also thedisplay 320. However, instead of detecting and determining the position of the energy transfer segment 120 by any sensor, the vehicle comprises a positioning device 340.
    The positioning device 340 may be based on a satellite navigation system such as theNavigation Signal Timing and Ranging (Navstar) Global Positioning System (GPS), Differ-ential GPS (DGPS), Galileo, GLONASS, or the like.
    The geographical position of the positioning device 340, (and thereby also of the vehicle100 and/ or the pantograph 130) may be done continuously with a certain predetermined or configurable time intervals according to various embodiments.
    Positioning by satellite navigation is based on distance measurement using triangulationfrom a number of satellites 350-1, 350-2, 350-3, 350-4. The satellites 350-1, 350-2, 350-3,350-4 continuously transmit information about time and date (for example, in coded form),identity (which satellite 350-1, 350-2, 350-3, 350-4 which broadcasts), status, and wherethe satellite 350-1, 350-2, 350-3, 350-4 are situated at any given time. GPS satellites 350-1, 350-2, 350-3, 350-4 sends information encoded with different codes, for example, butnot necessarily based on Code Division Multiple Access (CDMA). This allows informationfrom an individual satellite 350-1, 350-2, 350-3, 350-4 distinguished from the others' infor-mation, based on a unique code for each respective satellite 350-1, 350-2, 350-3, 350-4.This information can then be transmitted to be received by the appropriately adapted posi- tioning device 340 comprised in the vehicle 100.
    Distance measurement can according to some embodiments comprise measuring the dif- ference in the time it takes for each respective satellite signal transmitted by the respective 12 satellites 350-1, 350-2, 350-3, 350-4, to reach the positioning device 340. As the radio sig-nals travel at the speed of light, the distance to the respective satellite 350-1, 350-2, 350-3, 350-4 may be computed by measuring the signal propagation time.
    The positions of the satellites 350-1, 350-2, 350-3, 350-4 are known, as they continuouslyare monitored by approximately 15-30 ground stations located mainly along and near theearth's equator. Thereby the geographical position, i.e. latitude and longitude, of the mobiledevice 120 may be calculated by determining the distance to at least three satellites 350-1,350-2, 350-3, 350-4 through triangulation. For determination of altitude, signals from foursatellites 350-1, 350-2, 350-3, 350-4 may be used according to some embodiments.
    Having determined the geographical position of the positioning device 340 (and therebyalso of the vehicle 100 and/ or the pantograph 130), it may be presented on a map, wherethe position of the vehicle 100 may be marked, as well as the positions of the energy trans-fer segment 120. ln some embodiments, also a message, sign or other indication displayedon the display 320 may inform the driver in which direction and how much, to laterally movethe vehicle 100.
    Figure 3C illustrates yet another example of how the previous scenario in Figure 2 may beperceived by the driver of the vehicle 100 according to another embodiment, alternative to the embodiments illustrated in Figure 3A and Figure 3B respectively.
    The vehicle 100 comprises the control unit 300 for positioning the vehicle 100 laterally inrelation to the energy transfer segment 120 above the vehicle 100. However, instead ofdetecting and determining the position of the energy transfer segment 120 by any on-boardsensor or by GPS positioning, the vehicle 100 comprises a receiver 370. The receiver 370is configured to receive wireless signals from transmitters 360-1, 360-2, 360-3, which areexternal to the vehicle 100 and associated with the energy transfer segment 120, i.e. situ-ated at predetermined (and thereby known) positions in relation to the energy transfer segment 120.
    By receiving such wireless signals from e.g. three transmitters 360-1, 360-2, 360-3, direc-tion and/ or distance to the respective transmitter 360-1, 360-2, 360-3 may be determinedand the lateral position of the energy transfer segment 120 in relation to the lateral sway limits 140, 150 may be determined by triangulation of the received wireless signals. 13 Any arbitrary radio signal and wavelength may be used for this purpose in different em-bodiments. However, as commonly known, the size of the receiver antenna at the receiver370 is a function of the wavelength of the signal. Thus very long wavelengths (i.e. low fre- quencies) require very large antennas, which may become unfeasible.
    Figure 3D again illustrates yet another example of how the previous scenario in Figure 2may be perceived by the driver of the vehicle 100 according to another embodiment, alter-native to the embodiments illustrated in Figure 3A, Figure 3B and/ or Figure 3C respec- tively.
    The vehicle 100 comprises the control unit 300 for positioning the vehicle 100 laterally inrelation to the energy transfer segment 120 above the vehicle 100. Further, the vehicle 100comprises the receiver 370. The receiver 370 is configured to receive wireless signals froma transmitter 390, external to the vehicle 100, which transmitter 390 in turn is in communi- cative connection with a camera 395, external to the vehicle 100.
    The camera 395 may be situated in association with the energy transfer segment 120,such as for example at a predetermined position and/ or distance in relation to the energytransfer segment 120, and directed towards the position of the vehicle 100, the pantograph130 and/ or the current collectors 135-1, 135-2. Information representing an image, or asequence of images may then be transmitted wirelessly via the transmitter 390 to be re- ceived by the receiver 370 in the vehicle 100.
    The wireless signal may be e.g. a Vehicle-to-Vehicle (V2V) signal, or any other wirelesssignal based on, or at least inspired by wireless communication technology such as Wi-Fi,Wireless Local Area Network (WLAN), Ultra Mobile Broadband (UMB), Bluetooth (BT), or infrared transmission to name but a few possible examples of wireless communications.
    The control unit 300, when receiving the information from the external camera 395, maydetermine the lateral position of the energy transfer segment 120 in relation to the lateralsway limits 140, 150, based on information received from the vehicle external camera 395via wireless signals, and knowledge of the position of the external camera 395 in relation to the energy transfer segment 120.
    Figure 4 illustrates an example of a method 400 according to an embodiment. The flow chart in Figure 4 shows the method 400 for use in a vehicle 100, for positioning a vehicle 14 100 with a roof mounted pantograph 130 laterally in relation to an energy transfer segment120 above the vehicle 100.
    The energy transfer segment 120 may in some embodiments comprise a first contact wire121 with positive pole and a therewith parallel second contact wire 122 with negative pole.ln other embodiments, energy transfer segment 120 may comprise a first contact wirewhile the second contact wire is situated under the vehicle 100, or possibly at the side ofthe vehicle 100.
    The roof mounted pantograph 130 may comprise, or be attached to a first current collector135-1, dedicated for contact with the contact wire 121 with positive pole and a second cur-rent collector 135-2, dedicated for contact with the contact wire 122 with negative pole in some embodiments.
    The vehicle 100 may be any arbitrary kind of means for conveyance, such as a truck, abus, a car, a motorcycle or similar. However, in some particular embodiments, the vehicle100 may be a vehicle comprising passengers, such as a bus, an ambulance, an Armoured Personnel Carrier (APC) (or other military vehicle), a fire truck etc. ln order to correctly be able to position the vehicle 100, the method 400 may comprise anumber of steps 401 -406. However, some of these steps 401-406 may be performed solelyin some alternative embodiments, like e.g. step 405 or 406. Further, the described steps401-406 may be performed in a somewhat different chronological order than the numberingsuggests. Step 402 may be performed before step 401 for example in some embodiments.
    The method 400 may comprise the subsequent steps: Step 401 comprises detecting the energy transfer segment 120, i.e. the first contact wire121 with positive pole and the therewith parallel second contact wire 122 with negative pole, according to some embodiments. ln some embodiments, the energy transfer segment 120 may be detected by using a vehi-cle mounted camera 310, a laser scanner, an ultrasonic sensor or similar detector on thevehicle 100.
    The vehicle mounted camera 310 may be directed upwards and/ or forwards in some em- bodiments, in or order to predict the position of the energy transfer segment 120. ln some further embodiments, the geographical position of the vehicle 100, and therebyalso of the roof mounted pantograph 130 and its defined lateral sway limits 140, 150 maybe determined by a positioning device 340. Further, the energy transfer segment 120 maybe detected by retrieval of the position of the energy transfer segment 120 from a map stored in a memory 525.
    The energy transfer segment 120 may in some embodiments be detected by receiving aWireless signal by a receiver 370 in the vehicle 100, which signal carry information con-cerning the geographical position of the energy transfer segment 120. The wireless signalmay be transmitted by a transmitter 360-1, 360-2, 360-3 associated with the energy trans-fer segment 120, i.e. wherein the respective transmitter 360-1, 360-2, 360-3 is positionedat a predetermined position or relation to the energy transfer segment 120, in some em- bodiments. ln some embodiments, a vehicle external camera 395 may be situated in association withthe energy transfer segment 120, i.e. wherein the vehicle external camera 395 is posi-tioned at a predetermined position or relation to the energy transfer segment 120. Bytransmitting wireless signals via a transmitter 390, and receiving the transmitted wirelesssignals by a receiver 370 in the vehicle 100, the energy transfer segment 120 may be de- tected.
    The mentioned wireless signals may be based on, or at least inspired by wireless commu-nication technology such as Wi-Fi, Wireless Local Area Network (WLAN), Ultra MobileBroadband (UMB), Bluetooth (BT), or infrared transmission to name but a few possible examples of wireless communications.
    Step 402 comprises defining a left lateral sway limit 140 on the left side of the roofmounted pantograph 130 and a right lateral sway limit 150 on the right side of the roof mounted pantograph 130, in the driving direction 105 of the vehicle 100.
    The lateral sway limits 140, 150 are the limits in the lateral direction, where the current col-lectors 135-1, 135-2 discontinue contact with the respective contact wire 121, 122, on theleft/ right side respectively, in the driving direction 105 of the vehicle 100, in some embodi- ments.
    Step 403 comprises determining lateral position of the energy transfer segment 120 in rela-tion to the defined 402 lateral sway limits 140, 150. 16 ln some embodiments, the lateral position of the energy transfer segment 120 in relation tothe defined 402 lateral sway limits 140, 150 may be determined based on information from the vehicle mounted camera 310, or other similar detector on the vehicle 100. ln some further embodiments, the lateral position of the energy transfer segment 120 inrelation to the defined 402 lateral sway limits 140, 150 may be determined based on thegeographical position of the vehicle 100 and thereby also of the roof mounted pantograph130 and its defined lateral sway limits 140, 150, as determined by the positioning device340, and also based on retrieval of the position of the energy transfer segment 120 from a map stored in a memory 525. ln some embodiments, the lateral position of the energy transfer segment 120 in relation tothe defined 402 lateral sway limits 140, 150 may be determined based on receiving thewireless signal by the receiver 370 in the vehicle 100, which signal may carry informationconcerning the geographical position of the energy transfer segment 120. The respectivetransmitter 360-1, 360-2, 360-3 may have been positioned at predetermined positions orrelation to the energy transfer segment 120, in some embodiments; and the lateral positionof the energy transfer segment 120 may be determined by triangulation of the received wireless signals from the respective transmitters 360-1, 360-2, 360-3. ln some embodiments, the lateral position of the energy transfer segment 120 in relation tothe defined 402 lateral sway limits 140, 150 may be determined based on information re- ceived from the vehicle external camera 395 via wireless signals.
    Step 404 comprises indicating to the driver of the vehicle 100 when the determined 403lateral position of the energy transfer segment 120 is not within said lateral sway limits 140,150.
    The indication given to the driver may e.g. comprise a direction, indicating which lateralsway limit 140, 150 has been exceeded by the energy transfer segment 120, and/ or anarrow or similar, indicating in which direction (left/ right) the driver is to turn the vehicle 100in order to again get contact between the current collectors 135-1, 135-2 and the contactwires 121, 122. ln some embodiments, the lateral sway limits 140, 150 may be displayed, or a line for the driver to follow may be projected. 17 The direction indicated to the driver of the vehicle 100 may be displayed or indicated at anyof e.g.: a display 320 visible to the driver, a head-up display, a pair of glasses, a pair ofcontact lenses, a transparent display configured for augmented reality integrated with thewindshield of the vehicle 100, a visible projection on the road ahead of the vehicle 100 byLight-Emitting Diode, LED, head lights, projector 380 or laser, an audio signal and/ or a haptic signal.
    By indicating such driving guidance to the driver in any of the described manners, thedriver can be informed about the location of the energy transfer segment 120 without hav-ing to turn or move the head away and look for the information, but may focus on the for- ward traffic situation. Thereby, traffic safety is enhanced.
    However, in some embodiments, no indication may be displayed to the driver of the vehicle100 when the determined 403 lateral position of the energy transfer segment 120 is notwithin said lateral sway limits 140, 150, when the vehicle 100 is turning in a curve. ln otherembodiments, no indication may be displayed when the vehicle 100 is turning and flashing,as it may indicate that the driver intentionally leaves the road associated with the energytransfer segment 120 and will continue driving using stored battery power, or alternatively switch to the back-up internal combustion engine, if any.
    Thereby, the driver is enabled to cut a curve and temporarily deviate from the energy trans-fer segment 120 without triggering any indications and/ or lateral positioning adjustments.Thereby a better comfort is provided, e.g. to passengers in a buss, which thereby aresaved from being squeezed against the window in the vehicle due to centrifugal force. Thedriver is spared from being exposed to numerous warnings and/ or indications that maydistract him/ her unnecessarily. This embodiment may be advantageous when the vehicle100 comprises a battery and is able to deviate from the energy transfer segment 120 at least temporarily.
    Step 405 may be performed only in some alternative embodiments, for example in casethere is no driver present at the vehicle 100, or when the driver does not react on the indi-cation displayed 404 to the driver. The optional step 405 thus may comprise positioning thevehicle 100 laterally such that the energy transfer segment 120 above the vehicle 100 is within the defined 402 lateral sway limits 140, 150, autonomously. ln some embodiments, a control signal may be generated by the control unit 300, for turn- ing the steering wheel of the vehicle 100 for bringing the current collectors 135-1, 135-2 in 18 contact with the respective contact wire 121, 122, on the left/ right side respectively, in thedriving direction 105 of the vehicle 100. Thereby, the energy transfer segment 120 above the vehicle 100 becomes within the defined 402 lateral sway limits 140, 150. lt could thereby be avoided that the vehicle 100 lose contact with the energy transfer seg-ment 120, also when the vehicle 100 is autonomous. ln a vehicle 100 having a driver, the driver is able to focus on other issues such as the traffic situation etc.
    Step 406 may be performed only in some alternative embodiments, for example in casethere is no driver present at the vehicle 100, or When the driver does not react on the indi-cation displayed 404 to the driver. The optional step 405 thus may comprise displacing theroof mounted pantograph 130 laterally in relation to the vehicle 100 for enclosing the en-ergy transfer segment 120 above the vehicle 100 by the defined 402 lateral sway limits140, 150.
    Thus, the roof of the vehicle 100 may comprise a rail or similar arrangement, orthogonal tothe driving direction 105 of the vehicle 100, on which the pantograph 130 is arranged forbeing displaced laterally by e.g. pneumatic means, by an electric motor or similar. A controlsignal may be generated by the control unit 300, for moving the pantograph 130 laterally onthe rail or similar arrangement, to the left/ right side respectively, the required distance inorder to bring the current collectors 135-1, 135-2 in contact with the respective contact wire121, 122, in the driving direction 105 of the vehicle 100. Thereby, the energy transfer seg-ment 120 above the vehicle 100 becomes Within the defined 402 lateral sway limits 140,150. lt is thereby possible to extend the lateral limits 140, 150 one at the time, e.g. in a curve, or in order to avoid an obstacle on the road, for example pass an immobile vehicle.
    Figure 5 illustrates an embodiment of a system 500 for assisting a vehicle 100 with a roofmounted pantograph 130 to positioning the vehicle 100 laterally in relation to an energytransfer segment 120 above the vehicle 100. The system 500 comprises an infrastructurefor providing electricity to the vehicle 100, comprising the energy transfer segment 120arranged above the road so that vehicles may pass under it. The energy transfer segment120, which may comprise a first contact wire 121 with positive pole and a therewith parallelsecond contact Wire 122 with negative pole in some embodiments. The energy transfersegment 120 is electrically supported by electricity from an electricity network. The energy transfer segment 120 may be supported and upheld by poles at the roadside, or similar 19 arrangement. The system also comprises the vehicle 100 With the roof mounted panto-graph 130. The roof mounted pantograph 130 in turn comprises, or is attached to a firstcurrent collector 135-1, dedicated for contact with the contact wire 121 with positive poleand a second current collector 135-2, dedicated for contact with the contact wire 122 with negative pole, in some embodiments.
    The system 500 also comprises a control unit 300 in the vehicle 100. The control unit 300is configured for positioning a vehicle 100 with a roof mounted pantograph 130 laterally inrelation to an energy transfer segment 120 above the vehicle 100, Which may comprise afirst contact wire 121 with positive pole and a therewith parallel second contact wire 122with negative pole in some embodiments. The control unit 300 may perform at least someof the previously described steps 401-406 according to the method 400 described above and illustrated in Figure 4.
    The control unit 300 is configured for detecting the energy transfer segment 120. Further,the control unit 300 is also configured for defining a left lateral sway limit 140 on the leftside of the roof mounted pantograph 130 and a right lateral sway limit 150 on the right sideof the roof mounted pantograph 130, in the driving direction 105 of the vehicle 100. Further,the control unit 300 in addition is configured for determining lateral position of the energytransfer segment 120 in relation to the defined lateral sway limits 140, 150. The control unit300 is also configured for indicating to the driver of the vehicle 100 when the determinedlateral position of the energy transfer segment 120 is not within said lateral sway limits 140,150. ln some embodiments, the control unit 300 may furthermore be optionally configured forgenerating control signals for performing the recommended action autonomously, e.g. incase the vehicle 100 does not have any driver, or in case the driver does not follow therecommended action. Such recommended action may comprise positioning the vehicle 100laterally such that the energy transfer segment 120 above the vehicle 100 is within the de-fined lateral sway limits 140, 150. Such recommended action may further comprise displac-ing the roof mounted pantograph 130 laterally in relation to the vehicle 100 such that theenergy transfer segment 120 above the vehicle 100 again is within the defined 402 lateralswaylimits140, 150.
    The control unit 300 may comprise a processor 520 configured for performing at leastsome of the previously described steps 401-406 according to the method 400, in some embodiments.
    Such processor 520 may comprise one or more instances of a processing circuit, i.e. aCentral Processing Unit (CPU), a processing unit, a processing circuit, a processor, anApplication Specific Integrated Circuit (ASIC), a microprocessor, or other processing |ogicthat may interpret and execute instructions. The herein utilised expression ”processor” maythus represent a processing circuitry comprising a p|ura|ity of processing circuits, such as, e.g., any, some or all of the ones enumerated above.
    The control unit 300 may further comprise a receiving circuit 510 configured for receiving asignal from a sensor 310, a positioning device 340 and/ or a receiver 370 in the vehicle100, for detecting the energy transfer segment 120, i.e. indicating presence of the one or more contact wires 121, 122 in different embodiments.
    Furthermore, the control unit 300 may comprise a memory 525 in some embodiments. Theoptional memory 525 may comprise a physical device utilised to store data or programs,i.e., sequences of instructions, on a temporary or permanent basis. According to some em-bodiments, the memory 525 may comprise integrated circuits comprising silicon-basedtransistors. The memory 525 may comprise e.g. a memory card, a flash memory, a USBmemory, a hard disc, or another similar volatile or non-volatile storage unit for storing datasuch as e.g. ROM (Read-Only Memory), PROM (Programmable Read-Only Memory),EPROM (Erasable PROM), EEPROM (Electrically Erasable PROM), etc. in different em- bodiments.
    Further, the control unit 300 may comprise a signal transmitter 530. The signal transmitter530 may be configured for transmitting a control signal to be received by a display device 320; or by a steering wheel in some embodiments.
    The previously described steps 401-406 to be performed in the control unit 300 may beimplemented through the one or more processors 520 within the control unit 300, togetherwith computer program product for performing at least some of the functions of the steps401-406. Thus a computer program product, comprising instructions for performing thesteps 401-406 in the control unit 300 may perform the method 400 comprising at leastsome of the steps 401-406 for positioning the vehicle 100 with the roof mounted panto-graph 130 laterally in relation to the energy transfer segment 120 above the vehicle 100,when the computer program is loaded into the one or more processors 520 of the controlunit 300. 21 Further, some embodiments may comprise a vehicle 100, comprising the control unit 300,configured for positioning the vehicle 100 laterally in relation to the energy transfer seg- ment 120 above the vehicle 100, according to at least some of the steps 401-406.
    The computer program product mentioned above may be provided for instance in the formof a data carrier carrying computer program code for performing at least some of the step401-406 according to some embodiments when being loaded into the one or more proces-sors 520 of the control unit 300. The data carrier may be, e.g., a hard disk, a CD ROM disc,a memory stick, an optical storage device, a magnetic storage device or any other appro-priate medium such as a disk or tape that may hold machine readable data in a non-transitory manner. The computer program product may furthermore be provided as com-puter program code on a server and downloaded to the control unit 300 remotely, e.g., over an lnternet or an intranet connection.
    The terminology used in the description of the embodiments as illustrated in the accompa-nying drawings is not intended to be limiting of the described method 400; the control unit300; the computer program and/ or the vehicle 100. Various changes, substitutions and/ oralterations may be made, without departing from invention embodiments as defined by the appended claims.
    As used herein, the term "and/ or" comprises any and all combinations of one or more ofthe associated listed items. The term ”or” as used herein, is to be interpreted as a mathe-matical OR, i.e., as an inclusive disjunction; not as a mathematical exclusive OR (XOR),unless expressly stated otherwise. ln addition, the singular forms "a", "an" and "the" are tobe interpreted as “at least one", thus also possibly comprising a plurality of entities of thesame kind, unless expressly stated otherwise. lt will be further understood that the terms"includes", "comprises", "including" and/ or "comprising", specifies the presence of statedfeatures, actions, integers, steps, operations, elements, and/ or components, but do notpreclude the presence or addition of one or more other features, actions, integers, steps,operations, elements, components, and/ or groups thereof. A single unit such as e.g. aprocessor may fulfil the functions of several items recited in the claims. The mere fact thatcertain measures are recited in mutually different dependent claims does not indicate that acombination of these measures cannot be used to advantage. A computer program may bestored/ distributed on a suitable medium, such as an optical storage medium or a solid-state medium supplied together with or as part of other hardware, but may also be distrib- uted in other forms such as via lnternet or other Wired or wireless communication system.
    权利要求:
    Claims (13)
    [1] 1. A method (400) for positioning a vehicle (100) With a roof mounted pantograph(130) laterally in relation to an energy transfer segment (120) above the vehicle (100),which method (400) comprises: detecting (401) the energy transfer segment (120); defining (402) a left lateral sway limit (140) on the left side of the roof mountedpantograph (130) and a right lateral sway limit (150) on the right side of the roof mountedpantograph (130), in the driving direction (105) of the vehicle (100); determining (403) lateral position of the energy transfer segment (120) in relationto the defined (402) lateral sway limits (140, 150); and indicating (404) to the driver of the vehicle (100) when the determined (403) lateralposition of the energy transfer segment (120) is not within said lateral sway limits (140,150).
    [2] 2. The method (400) according to claim 1, further comprising:positioning (405) the vehicle (100) laterally such that the energy transfer segment(120) above the vehicle (100) is within the defined (402) lateral sway limits (140, 150).
    [3] 3. The method (400) according to any of claims 1 or 2, wherein the energy transfersegment (120) is detected (401) by using a vehicle mounted camera (310), a laser scan- ner, an ultrasonic sensor or similar detector on the vehicle (100).
    [4] 4. The method (400) according to any of claims 1-3, further comprising determiningthe geographical position of the vehicle (100), and thereby also of the roof mounted panto-graph (130) and its defined (402) lateral sway limits (140, 150), by a positioning device(340), and wherein the energy transfer segment (120) is detected (401) by retrieval of the position of the energy transfer segment (120) from a map stored in a memory (525).
    [5] 5. The method (400) according to any of claims 1-4, wherein the energy transfersegment (120) are indicated by a transmitter (360-1, 360-2, 360-3) associated with the en-ergy transfer segment (120), and detected (401) by a receiver (370) in the vehicle (100),which also determine (403) lateral position of the energy transfer segment (120) in relationto the defined (402) lateral sway limits (140, 150) by triangulation of received wireless sig- nals.
    [6] 6. The method (400) according to any of claims 1-5, wherein a vehicle external cam- era (395) is situated in association with the energy transfer segment (120), which is trans- 23 mitting wireless signals to a receiver (370) in the vehicle (100), and Wherein the lateral po-sition of the energy transfer segment (120) in relation to the defined (402) lateral sway lim-its (140, 150) is determined (403) based on information received from the vehicle external camera (395) via wireless signals.
    [7] 7. The method (400) according to any of claims 1-6, Wherein the indication (404) tothe driver comprises a direction, indicating a lateral direction to turn the vehicle 100 in order to enclose the energy transfer segment 120 by the lateral sway limits 140, 150.
    [8] 8. The method (400) according to claim 7, Wherein the direction indicated (404) tothe driver of the vehicle (100) at any of: a display (320) visible to the driver, a head-up dis-play, a pair of glasses, a pair of contact lenses, a transparent display configured for aug-mented reality integrated with the windshield of the vehicle (100), a visible projection on theroad ahead of the vehicle (100) by Light-Emitting Diode, LED, head lights, projector (380) or laser, an audio signal, a haptic signal.
    [9] 9. The method (400) according to any of claims 1-8, Wherein no indication (404) isdisplayed to the driver of the vehicle (100) when the determined (403) lateral position of theenergy transfer segment (120) is not within said lateral sway limits (140, 150), when the vehicle (100) is turning in a curve.
    [10] 10. The method (400) according to any of claims 1-9, further comprising, in case theenergy transfer segment 120 above the vehicle 100 is not within the lateral sway limits(140, 150), displacing (406) the roof mounted pantograph (130) laterally in relation to the ve-hicle (100) such that the energy transfer segment (120) above the vehicle (100) again iswithin the defined (402) lateral sway limits (140, 150). 11. (130) laterally in relation to an energy transfer segment (120) above the vehicle (100),
    [11] 11. A control unit (300) for positioning a vehicle (100) with a roof mounted pantograph
    [12] 12. Wherein the control unit (300) is configured for: detecting the energy transfer segment (120); defining a left lateral sway limit (140) on the left side of the roof mounted panto-graph (130) and a right lateral sway limit (150) on the right side of the roof mounted panto-graph (130), in the driving direction (105) of the vehicle (100); determining lateral position of the energy transfer segment (120) in relation to the defined lateral sway limits (140, 150); and 24 indicating to the driver of the vehicle (100) when the determined lateral position of the energy transfer segment (120) is not within said lateral sway limits (140, 150).12. A computer program comprising program code for performing a method (400) ac-5 cording to any of claims 1-10 When the computer program is executed in a control unit (300) according to claim 11.
    [13] 13. A vehicle (100) comprising a control unit (300) according to claim 11.
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    同族专利:
    公开号 | 公开日
    SE540470C2|2018-09-18|
    DE102016004610A1|2016-12-22|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102017215226B4|2017-08-31|2019-06-19|Siemens Mobility GmbH|Method for navigating a road-bound motor vehicle with a pantograph|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1550509A|SE540470C2|2015-04-28|2015-04-28|Method and control unit for positioning a vehicle|SE1550509A| SE540470C2|2015-04-28|2015-04-28|Method and control unit for positioning a vehicle|
    DE102016004610.4A| DE102016004610A1|2015-04-28|2016-04-15|Method and control unit for positioning a vehicle|
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