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    • 专利摘要:
    22 SUMMARY Method (500) and control unit (210) for controlling a group (110) of coordinated vehicles(100-1, 100-2, 100-3) in aformation, when a fire (120) is detected in one of the vehicles (100-1, 100-2, 100-3). The method (500) comprises receiving (501) a fire detection alert from oneof the vehicles (100-1, 100-2, 100-3); generating (503) a first braking command for any ve-hicle (100-1, 100-2, 100-3) behind the vehicle (100-1, 100-2, 100-3) from which the alert hasbeen received (501), in order to increase the distance (t2) to that vehicle (100-1, 100-2, 100-3) into a safety distance (ts); generating (505) a second braking command for the vehicle(100-1, 100-2, 100-3) from which the alert has been received (501), for increasing the dis-tance (t1) to the ahead vehicle (100-1, 100-2, 100-3) into a safety distance (ts); and transmit-ting (507) the generated (503) first braking command and the generated (505) second brak-ing command, to be received by the respective vehicles (100-1, 100-2, 100-3) in the group(110). (Pubi. Fig. 4)
    公开号:SE1650095A1
    申请号:SE1650095
    申请日:2016-01-27
    公开日:2017-07-28
    发明作者:Claesson André
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    METHOD AND CONTROL UNIT FOR A GROUP OF COORDINATED VEHICLES TECHNICAL FIELD This document discloses a control unit and a method in a control unit. More particularly, amethod and a control unit is provided, for controlling a group of coordinated vehicles in aformation when a fire is detected in one of the vehicles.
    BACKGROUND An emerging technology is to drive vehicles such as e.g. busses, in groups of coordinatedvehicles, or vehicle trains. This technology is sometimes referred to as Bus Rapid Transit(BRT). BRT is a bus-based mass transit system, which may be regarded upon as a "surfacesubway", which aims at combining the capacity and speed of a subway with the flexibility,lower cost and simplicity of a bus system. ln some BRT concepts, a ring line in a city centre may have a group of coordinated vehiclesrunning on the same traffic line in order to increase the transportation capacity, e.g. under rush hours. ln some other concepts, the groups of coordinated vehicles may be starting individually fromdifferent suburbans, join in a common vehicle train when arriving at the city centre and thendrive jointly similar to tram wagons through the city centre, thereby providing high transpor-tation capacity within the city centre. The group of coordinated vehicles may then split upand continue to different end destinations.
    When the vehicles are coordinated and are driving jointly in a vehicle train, communicationmay be made between the vehicles e.g. by vehicle-to-vehicle (V2V) communication.Thereby, information may be sent from the first vehicle to the other following vehicles e.g.when the first vehicle brakes. Also other driving commands such as acceleration or turningmay be transmitted from the first vehicle to the other vehicles in the group. Thereby, thedriver of the first vehicle in the coordinated group may effectually drive all of the vehicles inthe coordinated group of vehicles, making the other drivers redundant, much like how a tramdriver is able to drive a tram train comprising several wagons. This makes it possible totransport an increased amount of passengers per required driver. Alternatively, the driversof the follower vehicles in the coordinated group may take a rest from the driving and forexample control ticket validity of the passengers etc.
    However, when several vehicles are coordinated in a group in this manner, the distancebetween each individual vehicle in the group is short or even very short in order to keep thegroup together over road crossings, traffic lights, roundabouts, stops and other traffic regu-lating structures; and for avoiding that other vehicles, not belonging to the group, interveneand place themselves between two vehicles of the group.
    The short distances between the vehicles may however present a problem or danger in casea fire emerge in one of the vehicles, as the fire easily may spread to other vehicles in the group.
    Document US 2013/0041576 A1 discloses a method in a vehicle convoy of vehicles followingeach other closely for achieving fuel savings benefits. ln case a system malfunction such ascomponent failures, mechanical damage etc., occurs in one of the vehicles, a braking ismade by the vehicle in order to increase the distance to the ahead vehicle, until full stop.
    However, the document does not discuss the particular problems and dangers that are as-sociated with fire on-board a vehicle; or how to avoid fire spreading to the vehicle situatedbehind the vehicle on fire. Further, the document only relates to conventional platooning withtrucks and thus does not discuss the particular problems associated with having passengerson-board in the burning vehicle and how their rescue may be orchestrated; and/ or problemsassociated with not having a driver present in the vehicle.
    Document WO 2009/043643 A1 discloses a control method for controlling a convoy of vehi-cles by way of satellite positioning. The document further describes an emergency strategythat may be activated when an anomaly is detected on one of the vehicles, which comprisesbraking/ slowing down the vehicle in question, activating acoustic/ visual warnings and in-creasing the distance to the preceding vehicle.
    However, the document does not discuss the particular problems and dangers that are as-sociated with fire on-board a vehicle; or how to avoid fire spreading to the vehicle situatedbehind the vehicle on fire. Further, the document only relates to platooning with trucks andthus does not discuss the particular problems associated with having passengers on-boardin the burning vehicle and how their rescue may be orchestrated; and/ or problems associ-ated with not having a driver present in the vehicle.
    Document WO 2014/046602 A1 discloses a method for adaptation of vehicle convoy control.The document concerns measuring and determining stress level of the driver of the first vehicle, and sending a stress alarm to other drivers in vehicles of the platoon when the firstdriver stress exceeds a threshold value.
    However, the document does not discuss the particular problems and dangers that are as-sociated with fire on-board a vehicle; or how to avoid fire spreading to the vehicle situatedbehind the vehicle on fire. Further, the document only relates to platooning with trucks andthus does not discuss the particular problems associated with having passengers on-boardin the burning vehicle and how their rescue may be orchestrated; and/ or problems associ-ated with not having a driver present in the vehicle.
    To summarise, all the above mentioned previously known solutions are directed towardsclassical vehicle platoons. None of them discuss the particular problem of how to reduce theconsequences when a fire has emerged on one of the vehicles in the platoon. Further, asthe previously known solutions are directed towards platoons of trucks, driving close in highspeed on highways for saving fuel by reducing air drag, they are not applicable for vehiclegroups dedicated for public transport in low speed in urban environment. A vehicle with pas-sengers, unlike trucks, has to stop and/ or accelerate with great care for avoiding accidentsand discomfort of the passengers. There may for example be standing passengers in thevehicle, or children and/ or disabled passengers, why sudden braking may be very inappro-priate or even dangerous. ln case a bus with a fire on-board makes a sudden brake, pas-sengers may fall and lose consciousness, or become so badly injured that they cannot evac-uate the vehicle without help. A passenger losing his/ her glasses in a sudden brake maynot be able to find the exit door of the vehicle, in particular as the passenger compartmentmay be filled with smoke in case of an on-board fire.
    Furthermore, in a conventional vehicle platoon, all vehicles always have a driver present ineach vehicle. ln the described group of coordinated vehicles, there may not be any driver atall in at least some of the vehicles in the group of coordinated vehicles. Thus it is importantto establish stable and trustworthy routines for handling detection of fire on a vehicle, andemergency routines in connection therewith, not requiring a driver/ personal present at the vehicle. lt appears that further development is required for reaching practical implementation of ve-hicle groups.
    SUMMARY lt is therefore an object of this invention to solve at least some of the above problems andimprove safety when driving in a group of coordinated vehicles.
    According to a first aspect of the invention, this objective is achieved by a method in a controlunit. The method aims at controlling a group of coordinated vehicles in a formation, movingin a direction, when a fire is detected in one of the vehicles. The method comprises receivinga fire detection alert from one of the vehicles in the group. Further the method also comprisesgenerating a first braking command for any vehicle in the group behind the vehicle fromwhich the fire detection alert has been received, in order to increase the distance to thatvehicle into a safety distance. The method additionally comprises generating a second brak-ing command for the vehicle from which the fire detection alert has been received, in orderto increase the distance to the ahead vehicle in the group into a safety distance. Also, themethod further comprises transmitting the generated first braking command and the gener-ated second braking command, to be received by the respective vehicles in the group.
    According to a second aspect of the invention, this objective is achieved by a control unit ina vehicle. The control unit aims at controlling a group of coordinated vehicles in a formation,moving in a direction, when a fire is detected in one of the vehicles. The control unit is con-figured for receiving a fire detection alert from one of the vehicles in the group. Further thecontrol unit is configured for generating a first braking command for the vehicle in the groupbehind the vehicle from which the fire detection alert has been received, in order to increasethe distance to that vehicle into at least a safety distance. The control unit is also configuredfor generating a second braking command for the vehicle from which the fire detection alerthas been received, in order to increase the distance to the ahead vehicle in the group into atleast the safety distance. The control unit is furthermore configured for transmitting the gen-erated first braking command and the generated second braking command, to be receivedby the respective vehicles in the group.
    Thanks to the described aspects, by prolonging the distances between the vehicle on fire inthe group of coordinated vehicles, the risk of fire spreading between the vehicles is reduced.By firstly prolonging the distance to the vehicle behind the vehicle on fire and thereafter pro-longing the distance to the ahead vehicle, the vehicle on fire may be stopped at the shortestpossible time, making it possible to evacuate the passengers and extinguish the fire at theshortest possible time. Further, by prolonging the distances between the discussed vehiclesin the group before the vehicles stop, complicated re-positioning of the other vehicles in thegroup is avoided.
    Other advantages and additional novel features will become apparent from the subsequentdetailed description.
    FIGURES Embodiments of the invention will now be described in further detail with reference to theaccompanying figures, in which: Figure 1A illustrates an embodiment of a group of coordinated vehicles; Figure 1B illustrates an embodiment of a group of coordinated vehicles, wherein a firehas been detected; Figure 1C illustrates an embodiment of a group of coordinated vehicles, wherein a firehas been detected and a first method step has been performed; Figure 1D illustrates an embodiment of a group of coordinated vehicles, wherein a firehas been detected and a second method step has been performed; Figure 2A illustrates a vehicle interior according to an embodiment; Figure 2B illustrates a vehicle interior and a vehicle external structure according to anembodiment; Figure 3 illustrates an embodiment of a group of coordinated vehicles, wherein a firehas been detected; Figure 4 illustrates an embodiment of a group of coordinated vehicles, wherein a firehas been detected; Figure 5 is a flow chart illustrating an embodiment of the method; Figure 6 is an illustration depicting a system according to an embodiment.
    DETAILED DESCRIPTION Embodiments of the invention described herein are defined as a control unit and a methodin a control unit, which may be put into practice in the embodiments described below. Theseembodiments may, however, be exemplified and realised in many different forms and arenot to be limited to the examples set forth herein; rather, these illustrative examples of em-bodiments are provided so that this disclosure will be thorough and complete.
    Still other objects and features may become apparent from the following detailed description,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 a definition of the limits of the herein disclosed embodiments, for which reference is to be made to theappended claims. Further, the drawings are not necessarily drawn to scale and, unless oth-en/vise indicated, they are merely intended to conceptually illustrate the structures and pro-cedures described herein.
    Figure 1A illustrates a scenario wherein a number of vehicles 100-1, 100-2, 100-3, drivingin a driving direction 105, with inter-vehicuiar distances ti, tg. The vehicles 100-1, 100-2, 100-3 are coordinated and organised in a group 110.
    The vehicle group 110 may be described as a chain of coordinated, inter-communicatingvehicles 100-1, 100-2, 100-3 travelling at given inter-vehicuiar distances ti, t2 and velocity.
    The inter-vehicuiar distances ti, t2 may be fixed or variable in different embodiments. Thusthe distances ti, t2 may be e.g. some centimetres, some decimetres, some meters or sometenths of meters in some embodiments. Alternatively, each vehicle 100-1, 100-2, 100-3 inthe group 110 may have a different distance ti, t2 to the vehicle following, or leading, vehicle100-1, 100-2, 100-3, than all other vehicles 100-1, 100-2, 100-3 in the coordinated group110.
    The vehicles 100-1, 100-2, 100-3 may comprise e.g. a multi-passenger vehicle such as abus, a coach or any similar vehicle or other means of conveyance such as a truck or a caretc. ln some embodiments, the vehicles 100-1, 100-2, 100-3 may be running on rails, andhave a train/ Wagon relationship when organised in the group 110, like a tram, subway orother similar means for public transport.
    The vehicles 100-1, 100-2, 100-3 in the group 110 may comprise vehicles of the same, ordifferent types in different embodiments.
    The vehicles 100-1, 100-2, 100-3 may be driver controlled or driverless autonomously con-trolled vehicles in different embodiments. However, for enhanced clarity, the vehicles 100-1,100-2, 100-3 are subsequently described as having a driver, at least in the leading vehicle100-1.
    The vehicles 100-1, 100-2, 100-3 in the group 110 may be coordinated via wireless signal.Such wireless signal may comprise, or at least be inspired by wireless communication tech-nology such as Wi-Fi, Wireless Local Area Network (WLAN), Ultra Mobile Broadband (Ul/IB),Bluetooth (BT), Near Field Communication (NFC), Radio-Frequency Identification (RFID), optical communication such as Infrared Data Association (lrDA) or infrared transmission to name but a few possible examples of wireless communications in some embodiments. ln some embodiments, the communication between vehicles 100-1, 100-2, 100-3 in thegroup 110 may be performed via vehicle-to-vehicle (V2V) communication, e.g. based onDedicated Short-Range Communications (DSRC) devices. DSRC works in 5.9 GHz bandwith bandwidth of 75 MHz and approximate range of 1000 m in some embodiments.
    The wireless communication may be made according to any IEEE standard for wireless ve-hicular communication like e.g. a special mode of operation of IEEE 802.11 for vehicularnetworks called Wireless Access in Vehicular Environments (WAVE). IEEE 802.11p is anextension to 802.11 Wireless LAN medium access layer (MAC) and physical layer (PHY)specification.
    The communication may alternatively be made over a wireless interface comprising, or atleast being inspired by radio access technologies such as e.g. 3GPP LTE, LTE-Advanced,E-UTRAN, UMTS, GSM, GSM/ EDGE, WCDMA, Time Division Multiple Access (TDMA) net-works, Frequency Division Multiple Access (FDMA) networks, Orthogonal FDMA (OFDMA)networks, Single-Carrier FDMA (SC-FDMA) networks, Worldwide lnteroperability for Micro-wave Access (WiMax), or Ultra Mobile Broadband (UMB), High Speed Packet Access(HSPA) Evolved Universal Terrestrial Radio Access (E-UTRA), Universal Terrestrial RadioAccess (UTRA), GSM EDGE Radio Access Network (GERAN), 3GPP2 CDMA technologies,e.g., CDMA2000 1x RTT and High Rate Packet Data (HRPD), or similar, just to mention some few options, via a wireless communication network. ln some embodiments, when the vehicles 100-1, 100-2, 100-3 in the group 110 are coordi-nated and are communicating, the driver of the first vehicle 100-1 drive the own vehicles100-1 and the other vehicles 100-2, 100-3 in the group 110 may merely be following thedriving commands of the first vehicle 100-1.
    A fire 120 may emerge in one of the vehicles 100-1, 100-2, 100-3 in the group 110, as illus-trated in Figure 1B. Such fire 120 may be detected via a smoke detector, a temperaturesensor or by visual inspection of a passenger, who may trigger a fire alarm. Informationconcerning the detected fire 120 may then be fon/varded to the driver of the first vehicle 100- 1 via any of the above mentioned wireless interfaces.
    Figure 1C illustrates a scenario, subsequent in time to the scenario illustrated in Figure 1B.ln a first action in order to increase the distance tg between the vehicle 100-2 with the fire120 on-board and the following vehicle 100-3 into (at least) a safety distance ts, a brakecommand is generated and transmitted to the subsequently following vehicle 100-3. Thesafety distance ts may be e.g. 5 meters, 10 meters, 20 meters, 50 meters or somewherethere about or in between in different embodiments.
    Thereby the risk of fire spreading to the following vehicle 100-3 is reduced, or even omitted.
    Figure 1D illustrates a scenario, subsequent in time to the scenario illustrated in Figure 1C.ln a second action, a brake command is generated and transmitted to the vehicle 100-2, onwhich the on-board fire 120 has been detected. Thereby the distance dl is to the vehicle 100-1 in front is increased into, or exceeding the safety distance ts.
    Thereby the risk of fire spreading to the ahead vehicle 100-1 is reduced, or even omitted.
    All vehicles 100-1, 100-2, 100-3 in the group 110 may then stop, and an emergency exit maybe made of the passengers in the vehicle on fire 120. The driver may call for assistance bythe fire department and/ or for an ambulance in some embodiments. Alternatively, an auto-matic alarm may be generated and transmitted to an emergency centre when the fire 120 isdetected (and/ or confirmed e.g. by visual contact through monitors). Further, the driver mayassist passengers in evacuating the vehicle 100-2 with the fire 120, and possibly start extin-guishing the fire 120 with a fire extinguisher, or by activating a sprinkler system within thevehicle 100-2.
    Figure 2A illustrates an example of a scenario as it may be perceived by the driver of thevehicle 100-1, i.e. the first vehicle 100-1 in the group 110 of coordinated vehicles 100-1, 100-2, 100-3, when the fire 120 is detected in another vehicle 100-2 in the group 110.
    The first vehicle 100-1 in the illustrated example comprises a control unit 210 for controllingthe group 110 of coordinated vehicles 100-1, 100-2, 100-3. The vehicles 100-1, 100-2, 100-3 are driving in the driving direction 105 when the fire 120 is detected in one of the vehicles100-1, 100-2, 100-3, in this case the second vehicle 100-2 in the group 110.
    The first vehicle 100-1 further comprises a transceiver 220, connected to the control unit 210,configured for receiving the fire detection alert from the other vehicle 100-2 over a wireless interface.
    Information concerning the received fire detection alert may then be outputted to the driver,e.g. via a loudspeaker 230 (in a spoken message and/ or an alarm sound), a tactile device,a display 240, a warning light on the dashboard, or any combination of these devices. ln some embodiments, one or more cameras may be placed in the vehicles 100-1, 100-2,100-3 and images captured by the camera in the vehicle 100-2 having sent the fire detectionalert may be displayed to the driver.
    Figure 2B illustrates an example of a scenario as it may be perceived by the driver of thevehicle 100-1, i.e. the first vehicle 100-1 in the group 110 of coordinated vehicles 100-1, 100-2, 100-3. The vehicle 100-1 may be the same or similar to the previously discussed vehicle100-1 presented in Figure 2A, but with the difference that the control unit 210 here is situatedin a vehicle external structure 260. The vehicle external structure 260 may be a vehicle trafficmanagement centre or similar, from which the vehicles 100-1, 100-2, 100-3 in the group 110(and possibly also other vehicles) are monitored and controlled, in particular in case there isno driver present in any of the vehicles 100-1, 100-2, 100-3 in the group 110.
    The transceiver 220 of the first vehicle 100-1 may communicate with a transceiver 250 of thevehicle external structure 260 over any of the previously discussed wireless interfaces.
    Figure 3 illustrates the group 110 of coordinated vehicles 100-1, 100-2, 100-3 as it may beperceived from above. The fire 120 has been detected in the second vehicle 100-2 in thegroup 110 and the distances ts between the second vehicle 100-2 and the ambient vehicles100-1, 100-3 have been extended to, or beyond, the security distance ts.
    However, a problem that then may occur in case the vehicles 100-1, 100-2, 100-3 stop isthat there may be a flammable object 320 on the side walk, or othen/vise close to the drivinglane where the burning vehicle 100-2 stops. Thus, in some embodiments, the vehicles 100-1, 100-2, 100-3 may comprise one or more sensors 310-1, 310-2, 310-3, configured for de-tecting obstacles/ flammable objects 320 close to the driving lane. lt may thereby be avoidedto stop the burning vehicle 100-2 at a spot where the fire 120 may spread easily.
    The one or more sensors 310-1, 310-2, 310-3 may be based on electromagnetic radiation.The sensor 310-1, 310-2, 310-3 may be configured for providing sensor signals for enabledetection of the flammable object 320 at the side of the road within the safety distance ts ofthe vehicle 100-1, 100-2, 100-3 wherein the fire 120 has been detected. The sensor 310-1, 310-2, 310-3 may be a side looking radar; a camera in combination with an image recognitionsoftware; by a sensor based on infra-red light, laser or micro waves; and/ or by a tomographicmotion detection system based on detection of radio wave disturbances, in some embodi- mentS.
    Once the burning vehicle 100-2 and/ or the group of vehicles 110 has stopped, it may be-come difficult to move the vehicle 100-2/ group of vehicles 110 for various reasons, e.g. thedriver may be fully occupied with rescuing passengers/ fire extinguishing action; other vehi-cles such as fire trucks, or a crowd may block the way; chocked or disoriented passengersmay walk or lie down in the driving lane etc. Thus it may be important to stop the group ofvehicles 110 at a location where the fire cannot spread easily to any flammable object 320.
    Figure 4 illustrates a system 400 in the group 110 of coordinated vehicles 100-1, 100-2, 100-3, as it may be perceived from the side. The scenario may be the same as the one illustratedin Figure 3.
    The system 400 comprises a fire detector 410 configured for detecting a fire 120 in one ofthe vehicles 100-1, 100-2, 100-3 in the group 110, in this case the second vehicle 100-2 inthe group 110. ln some embodiments, any, some or all of the vehicles 100-1, 100-2, 100-3in the group 110 may comprise one or several fire detectors 410 of the same or differenttype, such as heat detector, detecting a temperature exceeding a threshold value; smokedetectors, detecting smoke in the air. The fire detector 410 may trigger a fire alarm in thevehicle 100-2 wherein the fire has been detected in some embodiments. Further, the firedetector 410 may alert the driver of the first vehicle 100-1, via a transmitter 220-1, 220-2,220-3.
    Thus, the system 400 also comprises a transmitter 220-1, 220-2, 220-3, in the vehicle 100-1, 100-2, 100-3 wherein the fire 120 has been detected, configured for transmitting the firedetection alert to the control unit 210, which also is comprised in the system 400.
    Furthermore, the system 400 comprises a transceiver 220, connected to the control unit 210,configured for receiving the fire detection alert; and also configured for transmitting brakingcommands to the respective vehicles 100-1, 100-2, 100-3 in the group 110. ln addition thesystem 400 also comprises a receiver 220-1, 220-2, 220-3, at the respective vehicles 100-1, 100-2, 100-3 in the group 110, configured for receiving braking commands generated bythe control unit 210. The system 400 also comprises an actuator at the respective vehicle 11 100-1, 100-2, 100-3, configured for braking the vehicle 100-1, 100-2, 100-3 according to thegenerated braking commands.
    The system 400 may in some embodiments comprise a sensor 310-1, 310-2, 310-3, basedon electromagnetic radiation, on at least one of the vehicles 100-1, 100-2, 100-3 in the group110. The sensor 310-1, 310-2, 310-3 may be configured for providing sensor signals forenable detection of any object 320 at the side of the road within the safety distance ts of thevehicle 100-1, 100-2, 100-3 wherein the fire 120 has been detected. The sensor 310-1, 310-2, 310-3 may be a side looking radar; a camera in combination with an image recognitionsoftware; by a sensor based on infra-red light, laser or micro waves; and/ or by a tomographicmotion detection system based on detection of radio wave disturbances, in some embodi- mentS.
    Figure 5 illustrates an example of a method 500 according to an embodiment. The flow chartin Figure 5 shows the method 500 in a control unit 110. The method aims at controlling agroup 110 of coordinated vehicles 100-1, 100-2, 100-3 in a formation i.e. one vehicle afteranother in a queue sequence, moving in a direction 105, when a fire 120 is detected in oneof the vehicles 100-1, 100-2, 100-3. The control unit 110 may be comprised in one of thevehicles 100-1, 100-2, 100-3 in the coordinated group 110 in some embodiments, or alter-natively in a vehicle external structure 260.
    The vehicles may be any arbitrary kind of means for conveyance. However, in some partic-ular embodiments, the vehicles 100-1, 100-2, 100-3 may be vehicles for public transportationof passengers such as busses or similar, driving in a vehicle train/ BRT. ln order to correctly be able to control the group 110 when the fire 120 is detected, the method500 may comprise a number of steps 501-508. However, some of these steps 501 -508 maybe performed solely in some alternative embodiments, like e.g. step 502, 504, 506 and/ orstep 508. Further, the described steps 501-508 may be performed in a somewhat differentchronological order than the numbering suggests. The method 500 may comprise the sub- sequent steps: Step 501 comprises receiving a fire detection alert from one of the vehicles 100-1, 100-2,100-3 in the group 1 10, where a fire 120 has been detected by a fire detector410, or possiblyby a passenger in the vehicle 100-1, 100-2, 100-3. 12 Step 502 may be performed only in some embodiments wherein one of the vehicles 100-1,100-2, 100-3 in the group 110 comprises a driver. Step 502 comprises alerting the driver,concerning the detected fire 120.
    The fire alert may be made by outputting an alerting sound or voice message; by outputtinga visual signal, and/ or a haptic signal.
    By alerting the driver, he/ she becomes aware of the situation and may perform an appropri-ate action such as e.g. checking via a monitor/ surveillance camera or similar to verify thestatus of the vehicle 100-2 wherein the fire alarm has been triggered, and thereafter prepar-ing for stopping the vehicles 100-1, 100-2, 100-3 in the group 110; extinguishing the fire;assisting the passengers out of the vehicle 100-2 and/ or alerting the fire brigade/ ambulance.
    Step 503 comprises generating a first braking command for any vehicle 100-1, 100-2, 100-3 in the group 110 behind the vehicle 100-1, 100-2, 100-3 from which the fire detection alerthas been received 501, in order to increase the distance tg to that vehicle 100-1, 100-2, 100-3 into a safety distance ts.
    By increasing the distance tg to the vehicles 100-1, 100-2, 100-3 in the group 110 behind thevehicle 100-2 wherein the fire has been detected, the risk of spreading the fire to these ve-hicles 100-1, 100-2, 100-3 is decreased. Also, by increasing the distance t2, the risk of bump-ing into the vehicle 100-2 wherein the fire has been detected if/ when that vehicle 100-2makes a sharp braking, is decreased.
    Step 504, which may be performed only in some embodiments, comprises detecting if thereare any objects 320 at the side of the road within the safety distance ts of the vehicle 100-1,100-2, 100-3 from which the fire detection alert has been received 401. Further the secondbraking command may be generated for avoiding a full stop of said vehicle 100-1, 100-2,100-3 when such object 320 is detected.
    Thereby, the risk of spreading fire to objects 320 at the side of the road is decreased.
    Step 505 comprises generating a second braking command for the vehicle 100-1, 100-2,100-3 from which the fire detection alert has been received 501, in order to increase thedistance ti to the ahead vehicle 100-1, 100-2, 100-3 in the group 110 into a safety distancets. 13 The second braking command may be made to full stop in some embodiments.
    The second braking command may be generated, having in mind that the vehicle 100-1,100-2, 100-3 may comprise standing passengers, passengers in wheel chair, etc., who can-not support a very sharp braking without accidents in the vehicle 100-1, 100-2, 100-3.
    Further, in some embodiments, the step 505 may comprise facilitating an evacuation of thepassengers in the vehicle 100-1, 100-2, 100-3 from which the fire detection alert has beenreceived 501 by emitting evacuation information to the passengers, opening doors of thevehicle 100-1, 100-2, 100-3, and/ or igniting interior/ exterior lighting of the vehicle 100-1,100-2, 100-3. Possibly, in some embodiments, also a voice message or similar may be out-putted in the vehicle 100-2 with the fire 120, for guiding the passengers and encourage themto leave the vehicle 100-2 through the exit door.
    Thereby, the distance t1 to the ahead vehicles 100-1, 100-2, 100-3 is increased, reducingthe risk of spreading the fire 120 to these vehicles 100-1, 100-2, 100-3. Also, by stopping thevehicle 100-2 with the fire 120, the passengers could be evacuated and the fire 120 effec-tively be combatted.
    Step 506, which may be performed only in some embodiments, comprises generating acommand for igniting hazard warning lights of vehicles 100-1, 100-2, 100-3 in the group 110.
    Thereby, other road users, also when not comprised in the group 110 are alerted and be-comes aware of the increased danger, which decreases risks of further accidents.
    Step 507 comprises transmitting the generated 503 first braking command and the gener-ated 505 second braking command, to be received by the respective vehicles 100-1, 100-2,100-3 in the group 110. ln some embodiments, wherein step 506 has been performed, the generated 506 commandfor igniting hazard warning lights may be transmitted to be received by the respective vehi-cles 100-1, 100-2, 100-3 in the group 110.
    Step 508, which may be performed only in some embodiments, comprises transmitting a firealarm to an emergency centre, comprising geographic coordinates of the vehicle 100-1, 100-2, 100-3. 14 The geographic coordinates of the vehicle 100-1, 100-2, 100-3 may be determined by aGlobal Positioning System (GPS) device in the vehicle 100-1, 100-2, 100-3, e.g. extractedfrom a navigator of the vehicle 100-1, 100-2, 100-3.
    Thereby, professional firefighting may be initiated at an early stage, which may reduce orminimise damages of the vehicle 100-2 on fire 120.
    Figure 6 illustrates an embodiment of a control unit 210. The control unit 210 may be com-prised in a vehicle 100-1 is comprised in a group 110 of coordinated vehicles 100-1, 100-2,100-3 in a formation, i.e. one vehicle after another in a queue sequence, in some embodi-ments. However, in other embodiments, the control unit 210 may be comprised in a vehicleexternal structure 260.
    The control unit 210 may perform at least some of the previously described steps 501-508according to the method 500 described above and illustrated in Figure 5. Thus the controlunit 210 aims at controlling a group 110 of coordinated vehicles 100-1, 100-2, 100-3 in aformation, moving in a direction 105, when a fire 120 is detected in one of the vehicles 100-1, 100-2, 100-3.
    The control unit 210 is configured for receiving a fire detection alert from one of the vehicles100-1, 100-2, 100-3 in the group 110. Further the control unit 210 is configured for generatinga first braking command for the vehicle 100-1, 100-2, 100-3 in the group 110 behind thevehicle 100-1, 100-2, 100-3 from which the fire detection alert has been received, in order toincrease the distance tg to that vehicle 100-1, 100-2, 100-3 into at least a safety distance ts.Additionally, the control unit 210 is further configured for generating a second braking com-mand for the vehicle 100-1, 100-2, 100-3 from which the fire detection alert has been re-ceived, in order to increase the distance t1 to the ahead vehicle 100-1, 100-2, 100-3 in thegroup 110 into at least the safety distance ts. The control unit 210 is also configured fortransmitting the generated first braking command and the generated second braking com-mand, to be received by the respective vehicles 100-1, 100-2, 100-3 in the group 110.
    Further, control unit 210 may be further configured for generating the second braking com-mand to full stop; and also configured for facilitating an evacuation of the passengers in thevehicle 100-1, 100-2, 100-3 from which the fire detection alert has been received is facili-tated, by emitting evacuation information to the passengers, opening doors of the vehicle100-1, 100-2, 100-3, and/ or igniting interior lighting of the vehicle 100-1, 100-2, 100-3. ln addition, according to some embodiments, the control unit 210 may be further configuredfor detecting if there are any objects 320 at the side of the road within the safety distance tsof the vehicle 100-1, 100-2, 100-3 from which the fire detection alert has been received; andalso configured for generating the second braking command for avoiding a full stop of saidvehicle 100-1, 100-2, 100-3 when such object 320 is detected.
    The control unit 210 may be additionally configured for alerting the driver, concerning thedetected fire 120, in case one of the vehicles 100-1, 100-2, 100-3 in the group 110 comprises a driver, according to some embodiments.
    Also, the control unit 210 may be additionally configured for generating a command for ignit-ing hazard warning lights of vehicles 100-1, 100-2, 100-3 in the group 110. Further, the con-trol unit 210 may be configured for transmitting the generated command for igniting hazardwarning lights, to be received by the respective vehicles 100-1, 100-2, 100-3 in the group110.
    The control unit 210 may be configured for transmitting a fire alarm to an emergency centre,comprising geographic coordinates of the vehicle 100-1, 100-2, 100-3, in some embodi- mentS.
    The control unit 210 comprises a receiver 610 configured for receiving signals from othervehicles 100-1, 100-2, 100-3 in the group 110.
    The control unit 210 further comprises a processor 620 configured for controlling a group110 of coordinated vehicles 100-1, 100-2, 100-3 in a formation, moving in a direction 105,when a fire 120 is detected in one of the vehicles 100-1, 100-2, 100-3, according to at leastsome of the method steps 501-508.
    Such processor 620 may comprise one or more instances of a processing circuit, i.e. a Cen-tral Processing Unit (CPU), a processing unit, an Application Specific Integrated Circuit(ASIC), a microprocessor, or other processing logic that may interpret and execute instruc-tions. The herein utilised expression “processor” may thus represent a processing circuitrycomprising a plurality of processing circuits, such as, e.g., any, some or all of the ones enu-merated above.
    Furthermore, the control unit 210 may comprise a memory 625 in some embodiments. Theoptional memory 625 may comprise a physical device utilised to store data or programs, i.e., 16 sequences of instructions, on a temporary or permanent basis. According to some embodi-ments, the memory 625 may comprise integrated circuits comprising silicon-based transis-tors. The memory 625 may comprise e.g. a memory card, a flash memory, a USB memory,a hard disc, or another similar volatile or non-volatile storage unit for storing data such ase.g. ROIVI (Read-Only Memory), PROIVI (Programmable Read-Only Memory), EPROIVI(Erasable PROIVI), EEPROIVI (Electrically Erasable PROIVI), etc. in different embodiments.
    Further, the control unit 210 may comprise a signal transmitter 630. The signal transmitter630 may be configured for transmitting a signal to be received by other vehicles 100-1, 100-2, 100-3 in the group 110.
    The previously described steps 501 -508 to be performed in the control unit 210 may be im-plemented through the one or more processors 620 within the control unit 210, together withcomputer program product for performing at least some of the functions of the steps 501-508. Thus a computer program product, comprising instructions for performing the steps 501-508 in the control unit 210 may perform the method 500 comprising at least some of thesteps 501-508 for controlling the group 110 of coordinated vehicles 100-1, 100-2, 100-3 in aformation, moving in a direction 105, when a fire 120 is detected in one of the vehicles 100-1, 100-2, 100-3, when the computer program is loaded into the one or more processors 520of the control unit 210.
    The described steps 501-508 may be performed by a computer algorithm, a machine exe-cutable code, a non-transitory computer-readable medium, or a software instructions pro-grammed into a suitable programmable logic such as the processor 620 in the control unit210.
    Further, some embodiments may comprise a vehicle 100-1 in a group 110 of coordinatedvehicles 100-1, 100-2, 100-3, comprising a control unit 210, configured for controlling thegroup 110 of coordinated vehicles 100-1, 100-2, 100-3 in a formation, moving in a direction105, when a fire 120 is detected in one of the vehicles 100-1, 100-2, 100-3 according to atleast some of the steps 501-508.
    Further, some embodiments may comprise a vehicle external structure 260, comprising acontrol unit 210, configured for controlling the group 110 of coordinated vehicles 100-1, 100-2, 100-3 in a formation, moving in a direction 105, when a fire 120 is detected in one of thevehicles 100-1, 100-2, 100-3 according to at least some of the steps 501-508. 17 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 step501-508 according to some embodiments when being loaded into the one or more proces-sors 620 of the control unit 210. The data carrier may be, e.g., a hard disk, a CD ROIVI disc,a memory stick, an optical storage device, a magnetic storage device or any other appropri-ate medium such as a disk or tape that may hold machine readable data in a non-transitorymanner. The computer program product may furthermore be provided as computer programcode on a server and downloaded to the control unit 210 remotely, e.g., over an Internet 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 500, control unit 210,computer program, system 400, vehicle 100-1 and/ or vehicle external structure 260. Variouschanges, substitutions and/ or alterations may be made, without departing from inventionembodiments as defined by the appended claims.
    As used herein, the term "and/ or" comprises any and all combinations of one or more of theassociated listed items. The term “or” as used herein, is to be interpreted as a mathematicalOR, i.e., as an inclusive disjunction; not as a mathematical exclusive OR (XOR), unless ex-pressly stated otherwise. ln addition, the singular forms "a", "an" and "the" are to be inter-preted as “at least one", thus also possibly comprising a plurality of entities of the same kind,unless expressly stated othen/vise. lt will be further understood that the terms "includes","comprises", "including" and/ or "comprising", specifies the presence of stated features, ac-tions, integers, steps, operations, elements, and/ or components, but do not preclude thepresence or addition of one or more other features, actions, integers, steps, operations, ele-ments, components, and/ or groups thereof. A single unit such as e.g. a processor may fulfilthe functions of several items recited in the claims. The mere fact that certain measures arerecited in mutually different dependent claims does not indicate that a combination of thesemeasures cannot be used to advantage. A computer program may be stored/ distributed ona suitable medium, such as an optical storage medium or a solid-state medium suppliedtogether with or as part of other hardware, but may also be distributed in other forms such as via Internet or other Wired or wireless communication system.
    权利要求:
    Claims (17)
    [1] 1. A method (500) in a control unit (210) for controlling a group (110) of coordinatedvehicles (100-1, 100-2, 100-3) in a formation, moving in a direction (105), when a fire (120)is detected in one of the vehicles (100-1, 100-2, 100-3), wherein the method (500) comprises: receiving (501) a fire detection alert from one of the vehicles (100-1, 100-2, 100-3)in the group (110); generating (503) a first braking command for any vehicle (100-1, 100-2, 100-3) inthe group (110) behind the vehicle (100-1, 100-2, 100-3) from which the fire detection alerthas been received (501), in order to increase the distance (tg) to that vehicle (100-1, 100-2,100-3) into a safety distance (ts); generating (505) a second braking command for the vehicle (100-1, 100-2, 100-3)from which the fire detection alert has been received (501 ), in order to increase the distance(ti) to the ahead vehicle (100-1, 100-2, 100-3) in the group (110) into a safety distance (ts);and transmitting (507) the generated (503) first braking command and the generated(505) second braking command, to be received by the respective vehicles (100-1, 100-2,100-3) in the group (110).
    [2] 2. The method (500) according to claim 1, wherein the second braking command ismade to full stop, and wherein an evacuation of the passengers in the vehicle (100-1, 100-2, 100-3) from which the fire detection alert has been received (501) is facilitated, by emittingevacuation information to the passengers, opening doors of the vehicle (100-1, 100-2, 100-3), and/ or igniting interior lighting of the vehicle (100-1, 100-2, 100-3).
    [3] 3. The method (500) according to any of claim 1 or claim 2, further comprising: detecting (504) if there are any objects (320) at the side of the road within the safetydistance (ts) of the vehicle (100-1, 100-2, 100-3) from which the fire detection alert has beenreceived (501); and wherein the second braking command is generated (505) for avoiding afull stop of said vehicle (100-1, 100-2, 100-3) when such object (320) is detected (504).
    [4] 4. The method (500) according to any of claims 1-3, further comprising, in case one ofthe vehicles (100-1, 100-2, 100-3) in the group (110) comprises a driver:alerting (502) the driver, concerning the detected fire (120).
    [5] 5. The method (500) according to any of claims 1-4, further comprising:generating (506) a command for igniting hazard warning lights of vehicles (100-1,100-2, 100-3) in the group (110); and wherein the generated (506) command for igniting 19 hazard warning lights is transmitted (507) to be received by the respective vehicles (100-1,100-2, 100-3) in the group (110).
    [6] 6. The method (500) according to any of claims 1-5, further comprising:transmitting (508) a fire alarm to an emergency centre, comprising geographic co-ordinates of the vehicle (100-1, 100-2, 100-3).
    [7] 7. A control unit (210) for controlling a group (1 10) of coordinated vehicles (100-1, 100-2, 100-3) in a formation, moving in a direction (105), when a fire (120) is detected in one ofthe vehicles (100-1, 100-2, 100-3), wherein the control unit (210) is configured for receivinga fire detection alert from one of the vehicles (100-1, 100-2, 100-3) in the group (110); gen-erating a first braking command for the vehicle (100-1, 100-2, 100-3) in the group (110) be-hind the vehicle (100-1, 100-2, 100-3) from which the fire detection alert has been received,in order to increase the distance (t2) to that vehicle (100-1, 100-2, 100-3) into at least a safetydistance (ts); generating a second braking command for the vehicle (100-1, 100-2, 100-3)from which the fire detection alert has been received, in order to increase the distance (ti) tothe ahead vehicle (100-1, 100-2, 100-3) in the group (110) into at least the safety distance(ts); transmitting the generated first braking command and the generated second brakingcommand, to be received by the respective vehicles (100-1, 100-2, 100-3) in the group (1 10).
    [8] 8. The control unit (210) according to claim 7, further configured for generating thesecond braking command to full stop; and also configured for facilitating an evacuation ofthe passengers in the vehicle (100-1, 100-2, 100-3) from which the fire detection alert hasbeen received is facilitated, by emitting evacuation information to the passengers, openingdoors of the vehicle (100-1, 100-2, 100-3), and/ or igniting interior lighting of the vehicle (100-1, 100-2, 100-3).
    [9] 9. The control unit (210) according to any of claim 7 or claim 8, further configured fordetecting if there are any objects (320) at the side of the road within the safety distance (ts)of the vehicle (100-1, 100-2, 100-3) from which the fire detection alert has been received;and also configured for generating the second braking command for avoiding a full stop ofsaid vehicle (100-1, 100-2, 100-3) when such object (320) is detected.
    [10] 10.the driver, concerning the detected fire (120), in case one of the vehicles (100-1, 100-2, 100- The control unit (210) according to any of claims 7-9, further configured for alerting 3) in the group (110) comprises a driver.
    [11] 11.ating a command for igniting hazard warning lights of vehicles (100-1, 100-2, 100-3) in the The control unit (210) according to any of claims 7-10, further configured for gener- group (110); and also configured for transmitting the generated command for igniting hazardwarning lights, to be received by the respective vehicles (100-1, 100-2, 100-3) in the group(110).
    [12] 12.is configured for transmitting a fire alarm to an emergency centre, comprising geographiccoordinates of the vehicle (100-1, 100-2, 100-3). The control unit (210) according to any of claims 7-1 1, wherein the control unit (210)
    [13] 13.cording to any of claims 1-6, when the computer program is executed in a control unit (210) A computer program comprising program code for performing a method (400) ac- according to any of claims 7-12.
    [14] 14.100-3) in a formation, moving in a direction (105), when a fire (120) is detected in one of thevehicles (100-1, 100-2, 100-3), wherein the system (400) comprises: a fire detector (410) configured for detecting a fire (1 20) in one of the vehicles (100-1, 100-2, 100-3) in the group (110); atransmitter (220-1, 220-2, 220-3), in the vehicle (100-1, 100-2, 100-3) wherein thefire (120) has been detected, configured for transmitting a fire detection alert to the controlunit (210); a control unit (210) according to any of claims 7-12; A system (400) for controlling a group (110) of coordinated vehicles (100-1, 100-2, a transceiver (220), connected to the control unit (210), configured for receiving thefire detection alert; and also configured for transmitting braking commands to the respectivevehicles (100-1, 100-2, 100-3) in the group (110); a receiver (220-1, 220-2, 220-3), at the respective vehicles (100-1, 100-2, 100-3) inthe group (110), configured for receiving braking commands generated by the control unit(210); and an actuator at the respective vehicle (100-1, 100-2, 100-3), configured for brakingthe vehicle (100-1, 100-2, 100-3) according to the generated braking commands.
    [15] 15. The system (400) according to claim 14, further comprising: a sensor (310-1, 310-2, 310-3), based on electromagnetic radiation, on at least oneof the vehicles (100-1, 100-2, 100-3) in the group (110), configured for providing sensor sig-nals for enable detection of any object (320) at the side of the road within the safety distance(ts) of the vehicle (100-1, 100-2, 100-3) wherein the fire (120) has been detected. 21
    [16] 16. A vehicle (100-1) in a group (110) of coordinated vehicles (100-1, 100-2, 100-3), comprising a control unit (210) according to any of claims 7-12. 5
    [17] 17. A vehicle external structure (260) comprising a control unit (210) according to any of claims 7-12.
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    同族专利:
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    SE539530C2|2017-10-10|
    引用文献:
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    法律状态:
    2021-08-31| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1650095A|SE539530C2|2016-01-27|2016-01-27|Method and control unit for group coordination of vehicles in a fire emergency|SE1650095A| SE539530C2|2016-01-27|2016-01-27|Method and control unit for group coordination of vehicles in a fire emergency|
    DE102017000289.4A| DE102017000289A1|2016-01-27|2017-01-13|Method and control unit for a group of coordinated vehicles|
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