CN114973767A - Formation driving control method and system for intelligent vehicle group - Google Patents
Formation driving control method and system for intelligent vehicle group Download PDFInfo
- Publication number
- CN114973767A CN114973767A CN202210524097.0A CN202210524097A CN114973767A CN 114973767 A CN114973767 A CN 114973767A CN 202210524097 A CN202210524097 A CN 202210524097A CN 114973767 A CN114973767 A CN 114973767A
- Authority
- CN
- China
- Prior art keywords
- vehicle
- driving
- lane
- ith
- determining
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/048—Detecting movement of traffic to be counted or controlled with provision for compensation of environmental or other condition, e.g. snow, vehicle stopped at detector
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Analytical Chemistry (AREA)
- Traffic Control Systems (AREA)
Abstract
The application discloses a formation driving control method and system for an intelligent vehicle group, wherein the influence of environmental factors is considered when the intelligent vehicle group is controlled, a wake vortex area is determined by combining the vehicle speed and airflow information of the ith vehicle in the intelligent vehicle group, the driving recommended position of the (i + 1) th vehicle is determined according to the wake vortex area, and the (i + 1) th vehicle is controlled to drive according to the driving recommended position, so that the (i + 1) th vehicle is always positioned in the wake vortex area of the ith vehicle, the (i + 1) th vehicle drives in a drag-reduction environment, and the driving resistance is obviously reduced. Therefore, the automobile trailing vortex negative pressure generated by the automobile under the influence of the incoming air flow is fully utilized to adaptively adjust the driving position of the automobile in the intelligent automobile group, so that the automobile in the intelligent automobile group drives in the resistance-reducing environment, and the driving efficiency and the driving economy are improved.
Description
Technical Field
The application relates to the technical field of intelligent driving, in particular to a formation driving control method and system for an intelligent vehicle group.
Background
With the development of the automobile industry, the number of vehicles is increased, and the driving conditions of the vehicles become more complicated. In vehicle travel, lane change travel is a frequently occurring behavior, and lane change travel is advantageous in that a vehicle obtains a higher travel speed to quickly reach a destination.
For manually driven vehicles, lane change driving relies on the driver's driving experience. For the intelligent driving vehicle, the lane change recommendation in the intelligent driving technology is relied on more. However, the lane change recommendation takes more consideration of driving-related factors such as the self vehicle condition of the intelligent driving vehicle and the adjacent vehicle condition, and the influence of environmental factors is ignored. The influence of environmental factors on intelligent driving cannot be ignored, and the influence can have a great influence on the running efficiency of the vehicle.
Disclosure of Invention
The application provides a formation driving control method and system for an intelligent vehicle group, and aims to solve or partially solve the technical problem that the influence of environmental influence on driving efficiency is neglected in the existing intelligent driving technology.
In order to solve the technical problem, the present application provides a formation driving control method for an intelligent vehicle cluster, the method including:
acquiring the speed and airflow information of the ith vehicle in the intelligent vehicle group; wherein i belongs to P and is an odd number, and P is the total number of vehicles of the intelligent vehicle group;
determining a wake vortex area of the ith vehicle according to the speed of the ith vehicle and the airflow information;
determining a driving recommended position of a lane where the ith vehicle is located and/or an adjacent lane according to the wake vortex region of the ith vehicle; wherein the driving recommendation position is a position recommending the i +1 th vehicle to drive in;
determining a final driving position of the (i + 1) th vehicle from driving recommended positions of a lane where the (i) th vehicle is located and/or an adjacent lane;
and controlling the i +1 vehicle to run at the final running position according to the relevant running information of the i +1 vehicle, so that the i +1 vehicle runs in the wake vortex area of the i vehicle.
Preferably, the air flow information is obtained by monitoring a head vehicle in the intelligent vehicle group.
Preferably, the determining the wake vortex area of the ith vehicle according to the vehicle speed of the ith vehicle and the airflow information specifically includes:
and processing the vehicle speed and the airflow information of the ith vehicle by utilizing a computational fluid dynamics method to determine a wake vortex area of the ith vehicle.
Preferably, the determining the driving recommended position of the lane where the ith vehicle is located and/or the driving recommended position of the adjacent lane according to the wake vortex area of the ith vehicle specifically includes:
if the wake vortex area of the ith vehicle is located in the lane where the ith vehicle is located, determining a first partial area in the wake vortex area as the driving recommendation position; wherein the distance between the first partial area and the ith vehicle meets the legal distance;
if the wake vortex area of the ith vehicle is located in the lane adjacent to the ith vehicle, determining a second partial area in the wake vortex area as the driving recommendation position; wherein the distance between the second partial area and the front vehicle meets the legal distance;
if the wake vortex area of the ith vehicle is located in the lane where the ith vehicle is located and the lane adjacent to the ith vehicle at the same time, determining a third partial area and a fourth partial area in the wake vortex area as the driving recommendation positions; the distance between the third partial area and the ith vehicle meets the legal distance, and the distance between the fourth partial area and the front vehicle meets the legal distance.
Preferably, the determining the final driving position of the (i + 1) th vehicle from the driving recommended positions of the lane where the (i) th vehicle is located and/or the adjacent lane specifically includes:
if the lane where the ith vehicle is located and the adjacent lane both have the driving recommendation positions, acquiring the relevant driving information of the (i + 1) th vehicle, and determining the final driving position from the driving recommendation positions of the lane where the ith vehicle is located and the adjacent lane according to the relevant driving information of the (i + 1) th vehicle; wherein the relevant travel information of the (i + 1) th vehicle includes: the current driving lane of the (i + 1) th vehicle, lane lines on two sides of the (i + 1) th vehicle and vehicle information around the (i + 1) th vehicle.
Preferably, after the controlling the i +1 vehicle to travel at the final travel position, the method further includes:
and controlling the i +2 th vehicle and the ith vehicle to run on the same lane.
Preferably, the controlling the i +2 th vehicle and the ith vehicle to travel in the same lane specifically includes:
controlling a driving lane of the (i + 2) th vehicle according to the driving lane of the (i) th vehicle;
and determining the final driving position of the (i + 2) th vehicle according to the final driving position of the (i + 1) th vehicle.
Preferably, the determining the final driving position of the (i + 2) th vehicle according to the final driving position of the (i + 1) th vehicle specifically includes:
if the final driving position of the (i + 1) th vehicle is the lane where the (i) th vehicle is located, determining the final driving position of the (i + 2) th vehicle according to the final driving position of the (i + 1) th vehicle and the regular interval; wherein a distance between the final driving position of the (i + 2) th vehicle and the final driving position of the (i + 1) th vehicle satisfies the legal distance.
If the final driving position of the (i + 1) th vehicle is the lane adjacent to the ith vehicle, determining the final driving position of the (i + 2) th vehicle according to the driving position of the ith vehicle and the mapping position of the final driving position of the (i + 1) th vehicle relative to the lane where the ith vehicle is located; wherein a distance between the final driving position of the i +2 th vehicle and the driving position of the i-th vehicle satisfies the legal distance, and the final driving position of the i +2 th vehicle does not exceed the mapping position.
Preferably, after the controlling the i +1 vehicles to travel at the final travel position, the method further includes:
monitoring whether a vehicle comes by using a tail vehicle in the intelligent vehicle group;
and if so, controlling the intelligent vehicle group to run in the same lane.
The application discloses formation control system that traveles to intelligent car crowd includes:
the acquisition module is used for acquiring the speed and airflow information of the ith vehicle in the intelligent vehicle group; wherein i belongs to P and is an odd number, and P is the total number of vehicles of the intelligent vehicle group;
the first determining module is used for determining a wake vortex area of the ith vehicle according to the vehicle speed of the ith vehicle and the airflow information;
the second determination module is used for determining a driving recommendation position of the lane where the ith vehicle is located and/or an adjacent lane according to the wake vortex area of the ith vehicle; wherein the driving recommendation position is a position recommending the (i + 1) th vehicle to drive in;
a third determination module, configured to determine a final driving position of the (i + 1) th vehicle from driving recommended positions of a lane where the (i) th vehicle is located and/or an adjacent lane;
and the control module is used for controlling the i +1 vehicle to run at the final running position according to the relevant running information of the i +1 vehicle, so that the i +1 vehicle runs in the tail vortex region of the i vehicle.
A computer-readable storage medium is disclosed, on which a computer program is stored which, when being executed by a processor, carries out the steps of the above-mentioned method.
The application discloses a computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the steps of the above method being implemented when the processor executes the program.
Through one or more technical scheme of this application, this application has following beneficial effect or advantage:
the method comprises the steps of considering the influence of environmental factors when the intelligent vehicle group is controlled to form, determining a wake vortex area by combining the vehicle speed and airflow information of the ith vehicle in the intelligent vehicle group, determining the driving recommended position of the (i + 1) th vehicle according to the wake vortex area, and controlling the (i + 1) th vehicle to drive according to the driving recommended position, so that the (i + 1) th vehicle is always positioned in the wake vortex area of the ith vehicle, the (i + 1) th vehicle drives in the drag reduction environment, and the driving resistance is obviously reduced. Therefore, the automobile trailing vortex negative pressure generated by the automobile under the influence of the incoming air flow is fully utilized to adaptively adjust the driving position of the automobile in the intelligent automobile group, so that the automobile in the intelligent automobile group drives in the resistance-reducing environment, and the driving efficiency and the driving economy are improved.
The above description is only an overview of the technical solutions of the present application, and the present application may be implemented in accordance with the content of the description so as to make the technical means of the present application more clearly understood, and the detailed description of the present application will be given below in order to make the above and other objects, features, and advantages of the present application more clearly understood.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the application. Also, like reference numerals are used to refer to like parts throughout the drawings.
In the drawings:
fig. 1 is a diagram illustrating an implementation process of a formation driving control method for an intelligent vehicle cluster according to an embodiment of the present application;
FIG. 2 illustrates a corresponding schematic view of the airflow direction and wake vortex region according to one embodiment of the present application;
3-5 show schematic views of a driving recommendation location according to an embodiment of the present application;
6-7 illustrate driving diagrams of a fleet of intelligent vehicles after determining a final driving location, according to one embodiment of the present application;
FIG. 8 shows a schematic diagram of a formation driving control system for an intelligent vehicle cluster according to one embodiment of the present application.
Detailed Description
Exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
The embodiment of the application provides a formation driving control method for an intelligent vehicle group, and with reference to fig. 1, the method comprises the following steps:
step 101, obtaining the speed and airflow information of the ith vehicle in the intelligent vehicle group.
The intelligent vehicle group uses the same formation driving control system so as to control the driving positions of all vehicles in the intelligent vehicle group. The total number of vehicles in the intelligent vehicle group is P, and the intelligent vehicle group at least comprises 2 vehicles and is not limited by an upper limit. And the ith vehicle in the intelligent vehicle group refers to a vehicle at an odd number position in the intelligent vehicle group, i belongs to P and is an odd number, and i is 1 and 3 … ….
In order to facilitate the intelligent vehicle group to form a formation to run, the intelligent vehicle group numbers each vehicle in advance and runs according to the number, for example, the intelligent vehicle group has 4 vehicles which are numbered according to 1, 2, 3 and 4 respectively. The 1 st vehicle is a head vehicle, and the traveling position of the 2 nd vehicle is determined by the 1 st vehicle. The 3 rd vehicle has a 1 st vehicle in a traveling lane, and the 3 rd vehicle and the 1 st vehicle travel on the same lane. The traveling position of the 4 th vehicle is determined by the 3 rd vehicle. Of course, the vehicle located in the odd number position may be determined according to the actual driving situation, and the driving position of the following vehicle may be determined according to the vehicle located in the odd number position.
Vehicles encounter various resistances during driving. For example, when the vehicle speed is low, the resistance encountered by the vehicle is dominated by rolling resistance. As the vehicle speed increases, the resistance encountered by the vehicle is converted to aerodynamic resistance, which is predominantly air resistance. In the present embodiment, the aerodynamic drag encountered during vehicle travel is characterized by airflow information. In the intelligent vehicle group, the air flow information is obtained by monitoring the head vehicles in the intelligent vehicle group and is used by the vehicles at the odd number positions. Specifically, the head car is equipped with a porous probe to interface with sensors to monitor airflow information.
In the present embodiment, the vehicles at odd-numbered positions are controlled to travel in the same lane, for example, the head vehicle, the 3 rd vehicle, the 5 th vehicle, and so on. Therefore, the air resistance of the vehicles at the odd number positions is the same, so the air flow information is monitored only by the head vehicle, and the sensors are not needed to be arranged on other vehicles for monitoring, so that the complexity of data processing can be reduced, and the cost can be saved.
And 102, determining a wake vortex area of the ith vehicle according to the vehicle speed and the airflow information of the ith vehicle.
Since the area size and position of the wake vortex area are affected by the airflow information, the vehicle type, and the vehicle speed, in the present embodiment, the vehicle speed and the airflow information of the ith vehicle are processed by using a computational fluid dynamics method, and the wake vortex area of the ith vehicle is determined. Specifically, the computational fluid dynamics method combines a computer and a numerical method to solve fluid mechanics, so that a complex engineering problem can obtain a simulation numerical solution in a short period. The speed and the air flow information of the ith vehicle are processed by a computational fluid dynamics method, and the whole vehicle flow field of the ith vehicle can be calculated; the method for calculating the finished automobile flow field by using the computational fluid dynamics method is a commonly used method in the industry, and the technology is mature, so the detailed description is not provided. And after the whole vehicle flow is obtained, determining a wake negative pressure area from the whole vehicle flow field, wherein the wake negative pressure area is a wake vortex area of the ith vehicle.
In this embodiment, the influence of the mainly analyzed airflow information on the wake vortex region. On the basis that the airflow direction in the airflow information is consistent with the vehicle driving direction, refer to fig. 2, which is a corresponding schematic diagram of the airflow direction and the wake vortex region. When the declination angle alpha of the airflow direction gradually becomes larger, the wake vortex region gradually moves from the current lane to the adjacent lane. For example, when the airflow direction of the airflow information is consistent with the vehicle driving direction (or the included angle between the airflow direction and the vehicle driving direction is close to 0), the wake vortex area of the ith vehicle is located in the current lane of the ith vehicle, so that the (i + 1) th vehicle is driven in the same lane of the ith vehicle, that is, the i +1 th vehicle can fall into the negative pressure area of the wake vortex area of the ith vehicle. Optionally, the position of the (i + 1) th vehicle may be staggered from the position of the ith vehicle, so as to achieve a better drag reduction effect. When the drift angle alpha of the incoming air flow is large, the wake vortex area gradually moves from the current lane to the adjacent lane, and at the moment, the (i + 1) th vehicle and the (i) th vehicle cannot be in the adjacent lane and fall into the negative pressure area of the wake vortex area of the (i) th vehicle. Of course, the size and position of the wake vortex region are also affected by the vehicle type, vehicle speed, and the like.
And 103, determining a driving recommended position of the lane where the ith vehicle is located and/or an adjacent lane according to the wake vortex area of the ith vehicle.
In the present embodiment, the travel recommended position is a position at which the i +1 th vehicle is recommended to travel in.
Due to the different wake vortex regions, different driving recommendation positions are determined, and the following analysis is specifically performed.
And if the wake vortex area of the ith vehicle is located in the lane where the ith vehicle is located, determining a first partial area in the wake vortex area as the driving recommended position. Wherein the distance of the first part area from the ith vehicle meets the legal distance. Referring to fig. 3, the schematic diagram of the recommended driving position is shown, and the wake vortex region is located in the lane where the ith vehicle is located. According to the regulation: when the speed of the motor vehicle is less than 100 kilometers per hour, the distance between the motor vehicle and the front vehicle in the same lane can be properly shortened, but the minimum distance is not less than 50 meters. Therefore, in the present embodiment, the first partial region above the legal distance is determined from the wake vortex region as the driving recommendation position, so that the driving recommendation position of the present embodiment is legally compliant while being in the wake vortex region. For example, a first partial region outside the distance of 50 m is determined from the wake vortex region as a travel recommendation position, see fig. 3. Of course, since legal spacing and vehicle speed are matched. Therefore, after the (i + 1) th vehicle is controlled to enter the driving recommended position, the (i + 1) th vehicle needs to be controlled to drive according to the target vehicle speed corresponding to the legal distance.
It is noted that since legal spacing is divided by a number of grade intervals, the maximum diameter of the wake vortex region may not satisfy all grade intervals. For example, the maximum diameter of the wake vortex region is 70 meters, and the legal spacing is more than 50 meters and more than 100 meters. For this case, the corresponding legal spacing is first determined from the wake vortex region. For example, a corresponding legal distance of 50 meters is determined according to a wake vortex area of 70 meters, and then a first partial area above the legal distance is determined from the wake vortex area as a driving recommendation position. Taking the above example as a support, the first partial area outside the distance of 50 meters is determined as the travel recommended position.
And if the wake vortex area of the ith vehicle is located in the adjacent lane of the ith vehicle, determining a second partial area in the wake vortex area as a driving recommendation position. Wherein the distance between the second part area and the front vehicle meets the legal distance. Referring to fig. 4, another schematic diagram of the recommended driving position is shown, wherein the wake vortex region is located in the i-th vehicle adjacent lane. In the implementation, the position of the front vehicle in front of the wake vortex area is determined in the adjacent lane, the corresponding legal distance is determined according to the wake vortex area, and then the second partial area is determined from the wake vortex area as the recommended driving position according to the position of the front vehicle and the legal distance. Of course, since legal spacing and vehicle speed are matched. Therefore, after the (i + 1) th vehicle is controlled to enter the driving recommended position, the (i + 1) th vehicle needs to be controlled to drive according to the target vehicle speed corresponding to the legal distance.
And if the wake vortex area of the ith vehicle is positioned in the lane where the ith vehicle is positioned and the adjacent lane of the ith vehicle at the same time, determining a third partial area and a fourth partial area in the wake vortex area as the driving recommended positions. The distance between the third partial area and the ith vehicle meets the legal distance, and the distance between the fourth partial area and the front vehicle meets the legal distance. In this embodiment, the determining manner of the third partial region refers to the determining manner of the first partial region, and the determining manner of the fourth partial region refers to the determining manner of the second partial region, which is not described in detail in this embodiment. Referring to fig. 5, a recommended travel position is recommended according to the wake vortex region: a recommended position a in the current lane and a recommended position B in the adjacent lane.
And 104, determining the final driving position of the (i + 1) th vehicle from the driving recommendation positions of the lane where the (i) th vehicle is located and/or the adjacent lane.
In this embodiment, if only one determined travel recommended position is available, for example, the travel recommended position is determined in the lane where the ith vehicle is located, the travel recommended position is directly used as the determined travel recommended position. For another example, when the travel recommended position is determined in the lane adjacent to the i-th vehicle, the travel recommended position is directly used as the determined travel recommended position.
In this embodiment, if the i-th vehicle is located in the lane and the adjacent lane both have the recommended driving positions, the final driving position needs to be determined from the two recommended driving positions. Specifically, the relevant driving information of the (i + 1) th vehicle is acquired, and the final driving position is determined from the driving recommended positions of the lane where the (i) th vehicle is located and the adjacent lane according to the relevant driving information of the (i + 1) th vehicle. In practical application, when the lane line is a white dotted line, the vehicle is allowed to temporarily cross the lane line, and normal traffic is interfered when the white dotted line is pressed for a long time to drive, so that the i-th vehicle is located in a lane and an adjacent lane, and needs to drive in one of the two lanes.
Wherein, the relevant driving information of the (i + 1) th vehicle comprises: the current driving lane of the (i + 1) th vehicle, lane lines on two sides of the (i + 1) th vehicle and surrounding vehicle information of the (i + 1) th vehicle. And determining the final driving position of the (i + 1) th vehicle from the driving recommended positions of the lane where the ith vehicle is located and the adjacent lane according to the information.
In a specific implementation process, the driving lane of the i +1 th vehicle relative to the ith vehicle is determined according to the current driving lane of the i +1 th vehicle. For example, the (i + 1) th vehicle and the (i) th vehicle travel in the same lane, or the (i + 1) th vehicle is in an adjacent lane with the (i) th vehicle tail vortex region, or the (i + 1) th vehicle is in an unrelated lane without the (i + 1) th vehicle tail vortex region. And further, judging whether the (i + 1) th vehicle is allowed to run in a lane change way or not according to lane lines on two sides of the (i + 1) th vehicle. And if the i +1 th vehicle does not allow lane change driving, determining the driving recommended position of the current driving lane of the i +1 th vehicle as the final driving position. And if the i +1 th vehicle allows lane change driving, further determining the final driving position according to the vehicle information around the i +1 th vehicle.
And 105, controlling the i +1 vehicle to run at the final running position according to the relevant running information of the i +1 vehicle, so that the i +1 vehicle runs in the tail vortex area of the i vehicle.
Specifically, the driving strategy of the (i + 1) th vehicle is determined according to the current driving lane of the (i + 1) th vehicle, lane lines on two sides of the (i + 1) th vehicle and the surrounding vehicle information of the (i + 1) th vehicle, and the (i + 1) th vehicle is controlled to drive at the final driving position according to the driving strategy and the target vehicle speed determined when the recommended driving position is determined.
In practical application, when the (i + 1) th vehicle runs in the tail vortex area of the (i) th vehicle, the pressure difference resistance of the (i + 1) th vehicle is remarkably reduced. However, the drag reduction effect of the wake vortex region formed by the (i + 1) th vehicle on the following vehicles (for example, the (i + 2) th vehicle) is limited due to the reduction of the pressure difference resistance, for example, the (i + 2) th vehicle is subjected to a small difference of resistance when traveling inside and outside the wake vortex region of the (i + 1) th vehicle. The drag reduction effect can influence the endurance mileage and is closely related to energy conservation and emission reduction. The reduced drag means less fuel consumption, higher fuel efficiency and less pollution. For example, the resistance is reduced by 50%, the fuel is saved by 20% -25%, and the economical efficiency of the vehicle can be improved.
Therefore, in order to achieve the maximum anti-drag effect of the intelligent vehicle group, and considering that the anti-drag effect of the (i + 1) th vehicle on the (i + 1) th vehicle is limited, the present embodiment controls the (i + 2) th vehicle and the (i) th vehicle to travel in the same lane, that is, controls the vehicles located at odd number positions to travel in the same lane, for example, the (i) th vehicle, the (i + 2) th vehicle, the (i + 4) th vehicle, and so on. And then drag reduction is carried out on the vehicles behind the vehicles at the even number positions by utilizing the wake vortex regions generated by the vehicles at the odd number positions, so that the negative pressure of the wake vortex of the vehicles at the odd number positions is fully utilized, at least half of the vehicles in the intelligent vehicle group are enabled to obviously reduce the differential pressure resistance, the intelligent vehicle group is enabled to achieve the best drag reduction effect, the economy of the intelligent vehicle group is further improved to the maximum degree, and the energy conservation and emission reduction of the intelligent vehicle group are promoted.
And in the process of controlling the i +2 th vehicle and the ith vehicle to travel on the same lane, controlling the traveling lane of the i +2 th vehicle according to the traveling lane of the ith vehicle. And determining the final driving position of the (i + 2) th vehicle according to the final driving position of the (i + 1) th vehicle.
Specifically, if the final driving position of the (i + 1) th vehicle is the lane where the (i) th vehicle is located, the final driving position of the (i + 2) th vehicle is determined according to the final driving position of the (i + 1) th vehicle and the regular distance. Wherein the distance between the final driving position of the (i + 2) th vehicle and the final driving position of the (i + 1) th vehicle meets the legal distance. The legal distance is determined based on the vehicle speed of the (i + 2) th vehicle. If the speed of the (i + 2) th vehicle exceeds 100 kilometers per hour, the legal distance between the (i + 2) th vehicle and the (i + 1) th vehicle is more than 100 meters. If the speed of the (i + 2) th vehicle is lower than 100 kilometers per hour, the legal distance between the (i + 2) th vehicle and the (i + 1) th vehicle is more than 50 meters.
And if the final driving position of the i +1 th vehicle is a lane adjacent to the i-th vehicle, determining the final driving position of the i +2 th vehicle according to the driving position of the i-th vehicle and the mapping position of the final driving position of the i +1 th vehicle relative to the lane where the i-th vehicle is located. The mapping position of the final driving position of the (i + 1) th vehicle relative to the lane where the (i) th vehicle is located refers to a position where the (i) th vehicle is located in the lane and the final driving position are parallel. If the distance between the (i + 2) th vehicle and the ith vehicle is too close, the drag reduction effect of the (i + 1) th vehicle can be influenced, so that the distance between the final driving position of the (i + 2) th vehicle and the driving position of the ith vehicle meets the legal distance, and meanwhile, the final driving position of the (i + 2) th vehicle is required not to exceed the mapping position, namely, the drag reduction effect of the (i + 1) th vehicle is influenced.
Of course, after the final driving position of the (i + 2) th vehicle is determined, the final driving position of the (i + 3) th vehicle can be determined according to the same manner, and the final driving positions of all vehicles in the intelligent vehicle group can be determined by analogy.
For further explanation and explanation of the present application, reference is made to fig. 6-7, which are schematic driving diagrams of the intelligent vehicle cluster after determining the final driving position. The intelligent vehicle group comprises 4 vehicles, namely a head vehicle, a rear vehicle 1, a rear vehicle 2 and a tail vehicle. The wake vortex area of the head car is determined by using the airflow information (the incoming air flow), and the wake vortex area generated by the head car is used for controlling the rear car 1. For example, the rear vehicle 1 travels in the lane where the head vehicle is located (shown in fig. 6) or the lane adjacent to the head vehicle (shown in fig. 7). In practical applications, when the rear vehicle 1 travels on the lane where the front vehicle is located, since the air flow direction actually belongs to a non-0 ° drift angle wind (the air flow direction is close to 0 ° but not equal to 0 °), the wake vortex region of the front vehicle is located laterally rearward, and therefore the rear vehicle 1 is controlled to travel with the front vehicle staggered on the same lane, and the rear vehicle 1 can travel in the wake vortex region of the front vehicle. For the rear vehicle 1, the rear vehicle 2 and the head vehicle need to be controlled to run in the same lane, the wake vortex area of the rear vehicle 2 is determined, and the wake vortex area generated by the rear vehicle 2 is used for controlling the tail vehicle to run, for example, the tail vehicle runs in the lane (shown in fig. 6) where the rear vehicle 2 is located or the adjacent lane (shown in fig. 7) of the rear vehicle 2, the vehicle running position in the intelligent vehicle group is adaptively adjusted by fully utilizing the negative pressure of the wake vortex of the vehicle generated by the vehicle under the influence of the incoming air flow, so that the vehicles in the intelligent vehicle group run in the resistance-reducing environment, and the driving efficiency and the driving economy are improved.
In some optional embodiments, after the i +1 vehicles are controlled to run at the final running position, in order to avoid influencing the running of the subsequent vehicles in the intelligent vehicle group, whether the coming vehicles exist is monitored by using a tail vehicle in the intelligent vehicle group. Specifically, a camera is mounted on the tail car to monitor the coming car condition. If so, controlling the intelligent vehicle group to run in the same lane so as to make the coming vehicle pass through the lane.
According to the method, the influence of environmental factors is considered when the intelligent vehicle group is controlled to form a formation, the wake vortex area is determined by combining the vehicle speed and the airflow information of the ith vehicle in the intelligent vehicle group, the driving recommended position of the (i + 1) th vehicle is determined according to the wake vortex area, the (i + 1) th vehicle is controlled to drive according to the driving recommended position, the (i + 1) th vehicle is always located in the wake vortex area of the ith vehicle, the (i + 1) th vehicle drives in the anti-drag environment, and the driving resistance is obviously reduced. Therefore, the technical scheme of the application makes full use of the negative pressure of the automobile wake vortex generated by the automobile under the influence of the incoming air flow to adaptively adjust the driving position of the automobile in the intelligent automobile group, so that the automobile in the intelligent automobile group drives in the drag reduction environment, and the driving efficiency and the driving economy are improved.
Based on the same inventive concept as the previous embodiment, the following embodiment discloses a formation driving control system for an intelligent vehicle cluster, referring to fig. 8, including:
the obtaining module 801 is configured to obtain vehicle speed and airflow information of an ith vehicle in the intelligent vehicle group. Wherein i belongs to P and is an odd number, and P is the total number of vehicles of the intelligent vehicle group.
The first determining module 802 is configured to determine a wake vortex area of the ith vehicle according to the vehicle speed and the airflow information of the ith vehicle.
The second determining module 803 is configured to determine, according to the wake vortex region of the ith vehicle, a driving recommendation position of the lane where the ith vehicle is located and/or an adjacent lane. Wherein the travel recommended position is a position at which the i +1 th vehicle is recommended to travel into.
A third determining module 804, configured to determine a final driving position of the (i + 1) th vehicle from the driving recommended positions of the lane where the (i) th vehicle is located and/or the adjacent lane.
And the control module 805 is configured to control the i +1 th vehicle to travel at the final travel position according to the travel information related to the i +1 th vehicle, so that the i +1 th vehicle travels in the wake vortex area of the i-th vehicle.
Through one or more embodiments of the present application, the present application has the following advantageous effects or advantages:
according to the method, the influence of environmental factors is considered when the intelligent vehicle group is controlled to form a formation, the wake vortex area is determined by combining the vehicle speed and the airflow information of the ith vehicle in the intelligent vehicle group, the driving recommended position of the (i + 1) th vehicle is determined according to the wake vortex area, the (i + 1) th vehicle is controlled to drive according to the driving recommended position, the (i + 1) th vehicle is always located in the wake vortex area of the ith vehicle, the (i + 1) th vehicle drives in the anti-drag environment, and the driving resistance is obviously reduced. Therefore, the technical scheme of the application makes full use of the negative pressure of the automobile wake vortex generated by the automobile under the influence of the incoming air flow to adaptively adjust the driving position of the automobile in the intelligent automobile group, so that the automobile in the intelligent automobile group drives in the drag reduction environment, and the driving efficiency and the driving economy are improved.
The algorithms and displays presented herein are not inherently related to any particular computer, virtual machine, or other apparatus. Various general purpose systems may also be used with the teachings herein. The required structure for constructing such a system will be apparent from the description above. In addition, this application is not directed to any particular programming language. It will be appreciated that a variety of programming languages may be used to implement the teachings of the present application as described herein, and any descriptions of specific languages are provided above to disclose the best modes of the present application.
In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the application may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.
Similarly, it should be appreciated that in the foregoing description of exemplary embodiments of the application, various features of the application are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the application and aiding in the understanding of one or more of the various inventive aspects. However, the disclosed method should not be interpreted as reflecting an intention that: this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this application.
Those skilled in the art will appreciate that the modules in the device in an embodiment may be adaptively changed and disposed in one or more devices different from the embodiment. The modules or units or components of the embodiments may be combined into one module or unit or component, and furthermore they may be divided into a plurality of sub-modules or sub-units or sub-components. All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or elements of any method or apparatus so disclosed, may be combined in any combination, except combinations where at least some of such features and/or processes or elements are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.
Moreover, those skilled in the art will appreciate that while some embodiments herein include some features included in other embodiments, rather than other features, combinations of features of different embodiments are meant to be within the scope of the application and form different embodiments. For example, in the following claims, any of the claimed embodiments may be used in any combination.
The various component embodiments of the present application may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. Those skilled in the art will appreciate that a microprocessor or Digital Signal Processor (DSP) may be used in practice to implement some or all of the functionality of some or all of the components of a gateway, proxy server, system according to embodiments of the present application. The present application may also be embodied as apparatus or device programs (e.g., computer programs and computer program products) for performing a portion or all of the methods described herein. Such programs implementing the present application may be stored on a computer readable medium or may be in the form of one or more signals. Such a signal may be downloaded from an internet website or provided on a carrier signal or in any other form.
It should be noted that the above-mentioned embodiments illustrate rather than limit the application, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The application may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names.
Claims (10)
1. A formation driving control method for an intelligent vehicle group is characterized by comprising the following steps:
acquiring the speed and airflow information of the ith vehicle in the intelligent vehicle group; wherein i belongs to P and is an odd number, and P is the total number of vehicles of the intelligent vehicle group;
determining a wake vortex area of the ith vehicle according to the speed of the ith vehicle and the airflow information;
determining a driving recommended position of a lane where the ith vehicle is located and/or an adjacent lane according to the wake vortex region of the ith vehicle; wherein the driving recommendation position is a position recommending the i +1 th vehicle to drive in;
determining a final driving position of the (i + 1) th vehicle from driving recommended positions of a lane where the (i) th vehicle is located and/or an adjacent lane;
and controlling the i +1 vehicle to run at the final running position according to the relevant running information of the i +1 vehicle, so that the i +1 vehicle runs in the wake vortex area of the i vehicle.
2. The method of claim 1, wherein the airflow information is obtained by head-car monitoring in the intelligent vehicle cluster.
3. The method according to claim 1, wherein the determining the wake vortex area of the ith vehicle according to the vehicle speed of the ith vehicle and the airflow information specifically comprises:
and processing the vehicle speed and the airflow information of the ith vehicle by utilizing a computational fluid dynamics method to determine a wake vortex area of the ith vehicle.
4. The method according to claim 1, wherein the determining the driving recommendation position of the lane where the ith vehicle is located and/or the adjacent lane according to the wake vortex region of the ith vehicle specifically comprises:
if the wake vortex area of the ith vehicle is located in the lane where the ith vehicle is located, determining a first partial area in the wake vortex area as the driving recommendation position; wherein the distance between the first partial area and the ith vehicle meets the legal distance;
if the wake vortex area of the ith vehicle is located in the lane adjacent to the ith vehicle, determining a second partial area in the wake vortex area as the driving recommendation position; wherein the distance between the second partial area and the front vehicle meets the legal distance;
if the wake vortex area of the ith vehicle is located in the lane where the ith vehicle is located and the lane adjacent to the ith vehicle at the same time, determining a third partial area and a fourth partial area in the wake vortex area as the driving recommendation positions; the distance between the third partial area and the ith vehicle meets the legal distance, and the distance between the fourth partial area and the front vehicle meets the legal distance.
5. The method according to claim 1, wherein the determining the final driving position of the i +1 th vehicle from the driving recommendation positions of the i-th vehicle in the lane and/or the adjacent lane comprises:
if the lane where the ith vehicle is located and the adjacent lane both have the driving recommendation positions, acquiring the relevant driving information of the (i + 1) th vehicle, and determining the final driving position from the driving recommendation positions of the lane where the ith vehicle is located and the adjacent lane according to the relevant driving information of the (i + 1) th vehicle; wherein the relevant travel information of the (i + 1) th vehicle includes: the current driving lane of the (i + 1) th vehicle, lane lines on two sides of the (i + 1) th vehicle and vehicle information around the (i + 1) th vehicle.
6. The method according to claim 1, wherein after the controlling the i +1 vehicle to travel at the final travel position, the method further comprises:
and controlling the i +2 th vehicle and the ith vehicle to run on the same lane.
7. The method according to claim 6, wherein the controlling the i +2 th vehicle and the i vehicle to travel in the same lane specifically comprises:
controlling a driving lane of the (i + 2) th vehicle according to the driving lane of the (i) th vehicle;
and determining the final driving position of the (i + 2) th vehicle according to the final driving position of the (i + 1) th vehicle.
8. The method according to claim 7, wherein the determining the final driving position of the (i + 2) th vehicle according to the final driving position of the (i + 1) th vehicle specifically comprises:
if the final driving position of the (i + 1) th vehicle is the lane where the (i) th vehicle is located, determining the final driving position of the (i + 2) th vehicle according to the final driving position of the (i + 1) th vehicle and the regular interval; wherein the distance between the final driving position of the (i + 2) th vehicle and the final driving position of the (i + 1) th vehicle meets the legal distance;
if the final driving position of the (i + 1) th vehicle is the adjacent lane of the (i) th vehicle, determining the final driving position of the (i + 2) th vehicle according to the driving position of the (i) th vehicle and the mapping position of the final driving position of the (i + 1) th vehicle relative to the lane where the (i) th vehicle is located; wherein the distance between the final driving position of the (i + 2) th vehicle and the driving position of the ith vehicle meets the legal distance, and the final driving position of the (i + 2) th vehicle does not exceed the mapping position.
9. The method according to claim 1, wherein the controlling the i +1 vehicles to travel at the final travel position further comprises:
monitoring whether a vehicle comes by using a tail vehicle in the intelligent vehicle group;
and if so, controlling the intelligent vehicle group to run in the same lane.
10. A formation driving control system for an intelligent vehicle group is characterized by comprising:
the acquisition module is used for acquiring the speed and airflow information of the ith vehicle in the intelligent vehicle group; wherein i belongs to P and is an odd number, and P is the total number of vehicles of the intelligent vehicle group;
the first determining module is used for determining a wake vortex area of the ith vehicle according to the vehicle speed of the ith vehicle and the airflow information;
the second determination module is used for determining a driving recommendation position of the lane where the ith vehicle is located and/or an adjacent lane according to the wake vortex area of the ith vehicle; wherein the driving recommendation position is a position recommending the i +1 th vehicle to drive in;
the third determination module is used for determining the final driving position of the (i + 1) th vehicle from the driving recommendation positions of the lane where the ith vehicle is located and/or the adjacent lane;
and the control module is used for controlling the i +1 vehicle to run at the final running position according to the relevant running information of the i +1 vehicle, so that the i +1 vehicle runs in the tail vortex region of the i vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210524097.0A CN114973767B (en) | 2022-05-13 | 2022-05-13 | Formation driving control method and system for intelligent vehicle group |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210524097.0A CN114973767B (en) | 2022-05-13 | 2022-05-13 | Formation driving control method and system for intelligent vehicle group |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114973767A true CN114973767A (en) | 2022-08-30 |
| CN114973767B CN114973767B (en) | 2023-07-11 |
Family
ID=82983080
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210524097.0A Active CN114973767B (en) | 2022-05-13 | 2022-05-13 | Formation driving control method and system for intelligent vehicle group |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114973767B (en) |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009248865A (en) * | 2008-04-09 | 2009-10-29 | Toyota Motor Corp | Vehicle group traveling controller |
| JP2012201132A (en) * | 2011-03-23 | 2012-10-22 | Toyota Motor Corp | Traveling control device |
| US20160272204A1 (en) * | 2015-03-16 | 2016-09-22 | Toyota Jidosha Kabushiki Kaisha | Driving control device |
| WO2017119541A1 (en) * | 2016-01-07 | 2017-07-13 | 엘지전자 주식회사 | Vehicle driving assistance apparatus and vehicle comprising same |
| CN110167810A (en) * | 2017-01-13 | 2019-08-23 | 本田技研工业株式会社 | Vehicle control system, control method for vehicle and vehicle control program |
| CN110703779A (en) * | 2019-10-12 | 2020-01-17 | 北京汽车集团有限公司 | Method, device and equipment for adjusting running distance |
| CN111164532A (en) * | 2017-10-07 | 2020-05-15 | 威伯科有限公司 | Method for arranging vehicles in a fleet of vehicles and control system for performing the method |
| JP2021049821A (en) * | 2019-09-24 | 2021-04-01 | 日野自動車株式会社 | Control device and control method |
| CN112689859A (en) * | 2018-09-18 | 2021-04-20 | 采埃孚商用车系统汉诺威有限公司 | Method for coordinating a vehicle group, evaluation unit, vehicle and vehicle group |
| CN113104036A (en) * | 2021-04-01 | 2021-07-13 | 武汉理工大学 | Vehicle cooperative formation control method based on undirected network system |
-
2022
- 2022-05-13 CN CN202210524097.0A patent/CN114973767B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009248865A (en) * | 2008-04-09 | 2009-10-29 | Toyota Motor Corp | Vehicle group traveling controller |
| JP2012201132A (en) * | 2011-03-23 | 2012-10-22 | Toyota Motor Corp | Traveling control device |
| US20160272204A1 (en) * | 2015-03-16 | 2016-09-22 | Toyota Jidosha Kabushiki Kaisha | Driving control device |
| WO2017119541A1 (en) * | 2016-01-07 | 2017-07-13 | 엘지전자 주식회사 | Vehicle driving assistance apparatus and vehicle comprising same |
| CN110167810A (en) * | 2017-01-13 | 2019-08-23 | 本田技研工业株式会社 | Vehicle control system, control method for vehicle and vehicle control program |
| CN111164532A (en) * | 2017-10-07 | 2020-05-15 | 威伯科有限公司 | Method for arranging vehicles in a fleet of vehicles and control system for performing the method |
| CN112689859A (en) * | 2018-09-18 | 2021-04-20 | 采埃孚商用车系统汉诺威有限公司 | Method for coordinating a vehicle group, evaluation unit, vehicle and vehicle group |
| JP2021049821A (en) * | 2019-09-24 | 2021-04-01 | 日野自動車株式会社 | Control device and control method |
| CN110703779A (en) * | 2019-10-12 | 2020-01-17 | 北京汽车集团有限公司 | Method, device and equipment for adjusting running distance |
| CN113104036A (en) * | 2021-04-01 | 2021-07-13 | 武汉理工大学 | Vehicle cooperative formation control method based on undirected network system |
Non-Patent Citations (2)
| Title |
|---|
| 王靖宇;刘畅;李胜;胡兴军;: "队列行驶三辆汽车外流场的数值模拟", 重庆交通大学学报(自然科学版), vol. 26, no. 05, pages 138 - 141 * |
| 马芳武;王佳伟;杨昱;沈昱成;刘振泽;: "网联车辆协同编队控制系统研究", 汽车工程, vol. 42, no. 07, pages 860 - 866 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114973767B (en) | 2023-07-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110155046B (en) | Automatic emergency braking hierarchical control method and system | |
| US10297151B2 (en) | Traffic lights control for fuel efficiency | |
| US9487212B1 (en) | Method and system for controlling vehicle with automated driving system | |
| CN109878513A (en) | Defensive driving strategy generation method, device, equipment and storage medium | |
| CN111959286B (en) | Method, device and medium for controlling sliding energy recovery intensity of electric automobile | |
| US8063755B2 (en) | Method and device for assisting a driver in developing a fuel-saving driving style | |
| CN103625472B (en) | Intelligent cruise controls device and method | |
| CN104773172A (en) | Apparatus and computer program for controlling vehicle tracking target vehicle | |
| CN109760675A (en) | Predict method, apparatus, storage medium and the terminal device of track of vehicle | |
| CN108749814B (en) | Intelligent driving vehicle running control method | |
| SE538458C2 (en) | Method, apparatus and system comprising the apparatus for supporting the creation of vehicle trains | |
| CN106800023A (en) | Method, device and vehicle for adaptive cruise control | |
| CN103158704A (en) | Drive mode guide system for vehicle and method thereof | |
| CN105185112A (en) | Driving behavior analysis and recognition method and system | |
| CN103481889A (en) | Apparatus and method for speed control on a curved road in a smart cruise control system | |
| US8401784B2 (en) | Course evaluation apparatus and course evaluation method | |
| CN112652179B (en) | Bus priority passing signal control method and system under cooperative vehicle and road environment | |
| Barth et al. | The potential role of vehicle automation in reducing traffic-related energy and emissions | |
| CN114170825B (en) | Green wave vehicle speed calculation method and device | |
| CN106710269A (en) | Vehicle driving data processing method and device | |
| Dvorkin et al. | Determining the greenhouse gas emissions benefit of an adaptive cruise control system using real-world driving data | |
| CN114889625A (en) | Method for establishing vehicle following model at road curve based on safe potential field theory | |
| CN108898857B (en) | Intersection motor vehicle green light interval setting method considering safety and reliability | |
| CN112277944B (en) | Road cruising method, device and medium | |
| CN114973767A (en) | Formation driving control method and system for intelligent vehicle group |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |