WO2013147682A1 - Apparatus and method for enhancing fuel utilization during forward travel of a vehicle - Google Patents

Apparatus and method for enhancing fuel utilization during forward travel of a vehicle Download PDF

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Publication number
WO2013147682A1
WO2013147682A1 PCT/SE2013/050315 SE2013050315W WO2013147682A1 WO 2013147682 A1 WO2013147682 A1 WO 2013147682A1 SE 2013050315 W SE2013050315 W SE 2013050315W WO 2013147682 A1 WO2013147682 A1 WO 2013147682A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
forward travel
devices
lead
optimal
Prior art date
Application number
PCT/SE2013/050315
Other languages
French (fr)
Inventor
Tony Sandberg
Original Assignee
Scania Cv Ab
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to EP13768215.9A priority Critical patent/EP2830919A4/en
Publication of WO2013147682A1 publication Critical patent/WO2013147682A1/en

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Classifications

    • G05D1/695—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0023—Planning or execution of driving tasks in response to energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/16—Driving resistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2754/00—Output or target parameters relating to objects
    • B60W2754/10—Spatial relation or speed relative to objects
    • B60W2754/30—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/147—Trailers, e.g. full trailers or caravans

Definitions

  • the invention concerns a method for enhancing fuel utilization during forward travel of a vehicle.
  • the invention also concerns a computer program product containing program code for a computer to implement a method according to the invention.
  • the invention also concerns an apparatus and a motor vehicle that is equipped with the apparatus.
  • the drag on a trailing vehicle depends in large measure on the distance to the lead vehicle. In principle, it can be said that the shorter the distance to a lead vehicle, the less drag, with the result that fuel consumption by the trailing vehicle can be reduced. In those cases where two or more vehicles are involved in a so-called convoy, i.e. when trailing vehicles drive relatively proximate to lead vehicles, the fuel consumption of said vehicles can be reduced by, for example, 5-15%. Driving vehicles in a convoy can thus reduce fuel costs fairly significantly.
  • a control system to automatically maintain a distance, chosen by a driver, to a lead vehicle.
  • a system can comprise an actuating device, such as a lever, with which the driver can manually set a position that corresponds to a given time or to a given distance forward to a lead vehicle.
  • said actuating device can have five different positions that correspond to discrete increments of distance between 10 and 75 meters. These can correspond to times within the range of 1-3 seconds. In a first position, the trailing vehicle is driven in such a way that it will be ca. 1 second behind said lead vehicle.
  • the trailing vehicle In a fifth position, the trailing vehicle can be driven in such a way that it will be ca. 3 seconds behind said lead vehicle.
  • This system is automated in the trailing vehicle.
  • a driver can alternatively choose to drive his vehicle himself at a given distance to the lead vehicle. This can occur in a conventional manner by accelerating or braking the vehicle. It can then be difficult and taxing to try to maintain a constant suitable relative distance to a lead vehicle manually. It is currently difficult for a driver to know what distance constitutes an optimal distance to a lead vehicle, as it is not possible for him to take into account parameters such as the front area of the lead vehicle, vehicle velocity, air temperature, etc. Both the incentive and knowledge needed to drive a trailing vehicle in such a way that fuel consumption can be reduced are thus lacking in a convoy.
  • US 20100007728 describes a system for detecting objects in a field of vision located in front of or behind a vehicle, wherein a surroundings-sensing process is carried out by a radar sensor. A radar signal generated thereby is used for analysis, and a video sensor is arranged so as to carry out a surroundings-sensing process.
  • One object of the present invention is to provide a new and advantageous method for enhancing fuel utilization during forward travel of a vehicle.
  • a method for enhancing fuel utilization during forward travel of a vehicle comprises the steps of:
  • the method can further comprise the step of: - determining characteristics of lead vehicles by means of imaging. For example, a front area of a lead vehicle can be determined by means of image processing. Furthermore, a load configuration of a lead vehicle can be determined. A precise and automatic way of determining important characteristics that could serve as the basis for a calculation to determine an optimal distance to a lead vehicle is thereby achieved.
  • the method can further comprise the step of:
  • the method can further comprise the step of:
  • a GPS receiver is used in the vehicle.
  • sensors intended for this purpose in the vehicle can determine a prevailing vehicle velocity.
  • the determined vehicle velocity is usually essentially equal to that of a lead vehicle when the vehicles are involved in a convoy.
  • a precise and automated way of determining important parameters that can serve as the basis for a calculation to determine an optimal distance to a lead vehicle is thereby achieved.
  • Said optimal position can comprise the relative distance between the vehicles and/or an associated mutual lateral positioning.
  • the invention can also take into account a mutual lateral positioning in a direction of travel between two vehicles. In certain circumstances it can be advantageous for a trailing vehicle to drive obliquely behind a lead vehicle at a certain distance.
  • the method can further comprise the step of:
  • said basis to the driver of the vehicle, e.g. in the form of distance indications.
  • Said basis can be presented visually and/or by audio means and/or tactilely using suitable feedback devices.
  • the method can further comprise the step of:
  • the method can further comprise the step of:
  • Said adaptation of the forward travel of the vehicle can occur in predetermined discrete increments. Said adaptation of the forward travel of the vehicle can occur non-incrementally.
  • the method is easy to implement in existing motor vehicles.
  • Software for enhancing fuel efficiency during the forward travel of a vehicle according to the invention can be installed in a control unit in the vehicle in connection with its manufacture. A purchaser of the vehicle can thus be given the opportunity to choose the function of the method as an option.
  • software containing program code for carrying out the innovative method for enhancing fuel utilization during forward travel of a vehicle can be installed in the control unit in connection with an upgrade at a service station. In this case, the software can be loaded into a memory in the control unit. Implementing the innovative method is thus cost-effective, particularly as no additional components need to be installed in the vehicle according to one aspect of the invention. The necessary hardware currently already exists and is disposed in the vehicle. The invention thus offers a cost-effective solution to the problems described above.
  • Software containing program code for enhancing fuel utilization during forward travel of a vehicle can easily be updated or replaced. Furthermore, different parts of the software that contain program code for enhancing fuel utilization during forward travel of a vehicle can be replaced independently of one another. This modular configuration is advantageous from a maintenance standpoint.
  • an apparatus for enhancing fuel utilization during forward travel of a vehicle comprises:
  • the apparatus can further comprise:
  • the apparatus can further comprise:
  • the apparatus can further comprise:
  • said optimal position can comprise the relative distances of the vehicles and/or an associated mutual lateral positioning.
  • the apparatus can further comprise:
  • the apparatus can further comprise:
  • the device can further comprise:
  • the apparatus can further comprise:
  • the apparatus can further comprise:
  • a motor vehicle that contains the apparatus for enhancing fuel utilization during forward travel of a vehicle.
  • the motor vehicle can be a goods vehicle, bus or car.
  • a computer program is furnished for enhancing fuel utilization during forward travel of a vehicle, wherein said computer program contains program code stored on a computer-readable medium to cause an electronic control unit or another computer connected to the electronic control unit to carry out the steps according to any of claims 1- 10.
  • a computer program is furnished for enhancing fuel utilization during forward travel of a vehicle, wherein said computer program contains program code for causing an electronic control unit or another computer connected to the electronic control unit to carry out the steps according to any of claims 1-10.
  • a computer program product is furnished comprising a program code, stored on a computer-readable medium, to carry out the method steps according to any of claims 1- 0, when said computer program is run on an electronic control unit or another computer connected to the electronic control unit.
  • FIG 2 schematically illustrates an apparatus in the vehicle shown in Figure 1 according to an embodiment of the invention
  • FIGS. 3a-3d schematically illustrate various feedback methods according to a number of embodiments of the invention.
  • Figure 4a schematically illustrates a flow diagram of a method according to an embodiment of the invention
  • Figure 4b schematically illustrates, in additional detail, a flow diagram of a method according to an embodiment of the invention.
  • Figure 5 schematically illustrates a computer according to an embodiment of the invention.
  • a side view of a vehicle 100 is shown with reference to Figure 1.
  • the exemplary vehicle 100 consists of a tractor 110 and a trailer 112.
  • the vehicle can be a heavy vehicle, such as a goods vehicle or bus.
  • the vehicle can alternatively be a car.
  • link refers herein to a communications link, which can be a physical line, such as an opto-electronic communication line, or a non- physical line, such as a wireless connection, for example a radio or microwave link.
  • the term “convoy” refers herein to a number of vehicles, e.g. goods vehicles, which are driven one after another at a distance that is less than a predetermined value, e.g. 50 meters, 25 meters or 10 meters. Said distance is a maximum distance at which reduced drag on a trailing vehicle can be achieved. This distance depends on the sizes and shapes of the vehicles.
  • An apparatus 299 is shown in the vehicle 100 with reference to Figure 2. The apparatus 299 is disposed on the tractor 110.
  • the vehicles that are involved in a convoy can each be equipped with an apparatus 299.
  • An arbitrary vehicle can thus be a vehicle that is driving first in the convoy or a trailing vehicle.
  • the subsystem 299 comprises a control unit 200.
  • the control unit 200 comprises electronics and software that are described in further detail with reference to Figure 5.
  • the control unit 200 is arranged so as to determine a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint.
  • the control unit 200 is arranged so as to furnish a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle.
  • the control unit 200 is arranged so as to adapt the forward travel of the vehicle in accordance with the basis thus furnished.
  • the control unit 200 is arranged so as to determine characteristics of lead vehicles by means of imaging.
  • the control unit 200 is arranged so as to furnish characteristics of the vehicle itself.
  • the control unit 200 is arranged so as to determine a vehicle velocity.
  • the control unit 200 is arranged so as to present the driver of the vehicle with said basis, e.g. in the form of distance indications.
  • the control unit 200 is arranged so as to continuously assess the forward travel of the vehicle from an optimal positioning standpoint.
  • the control unit 200 is arranged so as to continuously present the driver with results from said assessment of the forward travel of the vehicle from an optimal positioning standpoint
  • a computer device 210 is arranged for communication with the control unit 200 via a link L210.
  • the computer device 210 can be removably connected to the control unit 200.
  • the computer device 210 can be arranged so as to be powered by means of a battery already present in the vehicle, such as a 24V battery, which are often present on current heavy vehicles.
  • the computer device 210 can be a control unit external to the vehicle 100.
  • the computer device 210 can be a conventional portable computer.
  • the computer device 210 can be arranged so as to carry out method steps according to the invention.
  • the computer device 210 can be used to load software over to the control unit 200, particularly software for carrying out the innovative method.
  • the computer device 210 can alternatively be arranged for communication with the control unit 200 via an internal network in the vehicle.
  • the computer device 210 can be arranged so as to carry out essentially the same functions as the first control unit 200, such as determining a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint, furnish a basis for adapting the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle, and adapt the forward travel of the vehicle according to the basis thus furnished.
  • a GPS unit 220 is arranged for communication with the control unit 200 via a link L220.
  • the GPS unit 220 is arranged so as to continuously determine a prevailing position for the vehicle 100.
  • the GPS unit 220 is arranged so as to continuously transmit signals S220 containing information about a prevailing position of the vehicle 100 to the control unit 200 via the link L220.
  • the apparatus 299 is arranged so as to continuously transmit information containing data regarding a prevailing position to a trailing vehicle.
  • the vehicle 100 can also be equipped with sensors (not shown) that can determine information about vehicle velocity and vehicle acceleration (as well as retardation).
  • the apparatus 299 can further be arranged so as to determine information containing data about a desired velocity or upcoming braking. This information can be communicated to a trailing vehicle automatically.
  • a control system on a trailing vehicle can thus obtain said data and automatically control, for example, its engine, transmission and/or a brake system so as to maintain a certain distance and/or lateral position relative to the lead vehicle.
  • the vehicle 100 is equipped with a radar system (not shown).
  • the radar system can be arranged so as to continuously determine a distance to a lead vehicle.
  • a distance to a lead vehicle can thus be set automatically, whereupon a control system on the vehicle can automatically control the operation of the vehicle so that a desired distance forward to a lead vehicle is achieved. This can occur in dependence upon a distance chosen by the driver of the trailing vehicle.
  • Sensor devices 230 are arranged for communication with the control unit 200 via a link L230a.
  • the sensor devices 230 are arranged so as to continuously record field of vision images.
  • the sensor devices 230 are arranged so as to continuously generate signals S230 containing vehicle information in the form of field of vision images.
  • the sensor devices 230 are arranged so as to continuously transmit a signal S230 containing said vehicle information in the form of field of vision images to the control unit 200 via the link L230a.
  • said sensor devices 230 are arranged so as to transmit signals S230 containing vehicle information in the form of field of vision images to the computer 210 via a link L230b in real time. Said sensor devices 230 are thus arranged so as to transfer vehicle information in the form of field of vision images directly to said computer 210 via the link L230b in real time.
  • Said sensor devices 230 can consist of a camera.
  • Said sensor devices 230 can consist of a video camera.
  • Said sensor devices 230 can consist of a web camera.
  • the control unit 200 is arranged so as to receive at least one image containing vehicle information from said sensor devices 230.
  • the control unit 200 is arranged so as to process at least one image in order to determine, e.g. a front area FA of said lead vehicle.
  • the control unit 200 is arranged so as to determine, according to stored routines, what type of vehicle said lead vehicle is, e.g. a car, goods vehicle or bus.
  • the control unit 200 is further arranged so as to determine, according to stored routines, the shape of any trailer on the lead vehicle.
  • the control unit 200 is arranged so as to furnish characteristics for the vehicle itself, such as a front area of the vehicle itself. This information can be found stored in a memory in the control unit 200.
  • Feedback devices 240 are arranged for communication with the control unit 200 via a link L240. Said feedback devices include a display screen 240. The feedback devices 240 can be arranged so as to feed back information, in real time or intermittently, about how the vehicle is being operated from a fuel consumption standpoint.
  • the control apparatus 200 is arranged so as to determine the forward travel of the vehicle from an optimal positioning standpoint and generate information about how a prevailing fuel consumption could be improved, e.g. by braking or accelerating the vehicle so as to achieve an advantageous relative distance to a lead vehicle. This can occur in various ways, as are described for example in the description with reference to Figures 3a - 3d below.
  • the display device can be arranged so as to display multiple windows for visual feedback simultaneously. A driver in a trailing vehicle can thus, by means of suitable devices, choose which feedback(s) he wishes to have displayed. The sizes of the windows for the respective displayed feedbacks can be adjusted in a suitable manner.
  • Said display devices 240 can include a removable connected display screen.
  • the screen can consist of a touchscreen.
  • Said display devices 240 can constitute an integral component of the instrument panel or control section of the vehicle.
  • Said feedback devices 240 can include a loudspeaker so that audio feedback can be provided.
  • synthesized speech or various audio tones can inform the driver as to how the forward travel of the vehicle could be changed to achieve lower fuel consumption.
  • feedback can occur in such a way that an optimal distance to a lead vehicle is communicated to the driver.
  • the driver can thus manually adjust the forward travel of the vehicle in such a way that a distance to a lead vehicle reaches said optimal distance.
  • feedback can occur in such a way that it is suggested to the driver that he change a discrete automatic distance setting on a control device 260 from a prevailing position to a position that better corresponds to a distance that is deemed to be the optimal distance.
  • Communication devices 250 are arranged for communication with the control unit 200 via the link L250a. Said communication devices 250 are arranged so as to receive the signal S230 containing said vehicle information from a lead vehicle. Said communication devices 250 are also arranged so as to transmit a signal S230 to a trailing vehicle.
  • the communication devices 250 according to one example can be arranged for wireless communication, and thus to transmit said information using the 802.11 ABGN standard.
  • the communication devices 250 according to one example can be arranged for wireless communication as per 802.11 P.
  • the sensor devices 230 are arranged for communication with the communication devices 250 via a link L230c.
  • the sensor devices 230 are arranged so as to continuously record field of vision images.
  • the sensor devices 230 are arranged so as to continuously generate signals S230 containing vehicle information in the form of field of vision images.
  • the sensor devices 230 are arranged so as to continuously transmit a signal S230 containing said vehicle information in the form of field of vision images to the communication devices 250 via the link L230c.
  • the control devices 260 are arranged for communication with the control unit 200 via a link L260.
  • Said control devices 260 can include a regulator for setting a desired distance to a lead vehicle, as described above. A driver can thereby manually set a discrete position of said regulator, whereupon the control unit 200 is arranged so as to control the vehicle in such a way that a distance to a lead vehicle that corresponds to the distance desired by the driver is achieved. Said control devices 260 can also be arranged for a non-incremental adjustment of the automatic maintaining of a desired distance relative to the leading vehicle.
  • Figure 3a schematically illustrates an auxiliary means for the driver in adapting the forward travel of the vehicle to enhance fuel utilization by the vehicle.
  • Said feedback devices are presented herein in the form of a display screen on which images from a camera 230 are displayed in real time.
  • a lead vehicle 100 is thereby filmed and displayed.
  • the control device 200 is arranged so as to continuously show a superimposed image with support structures 310a and 310b.
  • Said support structures 310a and 310b are generated continuously by the control unit 200, and their respective positions can be used by the driver to adapt the forward travel of the vehicle.
  • the trailing vehicle will have an optimal position from a fuel consumption standpoint.
  • the support structures 310a and 310b do not touch said outer edges of a lead vehicle 100, and the driver thus needs to adapt the forward travel of the vehicle in order to optimize its fuel consumption.
  • Figure 3b schematically illustrates feedback devices 240 in the form of a display screen.
  • the display screen 240 is arranged so as to present an assessment of the performance of the driver, i.e. how well he is operating his vehicle. Said assessment can be presented continuously or intermittently.
  • the driver is given a grade in the form of a number of stars out of a maximum possible number of stars. In this case it is indicated that the driver is receiving four stars out of a maximum possible five stars, which means that the driver is operating his vehicle in a relatively proper manner.
  • Figure 3c schematically illustrates the feedback devices 240 in the form of a display screen.
  • the display screen 240 is arranged so as to continuously present a graph that represents a calculated fuel consumption C (liters per hour) as a function of the distance D (in meters) to a lead vehicle.
  • the prevailing relative distance of the vehicle to the lead vehicle can be indicated in the graph. In this case a prevailing distance to a lead vehicle is indicated by a square at 340.
  • a driver can thus, by means of visual feedback, be implicitly urged to adapt the forward travel of the vehicle so that an optimal position O can be achieved.
  • Said optimal position O is represented here by a circle at 350. It may be that said optimal position O is not the actual optimal position for the trailing vehicle. This is done in order to take into consideration a safety aspect, in connection with which a driver of said trailing vehicle must not, for safety reasons, be urged to drive too close to the lead vehicle.
  • a closest permissible distance is indicated in Figure 3c by a broken line S.
  • FIG. 3d schematically illustrates an embodiment of the feedback devices 240.
  • the feedback devices 240 comprise three lamps 380a, 380b and 380c. Each of these lamps is arranged so as to light with the colors red, yellow and green, respectively. Only one of the lamps 380a, 380b and 380c can be lit at any given time.
  • a single lamp 240 can be present. According to this example, said lamp can light with any of said colors.
  • the control unit 200 is arranged so as to control the operation of said lamps 380a-380c.
  • the green lamp 380c can be lit when it is determined that the trailing vehicle is located at a distance to the lead vehicle, which distance falls within a given range in which acceptable fuel consumption is considered to prevail.
  • the yellow lamp 380b can be lit when it is determined that the trailing vehicle is located at a distance to the lead vehicle, which distance falls within a given range in which acceptable fuel consumption is not considered to prevail.
  • the red lamp 380a can be lit when it is determined that the trailing vehicle is located at a distance to the lead vehicle, which distance falls within a given range in which a safety risk is considered to be present with regard to a prevailing relative distance between the vehicles.
  • FIG. 4a schematically illustrates a flow diagram of a method for enhancing fuel utilization during forward travel of a vehicle according to an embodiment of the invention.
  • the method comprises a first method step s401.
  • the step s401 comprises the steps of:
  • the method is concluded after the step s401.
  • Figure 4b schematically illustrates a flow diagram of a method for enhancing fuel utilization during forward travel of a vehicle according to an embodiment of the invention.
  • the method comprises a first method step s410.
  • the method step s410 comprises the step of furnishing characteristics and the parameter values.
  • the step s410 can thus include the step of furnishing characteristics of lead vehicles by means of imaging.
  • At least one image of a lead vehicle can be generated by means of the sensor devices 230, e.g. in the form of a camera.
  • a signal S230 containing data representing said images can be transmitted via the link L230 to the control unit 200.
  • the control unit 200 is arranged so as to determine, via image processing, a front area FA of said lead vehicle.
  • the control unit 200 is arranged so as to determine, via image processing, what type of vehicle the lead vehicle is, e.g. a car, goods vehicle or bus.
  • the control unit 200 is further arranged so as to determine, by means of image processing, the shape of any trailer on the lead vehicle.
  • the control unit 200 is arranged so as to furnish characteristics of the vehicle itself, such as a front area for the vehicle itself. This information can be found stored in a memory in the control unit 200.
  • a number of parameters can further be determined by means of various sensors on the vehicle.
  • One example of such a parameter is a temperature of the ambient air.
  • Another example of such a parameter is a prevailing vehicle velocity.
  • Another example of such a parameter is a density of the ambient air.
  • Yet another example of such a parameter is a wind direction and wind force of the ambient air.
  • control unit 200 can receive information from the lead vehicle by means of the communication devices 250.
  • Said information can include data about how the vehicle will be operated in the future, e.g. if the vehicle will begin braking, and how forceful that braking will be.
  • Said information can be generated by a control unit on the lead vehicle.
  • the method step s420 comprises the step of determining a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint.
  • the control unit 200 is arranged so as to determine said position on the basis of characteristics and parameters that are furnished in method step s410.
  • a subsequent method step s430 is carried out.
  • the method step s430 comprises the step of furnishing a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle.
  • a subsequent method step s440 is carried out.
  • the method step s440 comprises the step of adapting the forward travel of the vehicle according to the basis thus furnished. This can be done manually by the driver or automatically by means of the control unit 200, which can thereby control the operation of the engine, transmission and/or brake system of the vehicle.
  • a subsequent method step s450 is carried out.
  • the method step s450 comprises the step of continuously assessing the forward travel of the vehicle from an optimal positioning standpoint. This is carried out by the control unit 200. By comparing a prevailing position relative to a lead vehicle with a calculated optimal position, said assessment can be performed continuously.
  • the control unit 200 is arranged so as to continuously perform calculations in accordance with a stored model to determine said optimal position of the trailing vehicle. After the method step s440, a subsequent method step s460 is carried out.
  • the method step s460 comprises the step of continuously presenting the driver with results from said assessment of the forward travel of the vehicle from an optimal positioning standpoint. This can occur in various ways. Several examples are furnished with reference to the description of Figures 3a-3d. After the method step s460, the method is concluded.
  • the control units 200 and 210 which are described with reference to Figure 2 can, in an embodiment, include the apparatus 500.
  • the apparatus 500 comprises a non-volatile memory 520, a data-processing unit 510 and a read/write memory 550.
  • the non-volatile memory 520 has a first memory section 530 in which a computer program, such as an operating system, is stored to control the function of the apparatus 500.
  • the apparatus 500 further comprises a bus controller, a serial communication port, I/O devices, an A/D converter, a time and date input and transfer unit, an event counter and a termination controller (not shown).
  • the non-volatile memory 520 also has a second memory section 540.
  • a computer program P is furnished that contains routines for determining an optimal position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint.
  • the program P contains routines for furnishing a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position of the vehicle relative to said lead vehicle.
  • the program P contains routines for adapting the forward travel of the vehicle according to the basis thus furnished.
  • the program P contains routines for determining characteristics of a lead vehicle by means of imaging.
  • the program P contains routines for furnishing characteristics of the vehicle itself.
  • the program P contains routines for determining a vehicle velocity.
  • the program P contains routines for presenting the driver of the vehicle with said basis, e.g. in the form of distance indications.
  • the program P contains routines for continuously assessing the forward travel of the vehicle from an optimal positioning standpoint.
  • the program P contains routines for continuously presenting the driver with results from said assessment of the forward travel of the vehicle from an optimal positioning standpoint.
  • the program P can be stored in an executable form or in a compressed form in a memory 560 and/or in a read/write memory 550.
  • the data-processing unit 510 executes a certain part of the program that is stored in the memory 560, or a certain part of the program that is stored in the read/write memory 550.
  • the data-processing device 510 can communicate with a data port 599 via a data bus 515.
  • the non-volatile memory 520 is intended to communicate with the data-processing unit 510 via a data bus 512.
  • the separate memory 560 is intended to communicate with the data-processing unit 510 via a data bus 511.
  • the read/write memory 550 is arranged so as to communicate with the data-processing unit 510 via a data bus 514.
  • the links L210, L220, L230a, L230b, L230c, L240, L250 and L260 can be connected to the data port 599 (see Figure 2).
  • signals received at the data port 599 contain information [about] a front area of a lead vehicle, the velocity of the vehicle, wind force and wind direction and the density of the air.
  • the signals received at the data port 599 can be used by the apparatus 500 to determine an optimal position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint;
  • Parts of the methods described herein can be carried out by the apparatus 500 with the help of the data-processing unit 510, which runs the program stored in the memory 560 or the read/write memory 550.
  • the apparatus 500 runs the program, the methods described herein are executed.

Abstract

The invention concerns a method for enhancing fuel utilization during forward travel of a vehicle (100; 110). The method comprises the steps of: - determining (s420) a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint; - furnishing (s430) a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle; and - adapting (s440) the forward travel of the vehicle in accordance with the basis thus furnished. The invention also concerns a computer program product containing program code (P) for a computer (200; 210) for implementing a method according to the invention. The invention also concerns an apparatus and a motor vehicle (100; 110) that is equipped with the apparatus.

Description

APPARATUS AND METHOD FOR ENHANCING FUEL UTILIZATION DURING FORWARD TRAVEL OF A VEHICLE
TECHNICAL FIELD OF THE INVENTION
The invention concerns a method for enhancing fuel utilization during forward travel of a vehicle. The invention also concerns a computer program product containing program code for a computer to implement a method according to the invention. The invention also concerns an apparatus and a motor vehicle that is equipped with the apparatus.
BACKGROUND For vehicles today, drag during travel is a factor that affects fuel consumption, particularly in, for example, goods vehicles or other relatively large vehicles that have a large front area.
The drag on a trailing vehicle depends in large measure on the distance to the lead vehicle. In principle, it can be said that the shorter the distance to a lead vehicle, the less drag, with the result that fuel consumption by the trailing vehicle can be reduced. In those cases where two or more vehicles are involved in a so-called convoy, i.e. when trailing vehicles drive relatively proximate to lead vehicles, the fuel consumption of said vehicles can be reduced by, for example, 5-15%. Driving vehicles in a convoy can thus reduce fuel costs fairly significantly.
Current vehicles can be equipped with radar technology to measure a distance to a lead vehicle. Some vehicles can also be equipped with a control system to automatically maintain a distance, chosen by a driver, to a lead vehicle. According to one example, such a system can comprise an actuating device, such as a lever, with which the driver can manually set a position that corresponds to a given time or to a given distance forward to a lead vehicle. According to one embodiment, said actuating device can have five different positions that correspond to discrete increments of distance between 10 and 75 meters. These can correspond to times within the range of 1-3 seconds. In a first position, the trailing vehicle is driven in such a way that it will be ca. 1 second behind said lead vehicle. In a fifth position, the trailing vehicle can be driven in such a way that it will be ca. 3 seconds behind said lead vehicle. This system is automated in the trailing vehicle. A driver can alternatively choose to drive his vehicle himself at a given distance to the lead vehicle. This can occur in a conventional manner by accelerating or braking the vehicle. It can then be difficult and taxing to try to maintain a constant suitable relative distance to a lead vehicle manually. It is currently difficult for a driver to know what distance constitutes an optimal distance to a lead vehicle, as it is not possible for him to take into account parameters such as the front area of the lead vehicle, vehicle velocity, air temperature, etc. Both the incentive and knowledge needed to drive a trailing vehicle in such a way that fuel consumption can be reduced are thus lacking in a convoy.
US 20100007728 describes a system for detecting objects in a field of vision located in front of or behind a vehicle, wherein a surroundings-sensing process is carried out by a radar sensor. A radar signal generated thereby is used for analysis, and a video sensor is arranged so as to carry out a surroundings-sensing process. SUMMARY OF THE INVENTION
One object of the present invention is to provide a new and advantageous method for enhancing fuel utilization during forward travel of a vehicle.
Another object of the invention is to provide a new and advantageous apparatus and a new and advantageous computer program for enhancing fuel utilization during forward travel of a vehicle. Yet another object of the invention is to provide a method, an apparatus and a computer program to create a user-friendly aid for a driver so that he can drive his vehicle in an efficient manner, taking into account a lead vehicle and drag. Yet another object of the invention is to provide an alternative method, an alternative apparatus and an alternative computer program for enhancing fuel utilization during forward travel of a trailing vehicle in a convoy.
These objects are achieved by a method for enhancing fuel utilization during forward travel of a vehicle according to claim 1.
According to one aspect of the invention, a method for enhancing fuel utilization during forward travel of a vehicle is achieved. The method comprises the steps of:
- determining a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint;
- furnishing a basis for adapting the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle;
- adapting the forward travel of the vehicle in accordance with the basis thus furnished.
The method can further comprise the step of: - determining characteristics of lead vehicles by means of imaging. For example, a front area of a lead vehicle can be determined by means of image processing. Furthermore, a load configuration of a lead vehicle can be determined. A precise and automatic way of determining important characteristics that could serve as the basis for a calculation to determine an optimal distance to a lead vehicle is thereby achieved.
The method can further comprise the step of:
- furnishing characteristics for the vehicle itself. Data representing said characteristics can be stored in a memory in a control unit in the vehicle. A precise and automated way of determining important characteristics of the vehicle itself that can serve as the basis for a calculation to determine an optimal distance to a lead vehicle is thereby achieved. The method can further comprise the step of:
- determining a vehicle velocity. This can occur in various ways. According to one example, a GPS receiver is used in the vehicle. Alternatively, sensors intended for this purpose in the vehicle can determine a prevailing vehicle velocity. The determined vehicle velocity is usually essentially equal to that of a lead vehicle when the vehicles are involved in a convoy. A precise and automated way of determining important parameters that can serve as the basis for a calculation to determine an optimal distance to a lead vehicle is thereby achieved. Said optimal position can comprise the relative distance between the vehicles and/or an associated mutual lateral positioning. Even though the description here pertains mainly to finding an optimal distance to a lead vehicle and continuously, intermittently or in an appropriate instance feeding back a result from an assessment of how the driver is driving his vehicle, the invention can also take into account a mutual lateral positioning in a direction of travel between two vehicles. In certain circumstances it can be advantageous for a trailing vehicle to drive obliquely behind a lead vehicle at a certain distance. The method can further comprise the step of:
- presenting said basis to the driver of the vehicle, e.g. in the form of distance indications. Said basis can be presented visually and/or by audio means and/or tactilely using suitable feedback devices.
The method can further comprise the step of:
- continuously assessing the forward travel of the vehicle from an optimal positioning standpoint.
This can be carried out by means of routines stored in a control unit in the vehicle.
The method can further comprise the step of:
- continuously presenting the driver with the results of said assessment of the forward travel of the vehicle from an optimal positioning standpoint.
Said adaptation of the forward travel of the vehicle can occur in predetermined discrete increments. Said adaptation of the forward travel of the vehicle can occur non-incrementally. The method is easy to implement in existing motor vehicles. Software for enhancing fuel efficiency during the forward travel of a vehicle according to the invention can be installed in a control unit in the vehicle in connection with its manufacture. A purchaser of the vehicle can thus be given the opportunity to choose the function of the method as an option. Alternatively, software containing program code for carrying out the innovative method for enhancing fuel utilization during forward travel of a vehicle can be installed in the control unit in connection with an upgrade at a service station. In this case, the software can be loaded into a memory in the control unit. Implementing the innovative method is thus cost-effective, particularly as no additional components need to be installed in the vehicle according to one aspect of the invention. The necessary hardware currently already exists and is disposed in the vehicle. The invention thus offers a cost-effective solution to the problems described above.
Software containing program code for enhancing fuel utilization during forward travel of a vehicle can easily be updated or replaced. Furthermore, different parts of the software that contain program code for enhancing fuel utilization during forward travel of a vehicle can be replaced independently of one another. This modular configuration is advantageous from a maintenance standpoint.
According to one aspect of the invention, an apparatus for enhancing fuel utilization during forward travel of a vehicle is provided. The apparatus comprises:
- devices for determining a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint;
- devices for furnishing a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle;
- devices for adapting the forward travel of the vehicle according to the basis thus furnished.
The apparatus can further comprise:
- devices for determining characteristics of lead vehicles by means of imaging. The apparatus can further comprise:
- devices for furnishing characteristics of the vehicle itself.
The apparatus can further comprise:
- devices for determining a vehicle velocity. According to one aspect of the invention, said optimal position can comprise the relative distances of the vehicles and/or an associated mutual lateral positioning. The apparatus can further comprise:
- devices for presenting said basis to the driver of the vehicle in the form of e.g. distance indications.
The apparatus can further comprise:
- devices to continuously assess the forward travel of the vehicle from an optimal positioning standpoint.
The device can further comprise:
- devices for continuously presenting the driver with results of said assessment of the forward travel of the vehicle from an optimal positioning standpoint.
The apparatus can further comprise:
- devices for adapting the forward travel of the vehicle in predetermined discrete increments.
The apparatus can further comprise:
- devices for adapting the forward travel of the vehicle non-incrementally. The foregoing objects are achieved by a motor vehicle that contains the apparatus for enhancing fuel utilization during forward travel of a vehicle. The motor vehicle can be a goods vehicle, bus or car.
According to one aspect of the invention, a computer program is furnished for enhancing fuel utilization during forward travel of a vehicle, wherein said computer program contains program code stored on a computer-readable medium to cause an electronic control unit or another computer connected to the electronic control unit to carry out the steps according to any of claims 1- 10.
According to one aspect of the invention, a computer program is furnished for enhancing fuel utilization during forward travel of a vehicle, wherein said computer program contains program code for causing an electronic control unit or another computer connected to the electronic control unit to carry out the steps according to any of claims 1-10. According to one aspect of the invention, a computer program product is furnished comprising a program code, stored on a computer-readable medium, to carry out the method steps according to any of claims 1- 0, when said computer program is run on an electronic control unit or another computer connected to the electronic control unit.
Further objects, advantages and new features of the present invention will be apparent to one skilled in the art based on the following details, and through practice of the invention. While the invention is described below, it should be noted that the invention is not limited to the specifically described details. One skilled in the art who has access to the teaching herein will recognize additional applications, modifications and incorporations in other areas, which are within the scope of the invention.
GENERAL DESCRIPTION OF THE DRAWINGS
For a more complete understanding of the present invention and the additional objects and advantages thereof, reference is now made to the following detailed description, which is to be read along with the accompanying drawings, in which the same reference designations refer to the same parts in the various figures, and in which: Figure 1 schematically illustrates a vehicle according to an embodiment of the invention;
Figure 2 schematically illustrates an apparatus in the vehicle shown in Figure 1 according to an embodiment of the invention;
Figures 3a-3d schematically illustrate various feedback methods according to a number of embodiments of the invention;
Figure 4a schematically illustrates a flow diagram of a method according to an embodiment of the invention;
Figure 4b schematically illustrates, in additional detail, a flow diagram of a method according to an embodiment of the invention; and
Figure 5 schematically illustrates a computer according to an embodiment of the invention.
DETAILED DESCRIPTION OF THE FIGURES
A side view of a vehicle 100 is shown with reference to Figure 1. The exemplary vehicle 100 consists of a tractor 110 and a trailer 112. The vehicle can be a heavy vehicle, such as a goods vehicle or bus. The vehicle can alternatively be a car.
The term "link" refers herein to a communications link, which can be a physical line, such as an opto-electronic communication line, or a non- physical line, such as a wireless connection, for example a radio or microwave link.
The term "convoy" refers herein to a number of vehicles, e.g. goods vehicles, which are driven one after another at a distance that is less than a predetermined value, e.g. 50 meters, 25 meters or 10 meters. Said distance is a maximum distance at which reduced drag on a trailing vehicle can be achieved. This distance depends on the sizes and shapes of the vehicles. An apparatus 299 is shown in the vehicle 100 with reference to Figure 2. The apparatus 299 is disposed on the tractor 110.
The vehicles that are involved in a convoy can each be equipped with an apparatus 299. An arbitrary vehicle can thus be a vehicle that is driving first in the convoy or a trailing vehicle.
The subsystem 299 comprises a control unit 200. The control unit 200 comprises electronics and software that are described in further detail with reference to Figure 5.
The control unit 200 is arranged so as to determine a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint. The control unit 200 is arranged so as to furnish a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle. The control unit 200 is arranged so as to adapt the forward travel of the vehicle in accordance with the basis thus furnished. The control unit 200 is arranged so as to determine characteristics of lead vehicles by means of imaging. The control unit 200 is arranged so as to furnish characteristics of the vehicle itself. The control unit 200 is arranged so as to determine a vehicle velocity. The control unit 200 is arranged so as to present the driver of the vehicle with said basis, e.g. in the form of distance indications. The control unit 200 is arranged so as to continuously assess the forward travel of the vehicle from an optimal positioning standpoint. The control unit 200 is arranged so as to continuously present the driver with results from said assessment of the forward travel of the vehicle from an optimal positioning standpoint.
A computer device 210 is arranged for communication with the control unit 200 via a link L210. The computer device 210 can be removably connected to the control unit 200. The computer device 210 can be arranged so as to be powered by means of a battery already present in the vehicle, such as a 24V battery, which are often present on current heavy vehicles. The computer device 210 can be a control unit external to the vehicle 100. The computer device 210 can be a conventional portable computer. The computer device 210 can be arranged so as to carry out method steps according to the invention. The computer device 210 can be used to load software over to the control unit 200, particularly software for carrying out the innovative method. The computer device 210 can alternatively be arranged for communication with the control unit 200 via an internal network in the vehicle. The computer device 210 can be arranged so as to carry out essentially the same functions as the first control unit 200, such as determining a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint, furnish a basis for adapting the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle, and adapt the forward travel of the vehicle according to the basis thus furnished.
A GPS unit 220 is arranged for communication with the control unit 200 via a link L220. The GPS unit 220 is arranged so as to continuously determine a prevailing position for the vehicle 100. The GPS unit 220 is arranged so as to continuously transmit signals S220 containing information about a prevailing position of the vehicle 100 to the control unit 200 via the link L220.
The apparatus 299 is arranged so as to continuously transmit information containing data regarding a prevailing position to a trailing vehicle. The vehicle 100 can also be equipped with sensors (not shown) that can determine information about vehicle velocity and vehicle acceleration (as well as retardation). The apparatus 299 can further be arranged so as to determine information containing data about a desired velocity or upcoming braking. This information can be communicated to a trailing vehicle automatically. A control system on a trailing vehicle can thus obtain said data and automatically control, for example, its engine, transmission and/or a brake system so as to maintain a certain distance and/or lateral position relative to the lead vehicle. According to one embodiment, the vehicle 100 is equipped with a radar system (not shown). The radar system can be arranged so as to continuously determine a distance to a lead vehicle. A distance to a lead vehicle can thus be set automatically, whereupon a control system on the vehicle can automatically control the operation of the vehicle so that a desired distance forward to a lead vehicle is achieved. This can occur in dependence upon a distance chosen by the driver of the trailing vehicle. Sensor devices 230 are arranged for communication with the control unit 200 via a link L230a. The sensor devices 230 are arranged so as to continuously record field of vision images. The sensor devices 230 are arranged so as to continuously generate signals S230 containing vehicle information in the form of field of vision images. The sensor devices 230 are arranged so as to continuously transmit a signal S230 containing said vehicle information in the form of field of vision images to the control unit 200 via the link L230a.
According to an alternative embodiment, said sensor devices 230 are arranged so as to transmit signals S230 containing vehicle information in the form of field of vision images to the computer 210 via a link L230b in real time. Said sensor devices 230 are thus arranged so as to transfer vehicle information in the form of field of vision images directly to said computer 210 via the link L230b in real time. Said sensor devices 230 can consist of a camera. Said sensor devices 230 can consist of a video camera. Said sensor devices 230 can consist of a web camera.
The control unit 200 is arranged so as to receive at least one image containing vehicle information from said sensor devices 230. The control unit 200 is arranged so as to process at least one image in order to determine, e.g. a front area FA of said lead vehicle. The control unit 200 is arranged so as to determine, according to stored routines, what type of vehicle said lead vehicle is, e.g. a car, goods vehicle or bus. The control unit 200 is further arranged so as to determine, according to stored routines, the shape of any trailer on the lead vehicle. The control unit 200 is arranged so as to furnish characteristics for the vehicle itself, such as a front area of the vehicle itself. This information can be found stored in a memory in the control unit 200.
Feedback devices 240 are arranged for communication with the control unit 200 via a link L240. Said feedback devices include a display screen 240. The feedback devices 240 can be arranged so as to feed back information, in real time or intermittently, about how the vehicle is being operated from a fuel consumption standpoint.
The control apparatus 200 is arranged so as to determine the forward travel of the vehicle from an optimal positioning standpoint and generate information about how a prevailing fuel consumption could be improved, e.g. by braking or accelerating the vehicle so as to achieve an advantageous relative distance to a lead vehicle. This can occur in various ways, as are described for example in the description with reference to Figures 3a - 3d below. According to one embodiment, the display device can be arranged so as to display multiple windows for visual feedback simultaneously. A driver in a trailing vehicle can thus, by means of suitable devices, choose which feedback(s) he wishes to have displayed. The sizes of the windows for the respective displayed feedbacks can be adjusted in a suitable manner.
Said display devices 240 can include a removable connected display screen. The screen can consist of a touchscreen. Said display devices 240 can constitute an integral component of the instrument panel or control section of the vehicle.
Said feedback devices 240 can include a loudspeaker so that audio feedback can be provided. According to one example, synthesized speech or various audio tones can inform the driver as to how the forward travel of the vehicle could be changed to achieve lower fuel consumption.
According to one example, feedback can occur in such a way that an optimal distance to a lead vehicle is communicated to the driver. The driver can thus manually adjust the forward travel of the vehicle in such a way that a distance to a lead vehicle reaches said optimal distance.
According to another example, feedback can occur in such a way that it is suggested to the driver that he change a discrete automatic distance setting on a control device 260 from a prevailing position to a position that better corresponds to a distance that is deemed to be the optimal distance.
Communication devices 250 are arranged for communication with the control unit 200 via the link L250a. Said communication devices 250 are arranged so as to receive the signal S230 containing said vehicle information from a lead vehicle. Said communication devices 250 are also arranged so as to transmit a signal S230 to a trailing vehicle. The communication devices 250 according to one example can be arranged for wireless communication, and thus to transmit said information using the 802.11 ABGN standard. The communication devices 250 according to one example can be arranged for wireless communication as per 802.11 P.
According to one embodiment, the sensor devices 230 are arranged for communication with the communication devices 250 via a link L230c. The sensor devices 230 are arranged so as to continuously record field of vision images. The sensor devices 230 are arranged so as to continuously generate signals S230 containing vehicle information in the form of field of vision images. The sensor devices 230 are arranged so as to continuously transmit a signal S230 containing said vehicle information in the form of field of vision images to the communication devices 250 via the link L230c.
The control devices 260 are arranged for communication with the control unit 200 via a link L260.
Said control devices 260 can include a regulator for setting a desired distance to a lead vehicle, as described above. A driver can thereby manually set a discrete position of said regulator, whereupon the control unit 200 is arranged so as to control the vehicle in such a way that a distance to a lead vehicle that corresponds to the distance desired by the driver is achieved. Said control devices 260 can also be arranged for a non-incremental adjustment of the automatic maintaining of a desired distance relative to the leading vehicle.
Figure 3a schematically illustrates an auxiliary means for the driver in adapting the forward travel of the vehicle to enhance fuel utilization by the vehicle.
Said feedback devices are presented herein in the form of a display screen on which images from a camera 230 are displayed in real time. A lead vehicle 100 is thereby filmed and displayed. The control device 200 is arranged so as to continuously show a superimposed image with support structures 310a and 310b. Said support structures 310a and 310b are generated continuously by the control unit 200, and their respective positions can be used by the driver to adapt the forward travel of the vehicle. When said support structures 310a and 310b are touching the outer edges of a lead vehicle 100, the trailing vehicle will have an optimal position from a fuel consumption standpoint. According to this example the support structures 310a and 310b do not touch said outer edges of a lead vehicle 100, and the driver thus needs to adapt the forward travel of the vehicle in order to optimize its fuel consumption.
Figure 3b schematically illustrates feedback devices 240 in the form of a display screen. The display screen 240 is arranged so as to present an assessment of the performance of the driver, i.e. how well he is operating his vehicle. Said assessment can be presented continuously or intermittently.
According to this embodiment, the driver is given a grade in the form of a number of stars out of a maximum possible number of stars. In this case it is indicated that the driver is receiving four stars out of a maximum possible five stars, which means that the driver is operating his vehicle in a relatively proper manner. Figure 3c schematically illustrates the feedback devices 240 in the form of a display screen. The display screen 240 is arranged so as to continuously present a graph that represents a calculated fuel consumption C (liters per hour) as a function of the distance D (in meters) to a lead vehicle. The prevailing relative distance of the vehicle to the lead vehicle can be indicated in the graph. In this case a prevailing distance to a lead vehicle is indicated by a square at 340.
A driver can thus, by means of visual feedback, be implicitly urged to adapt the forward travel of the vehicle so that an optimal position O can be achieved. Said optimal position O is represented here by a circle at 350. It may be that said optimal position O is not the actual optimal position for the trailing vehicle. This is done in order to take into consideration a safety aspect, in connection with which a driver of said trailing vehicle must not, for safety reasons, be urged to drive too close to the lead vehicle. A closest permissible distance is indicated in Figure 3c by a broken line S.
Figure 3d schematically illustrates an embodiment of the feedback devices 240. According to this example, the feedback devices 240 comprise three lamps 380a, 380b and 380c. Each of these lamps is arranged so as to light with the colors red, yellow and green, respectively. Only one of the lamps 380a, 380b and 380c can be lit at any given time.
Alternatively, a single lamp 240 can be present. According to this example, said lamp can light with any of said colors.
The control unit 200 is arranged so as to control the operation of said lamps 380a-380c. The green lamp 380c can be lit when it is determined that the trailing vehicle is located at a distance to the lead vehicle, which distance falls within a given range in which acceptable fuel consumption is considered to prevail. The yellow lamp 380b can be lit when it is determined that the trailing vehicle is located at a distance to the lead vehicle, which distance falls within a given range in which acceptable fuel consumption is not considered to prevail. The red lamp 380a can be lit when it is determined that the trailing vehicle is located at a distance to the lead vehicle, which distance falls within a given range in which a safety risk is considered to be present with regard to a prevailing relative distance between the vehicles.
According to this example, the yellow lamp 380b is lit, which means that the driver should adapt the forward travel of the vehicle in such a way that its fuel consumption is improved and the green lamp 380c lights. Figure 4a schematically illustrates a flow diagram of a method for enhancing fuel utilization during forward travel of a vehicle according to an embodiment of the invention. The method comprises a first method step s401. The step s401 comprises the steps of:
- determining a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint;
- furnishing a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle;
- adapting the forward travel of the vehicle in accordance with the basis thus furnished.
The method is concluded after the step s401.
Figure 4b schematically illustrates a flow diagram of a method for enhancing fuel utilization during forward travel of a vehicle according to an embodiment of the invention.
The method comprises a first method step s410. The method step s410 comprises the step of furnishing characteristics and the parameter values. The step s410 can thus include the step of furnishing characteristics of lead vehicles by means of imaging. At least one image of a lead vehicle can be generated by means of the sensor devices 230, e.g. in the form of a camera. A signal S230 containing data representing said images can be transmitted via the link L230 to the control unit 200. The control unit 200 is arranged so as to determine, via image processing, a front area FA of said lead vehicle. The control unit 200 is arranged so as to determine, via image processing, what type of vehicle the lead vehicle is, e.g. a car, goods vehicle or bus. The control unit 200 is further arranged so as to determine, by means of image processing, the shape of any trailer on the lead vehicle. The control unit 200 is arranged so as to furnish characteristics of the vehicle itself, such as a front area for the vehicle itself. This information can be found stored in a memory in the control unit 200. A number of parameters can further be determined by means of various sensors on the vehicle. One example of such a parameter is a temperature of the ambient air. Another example of such a parameter is a prevailing vehicle velocity. Another example of such a parameter is a density of the ambient air. Yet another example of such a parameter is a wind direction and wind force of the ambient air.
It is also important to continuously determine a prevailing distance to the lead vehicle. This can be accomplished by means of, e.g. a radar unit furnished on the vehicle.
Furthermore, the control unit 200 can receive information from the lead vehicle by means of the communication devices 250. Said information can include data about how the vehicle will be operated in the future, e.g. if the vehicle will begin braking, and how forceful that braking will be. Said information can be generated by a control unit on the lead vehicle.
After the method step s410, a subsequent method step s420 is carried out. The method step s420 comprises the step of determining a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint. The control unit 200 is arranged so as to determine said position on the basis of characteristics and parameters that are furnished in method step s410. After the method step s420, a subsequent method step s430 is carried out.
The method step s430 comprises the step of furnishing a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle. After the method step s430, a subsequent method step s440 is carried out. The method step s440 comprises the step of adapting the forward travel of the vehicle according to the basis thus furnished. This can be done manually by the driver or automatically by means of the control unit 200, which can thereby control the operation of the engine, transmission and/or brake system of the vehicle. After the method step s440, a subsequent method step s450 is carried out.
The method step s450 comprises the step of continuously assessing the forward travel of the vehicle from an optimal positioning standpoint. This is carried out by the control unit 200. By comparing a prevailing position relative to a lead vehicle with a calculated optimal position, said assessment can be performed continuously. The control unit 200 is arranged so as to continuously perform calculations in accordance with a stored model to determine said optimal position of the trailing vehicle. After the method step s440, a subsequent method step s460 is carried out.
The method step s460 comprises the step of continuously presenting the driver with results from said assessment of the forward travel of the vehicle from an optimal positioning standpoint. This can occur in various ways. Several examples are furnished with reference to the description of Figures 3a-3d. After the method step s460, the method is concluded.
With reference to Figure 5, a diagram is presented of an embodiment of an apparatus 500. The control units 200 and 210, which are described with reference to Figure 2 can, in an embodiment, include the apparatus 500. The apparatus 500 comprises a non-volatile memory 520, a data-processing unit 510 and a read/write memory 550. The non-volatile memory 520 has a first memory section 530 in which a computer program, such as an operating system, is stored to control the function of the apparatus 500. The apparatus 500 further comprises a bus controller, a serial communication port, I/O devices, an A/D converter, a time and date input and transfer unit, an event counter and a termination controller (not shown). The non-volatile memory 520 also has a second memory section 540.
A computer program P is furnished that contains routines for determining an optimal position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint. The program P contains routines for furnishing a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position of the vehicle relative to said lead vehicle. The program P contains routines for adapting the forward travel of the vehicle according to the basis thus furnished. The program P contains routines for determining characteristics of a lead vehicle by means of imaging. The program P contains routines for furnishing characteristics of the vehicle itself. The program P contains routines for determining a vehicle velocity. The program P contains routines for presenting the driver of the vehicle with said basis, e.g. in the form of distance indications. The program P contains routines for continuously assessing the forward travel of the vehicle from an optimal positioning standpoint. The program P contains routines for continuously presenting the driver with results from said assessment of the forward travel of the vehicle from an optimal positioning standpoint.
The program P can be stored in an executable form or in a compressed form in a memory 560 and/or in a read/write memory 550.
When it is stated that the data-processing unit 510 performs a given function, it is to be understood that the data-processing unit 510 executes a certain part of the program that is stored in the memory 560, or a certain part of the program that is stored in the read/write memory 550.
The data-processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended to communicate with the data-processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data-processing unit 510 via a data bus 511. The read/write memory 550 is arranged so as to communicate with the data-processing unit 510 via a data bus 514. For example, the links L210, L220, L230a, L230b, L230c, L240, L250 and L260 can be connected to the data port 599 (see Figure 2).
When data are received at the data port 599, they are stored temporarily in the second memory section 540. Once received input data have been stored temporarily, the data-processing unit 510 is arranged so as to execute code in a manner as described above. According to one embodiment, signals received at the data port 599 contain information [about] a front area of a lead vehicle, the velocity of the vehicle, wind force and wind direction and the density of the air.
The signals received at the data port 599 can be used by the apparatus 500 to determine an optimal position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint;
- furnish a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle; and
- adapt the forward travel of the vehicle in accordance with the basis thus furnished.
Parts of the methods described herein can be carried out by the apparatus 500 with the help of the data-processing unit 510, which runs the program stored in the memory 560 or the read/write memory 550. When the apparatus 500 runs the program, the methods described herein are executed.
The foregoing description of the preferred embodiments of the present invention has been furnished for illustrative and descriptive purposes. It is not intended to be exhaustive, or to limit the invention to the variants described. Many modifications and variations will obviously be apparent to one skilled in the art. The embodiments have been chosen and described in order to best explicate the principles of the invention and its practical applications, and to thereby enable one skilled in the art to understand the invention in terms of its various embodiments and with the various modifications that are applicable to its intended use.

Claims

1. A method for enhancing fuel utilization during forward travel of a vehicle (100; 110),
characterized by the steps of:
- determining (s420) a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint;
- furnishing (s430) a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle; - adapting (s440) the forward travel of the vehicle in accordance with the basis thus furnished.
2. A method according to claim 1 , further comprising the step of:
- determining (s410) characteristics of lead vehicles by means of imaging.
3. A method according to claim 2, further comprising the step of:
- furnishing (s410) characteristics of the vehicle itself.
4. A method according to any of the preceding claims, further comprising the step of:
- determining (s410) a vehicle velocity.
5. A method according to any of the preceding claims, wherein said optimal position comprises the relative distances of the vehicles and/or an associated mutual lateral positioning.
6. A method according to any of the preceding claims, further comprising the step of:
- presenting said basis to the driver of the vehicle, e.g. in the form of distance indications.
7. A method according to any of the preceding claims, further comprising the step of:
- continuously (s450) assessing the forward travel of the vehicle from an optimal positioning standpoint.
8. A method according to claim 7, further comprising the step of:
- continuously presenting (s460) the driver with results from said assessment of the forward travel of the vehicle from an optimal positioning standpoint.
9. A method according to any of the preceding claims, wherein said adaptation of the forward travel of the vehicle occurs in predetermined discrete increments.
10. A method according to any of claims 1-8, wherein said adaptation of the forward travel of the vehicle occurs non-incrementally.
11. An apparatus for enhancing fuel utilization during forward travel of a vehicle (100; 110),
characterized by
- devices (200; 210; 500) for determining a position of the vehicle relative to a lead vehicle, which position is optimal from a fuel utilization standpoint;
- devices (200; 210; 500; 240) for furnishing a basis for an adaptation of the forward travel of the vehicle to the thus determined optimal position relative to said lead vehicle;
- devices (200; 210; 500; 260) for adapting the forward travel of the vehicle in accordance with the basis thus furnished.
12. An apparatus according to claim 11 , further comprising:
- devices (200; 210; 500; 230) for determining characteristics of lead vehicles by means of imaging.
13. An apparatus according to claim 11 or 12, further comprising:
- devices (200; 210; 500) for furnishing characteristics of the vehicle itself.
14. An apparatus according to any of claims 10-13, further comprising:
- devices (200; 210; 500) for determining a vehicle velocity.
15. An apparatus according to any of claims 11-14, wherein said optimal position comprises the relative distances of the vehicles and/or an associated mutual lateral positioning.
16. An apparatus according to any of claims 11-15, further comprising:
- devices (200; 210; 500; 240) for presenting the driver of the vehicle with said basis, e.g. in the form of distance indications.
17. An apparatus according to any of claims 11-16, further comprising:
- devices (200; 210; 500) for continuously assessing the forward travel of the vehicle from an optimal positioning standpoint.
18. An apparatus according to claim 17, further comprising:
- devices (200; 210; 500; 240) for continuously presenting the driver with results from said assessment of the forward travel of the vehicle from an optimal positioning standpoint.
19. An apparatus according to any of claims 11-18, further comprising:
- devices (200; 210; 500; 260) for adapting the forward travel of the vehicle in predetermined discrete increments.
20. An apparatus according to any of claims 11-18, further comprising:
- devices (200; 210; 500; 260) for adapting the forward travel of the vehicle non-incrementally.
21. A motor vehicle (100; 110) containing an apparatus according to any of claims 11-20.
22. A motor vehicle (100; 110) according to claim 21 , wherein the vehicle is a goods vehicle, bus or car.
23. A computer program (P) for enhancing fuel utilization during forward travel of a vehicle (100; 110), wherein said computer program (P) contains program code stored on a computer-readable medium to cause an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500) to carry out the steps according to any of claims 1-10.
24. A computer program product containing a program code stored on a computer-readable medium for carrying out the method steps according to any of claims 1-10 when said computer program is run on an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500).
PCT/SE2013/050315 2012-03-27 2013-03-21 Apparatus and method for enhancing fuel utilization during forward travel of a vehicle WO2013147682A1 (en)

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SE1250295A SE537447C2 (en) 2012-03-27 2012-03-27 Device and method for streamlining fuel utilization during the speed of a vehicle

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EP2830919A1 (en) 2015-02-04
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SE537447C2 (en) 2015-05-05

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