BR102016012726A2 - METHOD AND CONTROL UNIT IN A GROUP OF COORDINATED VEHICLES - Google Patents

Description

“METHOD AND CONTROL UNIT IN A COORDINATED VEHICLE GROUP” TECHNICAL FIELD

[0001] This document reveals a control unit and a method on a control unit comprised of a group of coordinated vehicles in a formation. More particularly, a method and a control unit is provided for maintaining the formation of the coordinated vehicle group while passing through a traffic control structure.

GROUNDS

An emerging technology is to drive vehicles such as, for example, buses, in coordinated vehicle groups, or vehicle trains. This technology is sometimes referred to as Rapid Transit Bus (BRT). BRT is a bus-based mass transit system that can be considered a "surface subway" that seeks to combine the capacity and speed of a subway with the flexibility, lower cost and simplicity of a bus system.

[0003] In some BRT concepts, a ring line in a city center may have a group of coordinated vehicles running on the same traffic line in order to increase transport capacity, for example at the busiest and busiest hours. .

In some other concepts, coordinated vehicle groups may be departing individually from different suburbs, joining in a common vehicle train when they arrive in the city center and then driving together similar to trolley cars across the city center, for example. meanwhile providing high transport capacity in the city center. The group of coordinated vehicles can then split and continue to different final destinations.

When vehicles are coordinated and are driving together in a vehicle train, communication may be made between vehicles by means of vehicle-to-vehicle (V2V) communication. Thereby, information may be transmitted from the first vehicle to the following other vehicles, for example when the first vehicle brakes. Also other steering commands such as acceleration or turning can be transmitted from the first vehicle to the other vehicles in the group. Hereby, the driver of the first vehicle in the coordinated group can effectively drive all vehicles in the coordinated group of vehicles, making the other drivers redundant, much like how a tram driver is capable of driving a tram train comprising several wagons. This makes it possible to carry more passengers per required driver. Alternatively, drivers of tracking vehicles in the coordinated group can pause driving and, for example, control passenger ticket validation, etc.

However, when several vehicles are coordinated in a group in this way, the vehicle train becomes quite long compared to the length of a single vehicle. This creates particular problems while driving in an urban environment where a plurality of traffic lights, detours, stops and other traffic control structures. For example, if a traffic light is about to change to a red light when the vehicle group is passing, there may be a problem. If the last vehicles in the coordinated group are driving against the red light, vehicles that cross (green light) may not realize the situation and may continue driving, resulting in an accident. On the other hand, if the first vehicle in the coordinate group passes the traffic light before switching to a red light and the other vehicles stop before the traffic light when it has changed to a red light, then the group is no longer coordinated. In the event that drivers of the other vehicles in the group are not present, it may not even be possible to continue driving the vehicles.

Document WO2013143621 relates to vehicle platoon formation and traffic light control. The traffic lights then adapt the change time between green / red signal based on vehicle platoon speed, alternatively transmit time values to vehicles and adapt speed accordingly. However, the document does not prohibit dividing the vehicle platoon into two parts, nor does it provide a solution to avoid such division.

Document US2010256835 also describes communication between a vehicle and a traffic light, for example in order to let a vehicle platoon request an extension of the green light period to allow all vehicles in the platoon to pass. However, the document does not prohibit dividing the vehicle platoon into two parts, nor does it provide a solution to avoid such division.

Document JP2012238169 describes a function for estimating whether all vehicles in a vehicle platoon are capable of passing a traffic light during a green period. If it is estimated that the signal is about to turn red before all vehicles in the platoon have passed, the vehicles may stop before the traffic light. However, no adaptation of switching time between green / red signal is described. Nor is it described how the driver in the first vehicle receives this information.

Document JP2000331282 describes communication between a traffic light and a first vehicle in a vehicle platoon in order to adapt the green / red changeover time so that the vehicle platoon can overtake during a green signal period.

However, all of the above solutions are geared towards classic vehicle platoons to avoid splitting the platoon. In addition, as such solutions are geared towards truck platoons, which drive high-speed motorways close by to save fuel by reducing air drag, they are not applicable for groups of vehicles dedicated to low-speed public transport in an urban environment. A passenger vehicle, unlike trucks, has to stop and / or accelerate very carefully to avoid accidents and passenger discomfort. For example, there may be passengers standing in the vehicle, or disabled children and / or passengers, which is why rapid acceleration to pass a traffic light is often very inappropriate or even dangerous.

Also, in a conventional vehicle squad, all vehicles always have a driver present in each vehicle. In the coordinated vehicle group described, there may be absolutely no drivers on at least some of the vehicles in the coordinated vehicle group. Thus, it is critical for the coordinated vehicle group not to split the group, while thus not a big problem during conventional platoon formation.

It appears that further development is needed to achieve practical implementation of vehicle groups.

SUMMARY

It is therefore an object of this invention to solve at least some of the above problems and to improve steering in a group of coordinated vehicles.

According to a first aspect of the invention, this objective is achieved by a method on a control unit in a vehicle. The vehicle is comprised of a group of vehicles coordinated in a formation. The method aims to maintain group formation when passing through a traffic control structure. The method comprises detecting the traffic control structure in front of the coordinated vehicle group. Additionally, the method also comprises receiving time information from a structure external to the vehicle regarding the time remaining during which the group may pass the traffic control structure. The method also comprises estimating whether the group is able to pass the traffic control structure during the time information received, based on the group's current vehicle speed. In addition, the method also comprises advising the driver to continue driving when it is estimated that the group is able to pass the traffic control structure, or to stop the group before the traffic control structure when it is estimated that the group is not It is capable of passing through the traffic control structure without dissolving the formation.

According to a second aspect of the invention, this objective is achieved by a control unit in a vehicle. The vehicle is comprised of a group of vehicles coordinated in a formation. The control unit is configured to maintain group formation while passing through a traffic control structure. Additionally, the control unit is configured to detect the traffic control structure in front of the coordinated vehicle group. The control unit is also configured to receive time information from a structure external to the vehicle regarding the time remaining during which the group may pass the traffic control structure. In addition, the control unit is additionally configured to estimate whether the group is capable of passing through the traffic control structure during time information received, based on the group's current vehicle speed. The control unit is additionally configured to warn the driver to continue driving when it is estimated that the group is able to pass through the traffic control structure, or to stop the group before the traffic control structure when it is estimated that the group is not. It is capable of passing through the traffic control structure without dissolving the formation.

Thanks to the described aspects, estimating the remaining time, the vehicles are able to pass through the traffic control structure and, determining if all vehicles in the group are able to pass through the traffic control structure without dissolving the group formation. , it is possible to keep the group together in training, also while driving in a busy urban traffic environment. Through this, vehicles in the coordinated group can be kept together, also in complicated traffic situations likely to occur for urban passenger transport vehicles.

Other advantages and additional unpublished features will become apparent from the following detailed description.

FIGURES

Embodiments of the invention will now be described in further detail with reference to the accompanying figures, wherein: Figure 1 illustrates one embodiment of a group of coordinated vehicles;

Figure 2A illustrates a vehicle interior according to one embodiment;

Figure 2B illustrates a vehicle interior according to one embodiment;

Figure 3 illustrates a vehicle interior and a structure external to the vehicle according to one embodiment;

Figure 4 is a flow chart illustrating one embodiment of the method;

Figure 5 is an illustration depicting a system according to one embodiment.

DETAILED DESCRIPTION

Modes of the invention described herein are defined as a control unit and a method in a control unit, which may be practiced in the embodiments described below. Such embodiments may, however, be exemplified and conceived in many different forms and should not be limited to the examples set forth herein; instead, these illustrative examples of embodiments are provided such that this disclosure is complete and complete.

Still other objectives and features may become apparent from the following detailed description, taken in conjunction with the accompanying drawings. It is to be understood, however, that the drawings are made for illustration purposes only and not as a definition of the limits of the embodiments disclosed herein, to which reference should be made to the appended claims. In addition, the drawings are not necessarily to scale, and unless otherwise indicated, they are merely intended to conceptually illustrate the structures and procedures described herein.

[0022] Figure 1 illustrates a scenario in which several vehicles 100-1,100-2,100-3, driving in a driving direction 105, with an interveicular distance t. The vehicles 100-1, 100-2, 100-3 are coordinated and organized in a group 110.

Vehicle group 110 can be described as a chain of coordinated intercommunicating vehicles 100-1, 100-2, 100-3 traveling at a given interveicular distance t and velocity.

Interveicular distance can be fixed or variable in different modalities. Thus, the distance t may be, for example, a few centimeters, some decimeters, some meters or some tens of meters in some embodiments. Alternatively, each vehicle 100-1, 100-2, 100-3 in group 110 may have a different distance t to the next vehicle, or vehicle ahead 100-1, 100-2, 100-3, than all other vehicles. 100-1, 100-2, 100-3 in the coordinate group 110.

Vehicles 100-1, 100-2, 100-3 may comprise, for example, a multi-passenger vehicle such as a bus, a closed car or any similar vehicle or other transfer means such as a truck or a car, etc. In some embodiments, 100-1, 100-2, 100-3 vehicles may be running on track, and have a train / wagon relationship when organized in group 110, such as a tram, subway, or other similar means for public transportation.

The vehicles 100-1, 100-2, 100-3 in group 110 may comprise vehicles of the same or different types in different embodiments.

100-1, 100-2, 100-3 vehicles may be driver-controlled or autonomously-controlled, driverless vehicles in different modes. However, for clarity, vehicles 100-1, 100-2, 100-3 are subsequently described as having a driver, at least in the vehicle ahead 100-1.

The vehicles 100-1, 100-2, 100-3 in group 110 are coordinated by wireless signal. Such a wireless signal may comprise, or at least be inspired by, wireless communication technology such as Wi-Fi, Wireless Local Area Network (WLAN), Ultramobile Broadband (UMB), Bluetooth (BT), Near Field Communication. (NFC), Radio Frequency Identification (RFID), optical communication such as Infrared Data Association (IrDA) or Ultra Mobile Broadband to name but a few possible examples of wireless communications in some modalities.

In some embodiments, communication between vehicles 100-1, 100-2, 100-3 in group 110 may be by means of vehicle-to-vehicle (V2V) communication, for example, based on Dedicated Communication Devices. Short Range (DSRC). DSRC works in the 5.9 GHz band with 75 MHz bandwidth and approximately 1,000 m range in some modes.

Wireless communication can be done according to any IEEE standard for wireless vehicular communication such as a special IEEE 802.11 mode of operation for vehicular networks called Wireless Access in Vehicle Environments (WAVE). IEEE 802.11p is an extension for 802.11 Wireless LAN Media Access Layer (MAC) and Physical Layer Specification (PHY).

In some modes, when vehicles 100-1, 100-2, 100-3 in group 110 are coordinated and are communicating, the driver of the first vehicle 100-1 drives his own vehicle 100-1 and the other vehicles 100 -2, 100-3 in group 110 are merely following the steering commands of the first vehicle 100-1.

It is hereby important to always keep group 110 of coordinated vehicles 100-1, 100-2, 100-3 together in the group formation created, also, while passing through a traffic control structure such as a traffic light, a detour, a road intersection, a railway crossing, a pedestrian crossing, a road entrance or the like.

This can be done by pre-estimating the arrival at any traffic control structure, whether all vehicles 100-1, 100-2, 100-3 in group 110 are able to pass the traffic control structure. together without dissolving the formation of the group or creating a potentially hazardous traffic situation. If this is not possible according to the estimate, all vehicles 100-1, 100-2, 100-3 in group 110 may stop before the traffic control structure. Alternatively, in some embodiments, a request may be transmitted to the traffic control structure to extend the transit period such as, for example, the green period of a traffic light, so that all vehicles 100-1, 100-2, 100-3 in group 110 can pass through the traffic control structure, keeping the formation of the group intact.

Figure 2A illustrates an example of a scenario as perceived by the driver of vehicle 100-1, that is, the first vehicle 100-1 in group 110 of coordinated vehicles 100-1, 100-2, 100. -3.

Vehicle 100-1 is approaching a traffic control structure 200, illustrated here by a traffic light emitting a green light. In this situation, the driver may not know, without support according to embodiments of the disclosed method, how much time is left before the traffic light turns red, and hence if all vehicles 100-1, 100-2, 100-3 in coordinate group 110 are capable of passing through traffic control structure 200 before changing to red, however, vehicle 100-1 comprises a control unit 210 for maintaining group 110 formation while passing through control structure 200. The control unit 210 can detect and communicate with traffic control structure 200 in order to obtain information regarding the remaining time during which group 110 may pass through traffic control structure 200. In addition, control unit 210 can estimate whether group 110 is able to pass traffic control structure 200 during the received time information, knowing the current vehicle speed of the vehicle 100-1 and thereby also from group 110. Then, the estimate result is transferred to the driver of the vehicle 100-1, either on a monitor 220, a speaker 230, a tactile device, or a combination of these. devices.

Hereby a warning is provided to the driver, advising the driver to continue driving when it is estimated that group 110 is able to pass traffic control structure 200, or stop group 110 of coordinated vehicles 100-1. , 100-2, 100-3 before traffic control structure 200, when it is estimated that group 110 is not able to pass traffic control structure 200 without dissolving the formation.

In the example illustrated, control unit 210 estimates that there is ample time for all coordinate vehicles 100-1, 100-2, 100-3 in group 110 to overtake during the green period of traffic light 200, and therefore issues a warning. for the driver to continue driving and pass the traffic control structure 200. This warning may be provided in a number of different ways and formulations, the example shown is merely illustrative and not limiting.

Figure 2B illustrates an example of a scenario as perceived by the driver of vehicle 100-1, that is, the first vehicle 100-1 in group 110 of coordinated vehicles 100-1, 100-2, 100. -3. Vehicle 100-1 is identical, or substantially identical, to that illustrated and discussed in Figure 2A, but with the difference that control unit 210 estimates that there is not enough time for all vehicles 100-1, 100-2, 100. -3 coordinates in group 110 exceed traffic light 200 and therefore warn the driver to stop vehicle 100-1 before traffic control structure 200 and thereby keep group 110 together in formation. This advice may be provided in many different ways and formulations, the example shown is merely illustrative and not limiting.

[0040] Figure 3 also illustrates an example of a scenario as perceived by the driver of vehicle 100-1, that is, the first vehicle 100-1 in group 110 of coordinated vehicles 100-1, 100-2, 100-3. Vehicle 100-1 may be the same or similar to the previously discussed vehicle 100-1 shown in Figure 2A and Figure 2B.

However, it is illustrated here as a structure external to vehicle 320 can communicate with vehicle 100-1.

Control unit 210 can communicate with the external unit to vehicle 320 via wireless communication based, for example, on any of the previously discussed wireless communication technologies. The vehicle external unit 320 comprises, or is connected to a transceiver 330.

Communication may alternatively be via a wireless interface comprising, or at least being inspired by, radio access technologies such as, for example, 3GPP LTE, LTE-Advanced, E-UTRAN, UMTS, GSM, GSM / EDGE, WCDMA, Time Division Multiple Access (TDMA) Networks, Frequency Division Multiple Access (FDMA) Networks, Orthogonal FDMA Networks (OFDMA), Single Carrier FDMA Networks (SC-FDMA), Worldwide Interoperability for Microwave Access (WiMax), or Ultra Mobile Broadband (UMB), High Speed Packet Access (HSPA), Evolved Universal Terrestrial Radio Access (E-UTRA), Universal Terrestrial Radio Access (UTRA), Network GSM EDGE Radio Access (GERAN), 3GPP2 CDMA technologies, for example, CDMA2000 1x RTT and High Speed Packet Data (FIRPD), or similar, to mention just a few options, over a wireless communication network.

Hereby, the control unit 210 may receive information from the unit external to vehicle 320 regarding the time remaining during which group 110 may pass through the traffic control structure 200. In the case when the traffic control structure 200 comprises a traffic light, the remaining time during which group 110 may exceed is the remaining time period in which the traffic light is green.

In some embodiments, vehicle 100-1 and / or control unit 210 therein may communicate with the external unit to vehicle 320 by transmitting a request to extend the length of time that group 110 may pass through the control structure. Thus, also the vehicle external unit 320 and / or the traffic control structure 200 may adjust the length of time that group 110 may pass through the traffic control structure 200. Also, the outdoor unit vehicle 320 may transmit a confirmation of the requested extended time period for vehicle 100-1 and / or control unit 210 therein, in some embodiments.

Figure 4 illustrates an example of a method 400 according to one embodiment. The flowchart in figure 4 shows method 400 on a control unit 110 on a vehicle 100-1. Vehicle 100-1 is comprised of a group 110 of coordinated vehicles 100-1, 100-2, 100-3 in one formation, that is, one vehicle after another in a row sequence. Method 400 aims to maintain the formation of group 110 while overtaking a traffic control structure 200.

Vehicles 100-1, 100-2, 100-3 in coordinate group 110 may be any arbitrary type of transfer medium. However, in some particular embodiments, vehicles 100-1, 100-2, 100-3 may be vehicles for public passenger transport such as buses or the like.

The traffic control structure 200 may comprise any of a traffic light, which changes between displaying at least green light when it is allowed to pass and red light when it is not allowed to pass; a deviation; a road intersection; a railway crossing; a pedestrian crossing; a road entrance or any similar entity.

In order to properly maintain the formation of group 110 while overtaking a traffic control structure 200, method 400 may comprise several steps 401-407. However, some of these steps 401-407 can be performed only in some alternative modalities, such as step 404, 405 and / or step 406. In addition, steps 401-407 can be performed in a chronological order. little different than numbering suggests. Method 400 may comprise the subsequent steps: Step 401 comprises detecting the traffic control structure 200 in front of the group 110 of coordinate vehicles 100-1, 100-2, 100-3.

Detection can be done, for example, by receiving a signal from the traffic control structure 200 in some embodiments, such as a short-range radio signal, for example, based on Bluetooth in some embodiments.

However, the traffic control structure 200 can be detected by extracting a database, in combination with vehicle geographical positioning 100-1, which can be done, for example, by the Global Positioning System (GPS). , or other similar system for satellite navigation.

Step 402 comprises receiving time information from a structure external to vehicle 320 regarding the time remaining during which group 110 may pass traffic control structure 200.

Time information may be received by radio signals in accordance with any of the wireless interfaces discussed above.

Step 403 comprises estimating whether group 110 is able to pass traffic control structure 200 during received time information 402, based on the current vehicle speed of group 110.

Knowing the distance between the last part of vehicle group 110 and the traffic control structure 200, and also knowing the current vehicle speed of group 110, it can be verified whether vehicle group 110 is able to pass through distance determined between the last part of the vehicle group 110 and the traffic control structure 200 in the time period received from the traffic control structure 200.

The distance between the last part of vehicle group 110 and traffic control structure 200 can be determined by knowing the total length of group 110 of coordinated vehicles 100-1, 100-2, 100-3, including distance t between the respective vehicles 100-1, 100-2, 100-3.

Step 404 can be performed only in some embodiments when it is estimated 403 that group 110 is not able to pass traffic control structure 200 during received time information 402 without dissolving formation based on vehicle speed. Group 110. Step 404 comprises determining whether it is possible to increase the speed of the group 110 vehicle.

In some embodiments, it can be determined whether it is possible to increase group 110 vehicle speed based on a detection of standing passengers on any of the coordinate vehicles 100-1, 100-2, 100-3 in group 110. Standing passengers may be detected by one or more sensors in vehicles 100-1, 100-2, 100-3 in group 110.

Alternatively, in some embodiments, the number of passengers entering their vehicles 100-1, 100-2, 100-3 may be counted by a sensor at their vehicle entrance (or alternatively controlling the number of tickets sold). . The number of standing passengers can be estimated by knowing the number of seats and comparing them with the number of passengers (making the assumption that most passengers prefer to seat if possible). Alternatively, seat sensors may be located on vehicle seats 100-1, 100-2, 100-3, and the number of seated passengers may be subtracted from the number of passengers entering.

The estimation of whether it is possible to increase group 110 speed may also, or alternatively, be based on wheelchair and / or baby carriage detection on any of the vehicles 100-1, 100-2, 100-3 of the group 110.

In addition, seat belt sensors can be used to detect seated passengers with seat belts in place.

Thus, if all passengers are seated and seat belts are in place, a very sudden increase in speed may be allowed. If all passengers are seated, but not with seat belts in place, a more modest speed increase may be applied, while sudden speed increase (as well as sudden braking) may be prevented when there are passengers standing in either vehicle. -1, 100-2, 100-3.

Step 405 can be performed only in some embodiments in which Step 404 has been performed. Step 405 may comprise estimating whether group 110 is capable of passing traffic control frame 200 in received time information 402, based on an increased vehicle speed of group 110.

Even if 404 is determined that it is possible to increase the speed of the group 110 vehicle, a calculation can be made to determine if there is any idea of increasing the speed, that is, whether the group 110 is able to pass through traffic control structure 200 in the available time of information received during driving at increased vehicle speed. If it is concluded that this is not possible, it may be advisable to stop vehicles 100-1, 100-2, 100-3 instead and wait.

Step 406 can be performed only in some embodiments when it is estimated 403 that group 110 is not able to pass traffic control structure 200 during received time information 402 without dissolving the formation. Step 406 may comprise transmitting a request to extend the length of time during which group 110 may pass traffic control structure 200. The formation of group 110 may be maintained by driving, when an acknowledgment of the extended time request is made. received in some ways.

In some embodiments, vehicles 100-1, 100-2, 100-3 in group 110, or one of them, such as, for example, the first vehicle 100-1, may transmit a dedicated wireless signal identifying the vehicle, for example, as a public transport vehicle, or a vehicle comprised in a group 110 of coordinated vehicles 100-1, 100-2, 100-3. The wireless signal may be transmitted on any of the previously mentioned wireless interfaces, or for example by infrared light.

The traffic control structure 200, upon detection of the issued request and identification of the vehicle 100-1 as a vehicle within a group 110 of coordinated vehicles 100-1, 100-2, 100-3, can then extend the time period during which group 110 may pass traffic control structure 200, such as, for example, the green period of a traffic light.

Step 407 comprises advising the driver to continue driving when it is estimated 403 that group 110 is able to pass traffic control structure 200, or to stop group 110 before traffic control structure 200 when it is estimated 403 that group 110 is not able to pass traffic control structure 200 without dissolving the formation.

In some embodiments, in which case the driver attempts to pass traffic control structure 200 when it is estimated 403 that group 110 is not able to pass traffic control structure 200 without dissolving the formation; The warning to stop group 110 may be repeated. In the event that the driver does not stop the vehicle, coordinate vehicles 100-1, 100-2, 100-3 in group 110 may be stopped until the next moment to pass traffic control structure 200, regardless of any driver action according to some modalities.

By this, serious accidents, for example, at an intersection, can be prevented.

In some embodiments, a delay may be determined to be applied to stop the coordinate vehicles 100-1, 100-2, 100-3 in group 110 based on a detection of standing passengers in any of the coordinate vehicles. 100-1, 100-2,100-3 in group 110.

[0073] If passengers are standing, sudden braking can be avoided to avoid accidents between passengers.

Figure 5 illustrates one embodiment of a control unit 210 in a vehicle 100-1. Vehicle 100-1 is comprised of a group 110 of coordinated vehicles 100-1, 100-2, 100-3 in one formation, that is, one vehicle after another in a row sequence. Control unit 210 may perform at least some of the previously described steps 401-407 according to the above-described method 400 and illustrated in Figure 4. Thus, control unit 210 is intended to maintain the formation of group 110 during overrun of a control structure. traffic control 200.

Control unit 210 is configured to detect traffic control structure 200 in front of group 110 of coordinate vehicles 100-1, 100-2, 100-3. Additionally, control unit 210 is configured to receive time information from a structure external to vehicle 320 concerning the time remaining during which group 110 may pass traffic control structure 200. In addition, control unit 210 is configured to estimate whether group 110 is capable of passing traffic control structure 200 during the time information received, based on the current vehicle speed of group 110. Also, control unit 210 is configured to warn the driver. to continue driving when it is estimated that group 110 is able to pass traffic control structure 200, or to stop group 110 before traffic control structure 200, when it is estimated that group 110 is not able to pass structure of traffic control 200 without dissolving the formation.

Additionally, according to some embodiments, the control unit 210 is also configured to determine whether it is possible to increase the vehicle speed of group 110. Moreover, the control unit 210 is configured to estimate whether group 110 It is capable of passing through the traffic control structure 200 in time of the received information, based on an increased group 110 vehicle speed.

Control unit 210 may additionally be configured to determine whether it is possible to increase group 110 vehicle speed based on a detection of standing passengers on any of the coordinate vehicles 100-1, 100-2, 100-3. in group 110.

In some embodiments, control unit 210 may also be configured to transmit a request to extend the length of time that group 110 may pass traffic control frame 200 when it is estimated that group 110 is not. capable of passing through traffic control structure 200 during the time information received without dissolving the formation.

In addition, the control unit 210 may also be configured to repeat the warning to stop group 110 and, in the event of the driver not stopping the vehicle, coordinate vehicles 100-1, 100-2, 100- 3 in group 110 are stopped until the next time allowed to pass traffic control structure 200 regardless of any driver action if the driver attempts to pass traffic control structure 200 when it is estimated that group 110 is not able to pass through traffic control structure 200 without dissolving the formation.

Control unit 210 may additionally be configured to determine a delay to apply to stop coordinate vehicles 100-1, 1002, 100-3 in group 110, based on a detection of standing passengers in either coordinate vehicle. 100-1, 100-2, 100-3 in group 110 in some embodiments.

Control unit 210 comprises a receiver 510 configured to receive time information from a structure external to vehicle 320 regarding the time remaining during which group 110 may pass traffic control structure 200.

Control unit 210 further comprises a processor 520 configured to detect traffic control structure 200 ahead of group 110 of coordinate vehicles 100-1, 100-2, 100-3. Additionally, processor 520 is configured to estimate whether group 110 is able to pass traffic control frame 200 during the time information received, based on the current vehicle speed of group 110.

Also, processor 520 is configured to generate control signals to warn the driver to continue driving when it is estimated that group 110 is able to pass traffic control frame 200, or stop group 110 before frame control. traffic control 200 when it is estimated that group 110 is unable to pass traffic control structure 200 without dissolving the formation.

Such a processor 520 may comprise one or more instances of a processing circuit, that is, a Central Processing Unit (CPU), a processing unit, an Application Specific Integrated Circuit (ASIC), a microprocessor, or other processing logic that can interpret and execute instructions. The term used herein "processor" may thus represent a processing circuit system comprising a plurality of processing circuits, such as, for example, any or all of the foregoing.

In addition, the control unit 210 may comprise a memory 525 in some embodiments. Optional memory 525 may comprise a physical device used to store data or programs, that is, instructional sequences, either temporarily or permanently. In some embodiments, memory 525 may comprise integrated circuits comprising silicon-based transistors. Memory 525 may comprise, for example, a memory card, flash memory, USB memory, hard disk, or other similar volatile or non-volatile storage unit for storing data such as, for example, ROM (Memory Only). PROM (Programmable Read Only Memory), EPROM (PROM

Erasable), EEPROM (Electrically Erasable PROM), etc. in different modalities.

Additionally, control unit 210 may comprise a signal transmitter 530. Signal transmitter 530 may be configured to transmit a signal to be received by the external structure to vehicle 320 in some embodiments.

The previously described steps 401-407 to be performed on control unit 210 may be implemented through one or more processors 520 on control unit 210, together with a computer program product to perform at least some of the functions of steps 401 -407. Thus, a computer program product comprising instructions for performing steps 401407 on control unit 210 may perform method 400 comprising at least some of steps 401-407 for maintaining group 110 formation while passing through a traffic control structure. 200, when the computer program is loaded into one or more processors 520 of control unit 210. The steps described 401-407 thus can be performed by a computer algorithm, machine executable code, non-transient computer readable media. , or software instructions programmed in suitable programmable logic such as processor 520 on control unit 210.

Additionally, some embodiments may comprise a vehicle 100-1, comprising control unit 210, configured to maintain group 110 formation while passing through a traffic control structure 200 in accordance with at least some of steps 401 -. 407.

The above computer program product may be provided, for example, in the form of a data bearer carrying computer program code to perform at least some of steps 401-407 according to some embodiments when it is being loaded in. one or more processors 520 of control unit 210. The data bearer may be, for example, a hard disk, a CD ROM disk, a memory stick, an optical storage device, a magnetic storage device, or any other media. such as a disk or tape that can hold machine readable data in a non-transient manner. The computer program product may furthermore be provided as computer program code on a server and transferred to control unit 210 remotely, for example, via an Internet or Intranet connection.

The terminology used in the description of embodiments as illustrated in the accompanying drawings is not intended to be limiting to the described method 400, control unit 210; computer program and / or vehicle 100-1. Various changes, substitutions and / or changes may be made without departing from the embodiments of the invention as defined by the appended claims.

As used herein, the term "and / or" includes any or all combinations of one or more of the associated items listed. The term "or" as used herein is to be interpreted as a mathematical OU, that is, as an inclusive disjunction; not as an exclusive mathematical OU (XOR) unless expressly stated otherwise. Furthermore, the singular forms "one", "one" and "the", "a" shall be interpreted as "at least one", thus possibly also comprising a plurality of entities of the same type, unless expressly stated other way. It is further to be understood that the terms "includes", "comprises", "including" and / or "comprising" specify the presence of assets, actions, whole parts, steps, operations, elements, and / or components declared, but not prevent the presence or addition of one or more other features, actions, whole parts, steps, operations, elements, components, and / or groups thereof. An individual unit such as, for example, a processor may fulfill the functions of various items cited in the claims. The mere fact that certain measures are cited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to profit. A computer program may be stored / distributed on suitable media, such as optical storage media or solid state media supplied with or as part of other hardware, but may also be distributed in other forms such as via the Internet or other wired or wireless communication system.

Claims (10)

1. Method (400) in a control unit (210) in a vehicle (1001) comprised of a group (110) of coordinated vehicles (100-1, 100-2, 100-3) in a formation to maintain the formation of group (110) during passing through a traffic control structure (200), characterized in that it comprises: detecting (401) the traffic control structure (200) in front of the group (110) of coordinated vehicles ( 100-1, 100-2, 100-3); receiving (402) time information from a structure external to the vehicle (320) regarding the remaining time during which group (110) may pass through the traffic control structure (200); estimating (403) whether group (110) is able to pass traffic control structure (200) during the received time information (402), based on the current vehicle speed of group (110); and warn (407) the driver to continue driving when it is estimated (403) that group (110) is capable of passing through traffic control structure (200), or stopping group (110) before traffic control structure. (200), when it is estimated (403) that group (110) is not able to pass traffic control structure (200) without dissolving the formation. Method (400) according to Claim 1, characterized in that it further comprises, when it is estimated (403) that the group (110) is not able to pass the traffic control structure (200) during the information. of time received (402) without dissolving the formation, based on the current vehicle speed of group (110): determining (404) whether it is possible to increase the vehicle speed of group (110); and estimating (405) whether group (110) is capable of passing traffic control structure (200) at the time of received information (402), based on an increased vehicle speed of group (110). 3. Control unit (210) in a vehicle (100-1) comprised of a group (110) of coordinated vehicles (100-1, 100-2, 100-3) in a formation to maintain group formation (110) while passing through a traffic control structure (200), characterized in that it is configured to detect the traffic control structure (200) in front of the group (110) of coordinated vehicles (100-1, 100- 2,100-3); receiving time information from a structure external to the vehicle (320) regarding the time remaining during which the group (110) may pass the traffic control structure (200); estimating whether group (110) is capable of passing traffic control structure (200) during the time information received, based on the current vehicle speed of group (110); warn the driver to continue driving when it is estimated that the group (110) is able to pass the traffic control structure (200), or to stop the group (110) before the traffic control structure (200) when it is estimated that group 110 is not able to pass traffic control structure 200 without dissolving the formation. Control unit (210) according to Claim 3, characterized in that it is configured to determine whether it is possible to increase the vehicle speed of group (110) based on a detection of standing passengers in either vehicle. coordinates (100-1, 100-2, 100-3) in group (110). Control unit (210) according to any one of claims 3 or 4, characterized in that it is further configured to estimate that group (110) is not able to pass the traffic control structure (200) during the time information received without dissolving the formation; and generating control signals to transmit a request to extend the length of time that group (110) may pass through traffic control structure (200); and wherein the formation of group 110 is maintained driving when an acknowledgment of the extended period request is received. Control unit (210) according to any one of claims 3, 4 or 5, characterized in that it is additionally configured to generate control signals to repeat the warning to stop group (110) in case the driver attempting to pass traffic control structure (200) when it is estimated that group (110) is not able to pass traffic control structure (200) without dissolving the formation; and generating control signals to stop the coordinated vehicles (100-1, 1002,100-3) in group (110) until the next moment they can pass traffic control structure (200), regardless of any driver action. Control unit (210) according to claim 6, characterized in that it is further configured to determine a delay to be applied to stop the coordinate vehicles (100-1, 100-2, 100-3) in the group. (110), based on a detection of standing passengers in any of the coordinated vehicles (100-1, 100-2, 100-3) in group (110). Control unit (210) according to any one of claims 3, 4, 5, 6 or 7, characterized in that the traffic control structure (200) comprises any of a traffic light, switching between display by less green light when allowed to pass, and red light when not allowed to pass; a deviation; a road intersection; a railway crossing; a pedestrian crossing; or a road entrance. Computer program comprising program code for performing a method (400) according to any one of claims 1 to 2, when the computer program is executed on a computer. Vehicle (100-1) in a group (110) of coordinated vehicles (100-1, 100-2, 100-3) comprising a control unit (210) according to any one of claims 3 to 8. .