CN111328410A - Method for forming a loosely coupled vehicle fleet - Google Patents
Method for forming a loosely coupled vehicle fleet Download PDFInfo
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- CN111328410A CN111328410A CN201880072982.1A CN201880072982A CN111328410A CN 111328410 A CN111328410 A CN 111328410A CN 201880072982 A CN201880072982 A CN 201880072982A CN 111328410 A CN111328410 A CN 111328410A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/22—Platooning, i.e. convoy of communicating vehicles
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
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- H—ELECTRICITY
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Abstract
The invention relates to a method for forming a loosely coupled vehicle train (1) from a first motor vehicle (8) and at least one second motor vehicle (2, 4a, 4b, 4c, 6) or for integrating the first motor vehicle (8) into a loosely coupled vehicle train which already incorporates the at least one second motor vehicle (2, 4a, 4b, 4c, 6), wherein direct or indirect vehicle-to-vehicle communication is carried out between the motor vehicles in the vehicle train (8) and the at least one second motor vehicle (2, 4a, 4b, 4c, 6) and/or vehicle-to-X communication is carried out between the first motor vehicle (8) and an external infrastructure (X) in relation to the vehicle train (1). According to the invention, power data, status data and/or functional efficiency data relating to the power, status and/or functional efficiency of at least one component of the first motor vehicle (8) are generated, and the initiation message contains the power data, status data and/or functional efficiency data of at least one component of the first motor vehicle (8), and the acceptance message and/or the rejection message is formed in relation to the power data, status data and/or functional efficiency data of at least one component of the first motor vehicle (8).
Description
Technical Field
The invention relates to a method for forming a loosely coupled vehicle train formed by a first motor vehicle and at least one second motor vehicle group, or for inserting a first motor vehicle into a loosely coupled vehicle train already incorporating at least one second motor vehicle, according to the preamble of claim 1.
Background
Such a loosely coupled fleet of vehicles comprises at least a first vehicle and a last vehicle and possibly intermediate vehicles. It is known that motor vehicles can be driven in succession, electrically coupled, with a distance adjustment and a transverse adjustment, as densely as possible. In this case, the following vehicles are oriented optically according to the vehicle driving ahead. All motor vehicles are equipped with sensors for monitoring blind areas and rear spaces and with sensors for lane orientation, and with means for at least vehicle-to-vehicle communication. Such loosely coupled fleets or fleets of vehicles are commonly referred to in the literature as "fleets".
The motor vehicle is not coupled mechanically but electronically via a corresponding driver assistance system (also referred to as ACC system-adaptive cruise control) for automatically maintaining the distance. For this purpose, the real-time distance from the preceding vehicle can be determined by sensors in the vehicle driving behind it and adjusted to a predetermined target value, for example 8 m. For example, radar sensors or lidar sensors can be used for distance measurement.
In close-in-line driving, which exceeds about 80km/h during driving, the air resistance of the in-line vehicle decreases by at most 30%. It is advantageous here if the typical distance between the vehicle traveling ahead and the vehicle following the vehicle is in the range from 8m to 20m, in order to reduce the air resistance significantly. The smaller the distance between the participating vehicles, the smaller the air resistance of the individual vehicle. In order to reduce the air resistance significantly, higher demands are made on driver assistance systems for automatic distance maintenance on the basis of small distances.
An exemplary method for electronically coupling a vehicle by means of a driver assistance system is described in DE 102007046765 a1 or EP 1569183 a 2.
The control and regulation of the vehicle also places the following requirements:
maintaining a short longitudinal spacing of the participating vehicles from each other (e.g. 8-20 m) with a certain tolerance.
-automatically guiding the following vehicle laterally as accurately as possible in the lane of the lead vehicle.
Ensuring the stability of the fleet, i.e. in particular avoiding the "accordion effect" (queue stability), which not only leads to increased consumption, but also significantly increases the risk of rear-end accidents. Here, the chain stability is observed for longitudinal guidance and lateral guidance.
Small variations in the speed of the preceding vehicles of the fleet do not allow for an enlarged implementation of the followed vehicle.
For guiding in the transverse direction, the following motor vehicle is not allowed to pass through a curve in an oblique direction and thus leave the lane.
A sufficiently fast braking reaction of the following vehicle when the lead vehicle is strongly braked in order to avoid a rear-end collision.
Due to the different technical equipment and characteristics of the vehicles participating in a fleet, such as engine power of the respective vehicle, available power of the creep brake or service brake, vehicle construction, load conditions and tire characteristics often make it difficult to comply with the above requirements.
One such method is described in DE 102007024877 a1, in which vehicle identification data identifies a fleet of vehicles and vehicle-to-vehicle communications between the vehicles of the fleet. Here, the first vehicle initiates formation of the platoon via the vehicle-to-vehicle communication means by sending an initiation message to the surrounding vehicles, wherein the surrounding vehicles reject initiation of the platoon by sending an acceptance message acceptance to the first vehicle or by sending a rejection message to the first vehicle based on the received initiation message. It is thus prevented that at least a part of the vehicles of the platoon actually are not intended to receive these vehicles in the platoon.
Disclosure of Invention
The object of the invention is to develop a method of the type described above such that safety and economy are improved when operating a vehicle fleet consisting of loosely coupled motor vehicles.
This object is achieved by the features of claim 1.
The invention relates to a method for forming a loosely coupled vehicle train consisting of a first motor vehicle and at least one second motor vehicle, or for inserting a first motor vehicle into a loosely coupled vehicle train already integrated by at least one second motor vehicle, wherein
a) Performing a vehicle-to-vehicle communication between the first motor vehicle and at least one second motor vehicle and/or a vehicle-to-X communication between the first motor vehicle and an infrastructure external to the vehicle fleet, and
b) the first vehicle initiates formation of the platoon or incorporation of the first vehicle into the platoon by sending an initiation message to at least one second motor vehicle and/or infrastructure, and
c) the at least one second motor vehicle and/or the infrastructure rejects forming or incorporating the first motor vehicle into the platoon by sending an acceptance message to the first motor vehicle to receive or send a rejection message based on the initiation message.
An external infrastructure is to be understood here as a mobile or stationary unit or a mobile or stationary structure which is arranged on the one hand outside or outside the vehicle fleet and which is provided on the other hand with a certain authority for allowing or denying the formation of a vehicle fleet from loosely coupled motor vehicles or the organization of a first motor vehicle into a vehicle fleet which is already composed of loosely coupled motor vehicles. Such an external infrastructure may be, in particular, a national, public or regional authority. Communication between the motor vehicle and such an infrastructure is effected by so-called "vehicle-to-X" communication.
According to the arrangement of the present invention, it is,
d) generating power data, status data and/or functional efficiency data relating to the power, status and/or functional efficiency of at least one component of the first motor vehicle, and
e) the initiation message contains power data, status data and/or functional efficiency data of at least one component of the first motor vehicle, and
f) the acceptance message and/or the rejection message is formed in relation to the power data, the state data and/or the functional efficiency data of at least one component of the first motor vehicle.
The term "component of a first motor vehicle" is to be understood broadly and includes both individual components as well as complex components consisting of a plurality of components. Such a component is to be understood in particular as the following component: this component is a safety-or economic-relevant component for operating a first motor vehicle within a vehicle fleet of motor vehicles which are loosely connected to one another, and this component has an effect on the safety and economy of operation of such a vehicle fleet.
The safety-relevant component is, for example, a service brake and the economic-relevant component of the first motor vehicle is, for example, a drive motor. Thus, if, for example, the braking capacity of the first motor vehicle is too low for carrying out an emergency braking triggered by a lead vehicle of the fleet with a certain minimum deceleration, this is a safety-relevant aspect due to the risk of the first motor vehicle of rear-end collision with a preceding motor vehicle, which safety-relevant aspect leads to the transmission of a rejection message. This can also be a reason for sending a rejection message in terms of (time) economy when in other cases, for example, the drive power of the first motor vehicle is too low or too heavily loaded in order to enable the first motor vehicle to follow the fleet of motor vehicles at a predetermined speed, for example along a slope. Economic aspects also include, for example, too low an energy margin of the drive machine of the first motor vehicle and too low an effective distance associated therewith. Further examples of components of the first motor vehicle whose power data, status data and/or functional efficiency have an influence on whether an acceptance message or a rejection message is formed and sent are listed below.
The power data, status data and/or functional efficiency data of the at least one component of the first motor vehicle then form a parameter or characteristic variable for the fleet capability of the first motor vehicle, or form a parameter or characteristic variable for the fleet capability of the first motor vehicle on the basis of the power data, status data and/or functional efficiency data of the at least one component of the first motor vehicle.
The acceptance message and/or the rejection message is therefore preferably formed as a function of whether the power data, status data and/or functional efficiency data of at least one component of the first motor vehicle exceed or fall below at least one predefined threshold value.
In other words, the acceptance or rejection of the formation or incorporation of the first motor vehicle into the platoon relates to the power data, status data and/or functional efficiency data of at least one component of the first motor vehicle. The assembly may have an impact on, inter alia, safe and/or economical operation of a fleet of vehicles, but is not limited to these two aspects.
Thus, if it is found that the power data, status data and/or functional efficiency data of at least one component of a first motor vehicle indicates a status of the component which can be reflected in a plurality of aspects in the formation of a vehicle fleet consisting of the first motor vehicle and at least one further second motor vehicle or in an inappropriate or danger-related compilation of the first motor vehicle into the vehicle fleet, such a formation or joining can be rejected in the form of a subsequent generation of a rejection message. Additionally, measures to prevent such formation or incorporation may also be taken.
The method according to the invention therefore at least increases the safety and the economy of operating a vehicle fleet formed of loosely coupled motor vehicles, since no motor vehicles are allowed to be integrated into a vehicle fleet in which components associated with smooth operation of the vehicle fleet are faulty, worn or failed.
Advantageous developments and improvements of the first aspect of the invention are possible by means of the measures listed in the dependent claims.
According to a preferred embodiment of at least one component of the first motor vehicle, the component for generating power data, status data and/or functional efficiency data comprises at least one of the following (safety-relevant) components:
a) a drive machine of a first motor vehicle, which drive machine comprises, for example, an internal combustion engine and/or an electric motor, and accessories such as an injection device, an exhaust gas aftertreatment device and an exhaust gas purification device,
b) an electric steering apparatus of a first motor vehicle, the electric steering apparatus including, for example, an electric steering control, an electric steering regulator, and a steering wheel angle sensor,
c) a service brake device of the first motor vehicle, which is, for example, an electro-pneumatic or electro-hydraulic or electromechanical service brake device and comprises a signal generator for generating a service brake request signal, an electronic service brake control unit and at least one electrically actuable service brake actuator,
d) a parking brake device of the first motor vehicle, which is, for example, an electro-pneumatic or electro-hydraulic or electromechanical parking brake device and comprises a signal generator for generating a parking brake request signal, an electronic parking brake control and at least one electrically actuable parking brake actuator,
e) a storage device which stores drive energy for a drive machine of the first motor vehicle, for example comprising a tank for gasoline or diesel in the case of an internal combustion engine as a drive device and a battery or accumulator for storing electrical energy in the case of an electric motor as a drive device,
f) vehicle-to-vehicle communication means, comprising for example transmitting and receiving means for vehicle-to-vehicle communication,
g) a vehicle-to-X communication device, which comprises for example a transmitting and receiving device for vehicle-to-X communication,
h) lighting devices of a first motor vehicle, which lighting devices comprise, for example, tail lamps, main headlamps, daytime running lamps, brake lamps, reversing lamps and/or side lamps,
i) a personal restraint device of the first motor vehicle, for example comprising the safety belts of the driver and the person to be transported by the motor vehicle respectively,
j) an airbag arrangement of a first motor vehicle, the airbag arrangement comprising for example a driver airbag, a passenger airbag and possibly a side airbag,
k) a tire pressure monitoring device of the first motor vehicle, which includes, for example, a tire pressure sensor, which detects the tire pressure per tire and reports it to an electronic tire pressure analysis and evaluation device,
i) a distance following adjustment device (ACC) for a first motor vehicle, comprising, for example, a distance and speed sensor device and an electronic control unit which sets a specific relative distance and/or a specific relative speed on the basis of a relative distance and/or a detected relative speed detected by the distance and speed sensor device relative to a preceding motor vehicle
m) vehicle following means, by means of which the first vehicle automatically follows a trajectory predefined by a preceding vehicle or by a fleet of vehicles,
n) redundant devices forming redundancy in case of failure or malfunction of at least one of the above-mentioned devices according to the letters a) to m).
The foregoing listing of related components in operating a first motor vehicle within a fleet of motor vehicles loosely coupled to one another is not exhaustive.
If, for example, in the case a) the drive machine of the first motor vehicle has a fault or defect which reduces the maximum speed of the first motor vehicle so much that it is not possible to drive in the vehicle fleet at a higher driving speed than the one set there, the first motor vehicle will not be able to follow the vehicle fleet or the driving speed of the vehicle fleet must be reduced.
If, for example, in case b) the electric steering of the first motor vehicle has a fault or defect which results in the first motor vehicle not being able to turn with the second motor vehicle or with the vehicle fleet in a cornering situation, a co-driving within the vehicle fleet is not possible.
If, for example, in the case c) the service brake device of the first motor vehicle has a malfunction or defect, this may lead to a reduced braking effect. The maximum deceleration that can be achieved by the service brake device of the first motor vehicle can be smaller than, for example, a minimum deceleration that is specified or required when driving within a loosely coupled vehicle fleet, so that, when the vehicle fleet is, for example, equipped for sudden emergency braking, the minimum relative distance of the first motor vehicle from a preceding vehicle within the vehicle fleet cannot be observed.
If, for example, the case d) is combined with the case n), the parking brake device of the first motor vehicle forms a redundancy for a faulty or failed service brake device of the first motor vehicle when the first motor vehicle is in motion and also has a fault or defect, this can lead to a reduced redundant braking effect which, when the first motor vehicle is operated in a fleet, has the disadvantages and consequences already explained above in connection with a defective service brake device. In addition, the case d) can also be considered separately, in which case the vehicle fleet or the vehicle fleet should be stopped on a slope for a certain time and there is a risk that the first motor vehicle starts to run slowly if the parking brake of the first motor vehicle is defective.
If, for example, in case e) the storage device storing the drive energy for the drive machine of the first motor vehicle stores drive energy with too low a liquid level or a storage level, this may result in the first vehicle incorporated into the platoon having to interrupt the co-driving of the platoon in order to raise the liquid level or the storage level of the storage device again.
If in case f) the vehicle-to-vehicle communication means has a failure or defect, vehicle-to-vehicle communication between the first motor vehicle and at least one further motor vehicle of the platoon will be impossible or limited. Similarly, the same applies to situation g), a defective or faulty vehicle-to-X communication device, since communication between the first motor vehicle and the structure X is no longer possible.
In the case h), i.e. in the case of a defective lighting device, in particular of the rear lights of the first motor vehicle, and if the first motor vehicle forms the last vehicle in the vehicle fleet, it is no longer ensured that the vehicle fleet is recognized by other traffic participants. Furthermore, the lighting device may also form part of a vehicle-to-vehicle communication device, which would also be impossible or limited.
In case i), i.e. when the personal restraint device of the first motor vehicle, which for example comprises a safety belt for the driver and the persons being transported with the motor vehicle, respectively, is defective, injuries may occur during emergency braking of the fleet. The same applies in the case of a defective airbag device j) of the first motor vehicle, which defective airbag device comprises, for example, a driver airbag, a passenger airbag and possibly a side airbag.
If, in the case k), the tire pressure monitoring device of the first motor vehicle is defective, a deviation of the tire pressure from the predefined setpoint value is no longer detected, which can have a negative effect on the lateral guidance and braking path of the first motor vehicle within the vehicle fleet.
The situations i) and m), i.e. a defective distance following Adjustment (ACC) or a defective vehicle following device of the first motor vehicle, usually prevent the first motor vehicle from being integrated into the vehicle fleet, are particularly serious with regard to its consequences, so that the generation and transmission of a rejection message is particularly necessary here.
In the case n), which creates redundancy for the case of failure or malfunction of at least one of the aforementioned devices according to the letters a) to m), the redundant device can, for example, be present if an electropneumatic service brake, for example a purely pneumatic service brake, creates redundancy for the electropneumatic service brake and then has a malfunction. In such a case, the joining or incorporation of the first vehicle into the fleet may be associated with certain safety risks.
As explained above in the example, the acceptance message and/or the rejection message can thus be formed as a function of whether the power data, status data and/or functional efficiency data of at least one component of the first motor vehicle exceed or fall below at least one predefined threshold value, and a minimum availability of the service brake device and/or a minimum deceleration caused by the service brake device of the first motor vehicle can be achieved, for example.
In particular, the power data, the state data and/or the functional efficiency data of at least one component of the first motor vehicle may comprise at least the following data:
a) data relating to a current wear state of at least one component,
b) data relating to the current load status of the first motor vehicle,
c) data relating to the maximum power of the drive machine of the first motor vehicle,
d) data relating to the maximum possible acceleration and/or the maximum possible deceleration of the first motor vehicle.
In particular, the combination of different power data, status data and/or functional efficiency data of at least one component of the first motor vehicle can also be decisive for generating the acceptance message or the rejection message. For example, a too small maximum possible deceleration of the first motor vehicle in combination with a high load may be an intolerable risk for the vehicle fleet. The combination of a high load of the first motor vehicle and a too low maximum power of the drive machine may also hinder the driving of the platoon in uphill driving.
According to one embodiment, the power data, the state data and/or the functional efficiency data of at least one component of the first motor vehicle can be generated on the basis of a sensor signal of at least one sensor of the first motor vehicle which is assigned to the at least one component.
For example, a brake lining wear sensor can be provided which generates signals corresponding to the current wear of the friction linings of the service brake of the first motor vehicle and then generates wear status data of the service brake on the basis of these signals. A too high wear of the brake lining of the service brake device of the first motor vehicle in relation to the threshold value may, for example, lead to the generation of a rejection message, since a too low braking power and a maximum deceleration of the first motor vehicle can be expected on the basis of this too high wear. If the at least one pressure sensor detects a brake pressure, which is generated, for example, during a preceding braking process, the pressure signal of the at least one pressure sensor can also be used in conjunction with a pressure-medium-operated service brake device for generating power data, status data and/or functional efficiency data of the service brake device.
In general, any type of sensor suitable for providing power data, status data and/or functional efficiency data of at least one component of the first motor vehicle is conceivable.
According to a particularly preferred embodiment, the power data, the state data and/or the functional efficiency data of the at least one component can be stored in an onboard data memory of the first motor vehicle or can be transmitted to an external data memory of an infrastructure outside the first motor vehicle and stored there. Thus, a "history" of power data, state data and/or functional efficiency data and in particular wear data of at least one component is recorded in the corresponding memory. The power data, status data and/or functional efficiency data of the at least one component may then be read from the data storage and sent out within the initiation message.
The power data, status data and/or functional efficiency data of the at least one component of the first motor vehicle may also be categorized according to the ability of the first motor vehicle to participate in a loosely coupled fleet or according to the fleet ability of the first motor vehicle.
Here, the classification may include a hierarchical category, wherein the classification may include at least the following categories: "can participate", "can conditionally participate", and "cannot participate".
The at least one second motor vehicle, to which the initiation message of the first motor vehicle is transmitted, for example, directly or indirectly (via the infrastructure), can in particular already be integrated into a loose train consist of motor vehicles.
Furthermore, the at least one second motor vehicle, to which the initiation message of the first motor vehicle is transmitted, for example directly or indirectly (via the infrastructure), forms in particular a lead vehicle, i.e. the foremost motor vehicle, of the loose fleet of motor vehicles already formed.
In the case of a rejection message being sent to the first motor vehicle in dependence on the initiation message, measures may be taken to prevent a loose platoon from being formed by the first motor vehicle and the at least one second motor vehicle, or to prevent the first motor vehicle from being incorporated into the loose platoon. These measures may be, for example, that the first motor vehicle cannot be accommodated in the vehicle following adjustment of the vehicle fleet and therefore cannot participate in the vehicle fleet.
Drawings
Embodiments of the invention are illustrated in the drawings and are explained in detail in the following description.
Shown in the drawings are:
fig. 1 is a schematic side view of a fleet of motor vehicles loosely coupled to each other;
FIG. 2 is a schematic top view of the fleet of FIG. 1;
fig. 3 is a flow chart of a method for integrating vehicles into a fleet of vehicles.
Detailed Description
Fig. 1 shows a schematic side view of a vehicle fleet 1 of vehicles loosely coupled to one another according to a preferred embodiment. The platoon 1 comprises a lead vehicle 2 as the foremost vehicle and in the middle other vehicles 4a, 4b, 4c and the rearmost vehicle 6. Instead of the five shown motor vehicles 2, 4a, 4b, 4c, 6, the vehicle fleet 1 may also comprise more or fewer motor vehicles. Fig. 2 shows a top view of the platoon 1 when driving along a left-hand bend.
In this exemplary embodiment, motor vehicles 2, 4a, 4b, 4c, 6 are heavy commercial vehicles, each having a drive machine which can be electrically controlled and is embodied here, for example, as an internal combustion engine, an electrically controllable electro-pneumatic service brake device, an electrically controllable electro-pneumatic parking brake device and an electrically controllable steering device.
The motor vehicles of the fleet may exchange data via vehicle-to-vehicle communication means. In the present case, the vehicle-to-vehicle communication device is a wireless vehicle-to-vehicle communication device in which each motor vehicle is equipped with a transmitting device and a receiving device. Alternatively, the vehicle-to-vehicle communication device may also be embodied as a laser transmitting and receiving device or an infrared transmitting and receiving device.
In addition, wireless vehicle-to-infrastructure communication devices can also be provided, which are each installed in a motor vehicle 2, 4, 6 and likewise comprise a transmitter and a receiver. Each of the motor vehicles 2, 4, 6 can thus communicate with a mobile or fixed external infrastructure.
Each of the motor vehicles 2, 4a, 4b, 4c, 6 is equipped with a known vehicle following adjustment device which can set the longitudinal spacing of the motor vehicles 2, 4a, 4b, 4c, 6 to a specific value d and which enables the motor vehicles 4a, 4b, 4c, 6 to follow the lead vehicle 2 by being spaced apart by the spacing d relative to one another, respectively. For this purpose, corresponding sensor devices are installed in the motor vehicles 2, 4a, 4b, 4c, 6, which sensor devices generate, for example, distance and speed data that are exchanged by the vehicle-to-vehicle communication devices of the motor vehicles 2, 4a, 4b, 4c, 6. Furthermore, each of the motor vehicles 2, 4a, 4b, 4c, 6 is equipped with an electronic control unit, in which a control and regulation program for the vehicle following regulation is executed.
Thus, the vehicle following adjustment device comprises in each motor vehicle 2, 4a, 4b, 4c, 6: the transmission and reception device of the vehicle-to-vehicle communication device, the sensor device, the electronic controller and the at least one electrically controllable drive machine, the electrically controllable service brake device and the electrically controllable steering device as an actuator.
The electric steering, the electropneumatic braking and the electrically controllable drive machine of each of the motor vehicles 2, 4a, 4b, 4c, 6 incorporated in the fleet 1 are automatically electrically actuated by an electric actuating signal in the course of the vehicle follow-up control on the basis of the distance and speed data received in each case by the electronic control unit of the vehicle follow-up control in order to follow the target trajectory specified by the lead vehicle 2 at equal intervals, in this case, for example, along a left-hand curve (see fig. 2).
The sixth motor vehicle 8, which is not yet incorporated into the vehicle fleet 1, is also equipped with equipment that enables vehicle following adjustment and which therefore, like the motor vehicles 2, 4a, 4b, 4c, 6 in the vehicle fleet 1, comprises a transmitting device and a receiving device of a vehicle-to-vehicle communication device, a sensor device, an electronic control unit, and at least one electrically controllable drive machine, an electrically controllable service brake device and an electrically controllable steering device as an actuator. In addition, a device may be provided onboard which enables vehicle-to-X communication, i.e. communication between the sixth motor vehicle 8 and the external infrastructure X.
Furthermore, the sixth vehicle 8 is equipped with a sensor device which detects power data, state data and/or functional efficiency data (LZF data) relating to the power, state and/or functional efficiency of at least one component of the sixth motor vehicle 8 and reads them into, for example, an onboard data memory. The power data, state data and/or functional efficiency data comprise wear data, for example, relating to the current wear of the brake linings of the disc brake system of the sixth motor vehicle 8. The wear data is read into the data memory of the sixth motor vehicle 8, for example continuously or at time intervals, wherein updated values are always present.
Now assume that: the driver of the sixth motor vehicle 8 wants to incorporate the sixth motor vehicle into the existing vehicle fleet 1. Fig. 3 shows a flow chart of a method for inserting a sixth vehicle 8 into a loosely coupled vehicle fleet 1.
To this end, in step 100, the sixth motor vehicle 8 transmits an initiation message via its vehicle-to-vehicle communication device, for example, to the lead vehicle 2 of the fleet 1. This can be achieved in particular in the following manner: the sixth motor vehicle 8 first transmits the start message to the up to now last fifth motor vehicle 6 of the fleet 1, which forwards the start message to the fourth motor vehicle 4c via its vehicle-to-vehicle communication device. From there, the initial message is then forwarded via the third 4b and second 4a motor vehicle to the lead vehicle 2, which here has only the decision right whether the sixth motor vehicle 8 is permitted or prohibited from participating in the fleet 1, for example. The communication path is symbolized in fig. 2 by an arrow 10.
For this purpose, the electronics of the lead vehicle 2 are equipped with a decision logic which decides, on the basis of or in relation to power data, status data and/or functional efficiency data, which contain initialization information, relating to the power, status and/or functional efficiency of at least one component of the sixth motor vehicle 8: depending on whether the initiation message is an acceptance message or a rejection message, and this is sent back to the sixth motor vehicle 8 via a vehicle-to-vehicle communication.
Thus, an acceptance message would mean that the sixth motor vehicle 8 is accepted to be incorporated or programmed into the existing fleet 1, whereas a rejection message is the opposite.
The power data, status data and/or functional efficiency data (LZF data) transmitted by the sixth motor vehicle 8 in the context of the initiation message contain wear data relating to the current wear of the brake lining of the disc brake system of the sixth motor vehicle 8, which wear data are read out of a data memory of the sixth motor vehicle 8 for the purpose of transmitting the initiation message.
These wear data (LZF data) are then checked in step 200 by the decision logic in the lead vehicle as follows: whether such wear data is allowed. In this example, the current wear amount of the brake linings of the disc brake system on the front axle of the sixth motor vehicle 8 is compared with a stored, permissible upper limit value, for example. In this example, the amount of wear of the brake lining exceeds the permissible upper limit value, which indicates that the braking power of the disc brake arrangement is insufficient and which may be dangerous if a fleet 1 of sixth motor vehicles 8 is involved in emergency braking. Thus, the comparison yields a negative result (N). In this case, therefore, the lead vehicle 2 sends a rejection message according to step 300 back to the sixth motor vehicle 8 via the communication path already described above.
In the other case, i.e. if the amount of wear of the disc brake device of the sixth motor vehicle 8 has not exceeded the permissible limit value, the wear data is permissible (J) in step 200, so that in step 400 the lead vehicle 2 sends an acceptance message to the sixth motor vehicle 8, which can thus be integrated into the fleet 1.
Instead of being present only in the lead vehicle 2, the decision-making right may also be present in another vehicle or vehicles 4a, 4b, 4c or 6 of the platoon 1. Alternatively, it is also conceivable that the decision authority regarding the possible incorporation of the sixth motor vehicle 8 into the vehicle fleet 1 is carried out in an external infrastructure, for example in a server of a road traffic authority, which sends an acceptance message or a rejection message to the sixth motor vehicle 8 on the basis of sending an initiation message by the sixth motor vehicle 8 via a vehicle-to-X communication.
The wear quantity or wear state of the disc brake device of the sixth motor vehicle 8 is merely one example of power data, status data and/or functional efficiency data to be transmitted together with the initiation message.
It is contemplated that any power data, status data, and/or functional efficiency data of any components and assemblies of the sixth vehicle 8, and combinations thereof with each other, may play a role in forming the fleet 1, joining or incorporating the sixth vehicle 8 into the fleet 1. For this purpose, finally, data relating to the current load state of the sixth motor vehicle 8, the maximum power of the drive motor of the sixth motor vehicle 8, or the maximum possible acceleration and/or the maximum possible deceleration of the sixth motor vehicle 8, for example, are not included. These data can be ascertained by the respective sensors on the basis of previous braking and acceleration processes of the sixth motor vehicle 8 and then stored in a data memory in order to be transmitted subsequently together with the initiation message.
In the case of a rejection message being sent to the sixth motor vehicle 8 in step 400 as a function of the initiation message, measures can be taken in step 500 to prevent the sixth motor vehicle 8 from being integrated into the vehicle fleet 1. These measures may be, for example: the sixth motor vehicle 8 is not registered in the vehicle following regulation of the vehicle platoon 1, for example, by inhibiting the data exchange required for this purpose with the sixth motor vehicle 8 via vehicle-to-vehicle communication.
It is clear that each motor vehicle 2, 4a, 4b, 4c, 6 that has been previously integrated into the vehicle fleet 1 must be subjected to the method described above and shown in fig. 3, so that it is thereby ensured that all motor vehicles incorporated in the vehicle fleet 1 must meet certain minimum requirements with regard to their component and assembly power data, status data and/or functional efficiency data. Thus, each of the vehicles 2, 4a, 4b, 4c, 6 must transmit an initiation message containing this data.
If initially no vehicle train 1 is present and only the driver of the future lead vehicle 2 wants to form a vehicle train 1 with the other vehicles 4a, 4b, 4c, 4d, it must of course be checked whether the lead vehicle 2 itself meets the minimum requirements which are set forth for the ability of the vehicles to be integrated into the vehicle train 1 according to the method shown in fig. 3. To this end, the future lead vehicle 2 may send an initiation message via vehicle-to-X communication to, for example, the external infrastructure X, which then sends an acceptance message or a rejection message back to the future lead vehicle 2.
List of reference numerals
1 fleet of vehicles
2 leading vehicle
4a second motor vehicle
4b third Motor vehicle
4c fourth Motor vehicle
6 last motor vehicle
8 sixth motor vehicle
10 communication path
X infrastructure
Claims (11)
1. A method for forming a loosely coupled vehicle train (1) from a first motor vehicle (8) and at least one second motor vehicle (2, 4a, 4b, 4c, 6) or for incorporating a first motor vehicle (8) into a loosely coupled vehicle train which already incorporates at least one second motor vehicle (2, 4a, 4b, 4c, 6), wherein,
a) direct or indirect vehicle-to-vehicle communication between a motor vehicle in the platoon (8) and the at least one second motor vehicle (2, 4a, 4b, 4c, 6) and/or vehicle-to-X communication between the first motor vehicle (8) and an infrastructure (X) external with respect to the platoon (1), wherein,
b) the first motor vehicle initiates the formation of a vehicle platoon or the incorporation of the first motor vehicle into a vehicle platoon by sending an initiation message to the at least one second motor vehicle and/or the infrastructure (X), and
c) -said at least one second motor vehicle (2, 4a, 4b, 4c, 6) and/or said infrastructure (X) accepts by sending an acceptance message to said first motor vehicle (8) or rejects the formation of the platoon (1) or the incorporation of the first motor vehicle (8) into the platoon (1) by sending a rejection message to said first motor vehicle (8) based on said initiation message, characterized in that,
d) generating power data, state data and/or functional efficiency data relating to power, state and/or functional efficiency from at least one component of the first motor vehicle (8), and
e) the initiation message contains power data, status data and/or functional efficiency data of the at least one component of the first motor vehicle (8), and
f) the acceptance message and/or the rejection message is formed in relation to power data, status data and/or functional efficiency data of the at least one component of the first motor vehicle (8).
2. Method according to claim 1, characterized in that said at least one component of said first motor vehicle (8) generating power data, status data and/or functional efficiency data comprises at least one of the following components:
a) a drive machine of the first motor vehicle (8),
b) an electric steering device of the first motor vehicle (8),
c) a service brake device of the first motor vehicle (8),
d) a parking brake device of the first motor vehicle (8),
e) a storage device which stores drive energy for a drive machine of the first motor vehicle (8),
f) the vehicle-to-vehicle communication device is provided with a vehicle-to-vehicle communication device,
g) a vehicle-to-X communication device of the first motor vehicle (8)
h) A lighting device of the first motor vehicle (8),
i) a person restraint device of the first motor vehicle (8),
j) an airbag device of the first motor vehicle (8),
k) a tyre pressure monitoring device of the first motor vehicle (8),
l) a distance following adjustment device of the first motor vehicle (8),
m) a vehicle following device by means of which the first motor vehicle (8) automatically follows a trajectory predefined by the at least one second motor vehicle (2, 4a, 4b, 4c) or by the vehicle fleet (1),
n) redundant means forming redundancy in case of failure or malfunction of at least one of the means described above according to letters a) to m).
3. Method according to any one of the preceding claims, characterized in that the power data, status data and/or functional efficiency data of said at least one component of said first motor vehicle (8) comprise at least the following data:
a) data relating to a current wear state of the at least one component,
b) data relating to the current loading state of the first motor vehicle (8)
c) Data relating to the maximum power of the drive machine of the first motor vehicle (8),
d) data relating to the maximum possible acceleration and/or the maximum possible deceleration of the first motor vehicle (8).
4. Method according to any one of the preceding claims, characterized in that the acceptance message and/or the rejection message is formed in relation to whether power data, status data and/or functional efficiency data of at least one component of the first motor vehicle (8) exceed or fall below at least one predefined extremum.
5. Method according to one of the preceding claims, characterized in that power data, status data and/or functional efficiency data of the at least one component of the first motor vehicle (8) are generated on the basis of sensor signals of a sensor device of the first motor vehicle (8) assigned to the at least one component.
6. Method according to any one of the preceding claims, characterized in that power data, status data and/or functional efficiency data of the at least one component are stored in an on-board data memory of the first motor vehicle (8) or are transmitted to an external data memory of an infrastructure (X) external to the first motor vehicle (8) and stored there.
7. The method according to any one of the preceding claims, characterized in that the classification is based on the participation ability of the first motor vehicle (8) in participating into the loosely coupled vehicle fleet (1) based on power data, status data and/or functional efficiency data of the at least one component of the first motor vehicle (8).
8. The method of claim 7, wherein the classification comprises a hierarchical classification, wherein the classification comprises at least the following classifications: "can participate", "can conditionally participate", and "cannot participate".
9. The method according to any of the preceding claims, characterized in that the at least one second motor vehicle (2, 4a, 4b, 4c, 6) has been incorporated into a loosely coupled vehicle fleet (1).
10. Method according to claim 9, characterized in that the second motor vehicle (2) constitutes a lead vehicle of an already formed loosely coupled platoon (1).
11. Method according to any of the preceding claims, characterized in that for the case that a rejection message is sent to the first motor vehicle (8) in accordance with the initiation message, measures are taken to prevent a loosely coupled vehicle platoon (1) being formed by the first motor vehicle (8) and the at least one second motor vehicle (2, 4a, 4b, 4c, 6) or to prevent the first motor vehicle (8) from merging into a loosely coupled vehicle platoon (1).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102017010429.8 | 2017-11-10 | ||
| DE102017010429.8A DE102017010429A1 (en) | 2017-11-10 | 2017-11-10 | Method of forming a loosely coupled vehicle body |
| PCT/EP2018/080529 WO2019092058A1 (en) | 2017-11-10 | 2018-11-07 | Method for forming a loosely coupled vehicle train |
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| CN111328410A true CN111328410A (en) | 2020-06-23 |
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| CN201880072982.1A Pending CN111328410A (en) | 2017-11-10 | 2018-11-07 | Method for forming a loosely coupled vehicle fleet |
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| CN (1) | CN111328410A (en) |
| DE (1) | DE102017010429A1 (en) |
| WO (1) | WO2019092058A1 (en) |
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| CN111882855A (en) * | 2020-07-29 | 2020-11-03 | 深圳市元征科技股份有限公司 | Autonomous self-service fleet management method and device |
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| DE102022205979A1 (en) | 2022-06-13 | 2023-12-14 | Volkswagen Aktiengesellschaft | Platooning control method and platooning control device |
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| DE102017010429A1 (en) | 2019-05-16 |
| WO2019092058A1 (en) | 2019-05-16 |
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