SE1351126A1 - Method and system for common driving strategy for vehicle trains - Google Patents

Abstract

27 Summary A method and a system (4) for regulating a vehicle stay comprising at least one conductor vehicle and an additional vehicle each having a positioning unit (1) and a unit (2) for wireless communication. The system (4) comprises: - a raft profile unit (6) configured to determine one body profile for at least one vehicle fk in the vehicle roof along a vag horizon, the choir profile containing the drill bit bk for the vehicle fk in positions along the vag horizon; a shift profile unit (8) configured to determine a transmission shift profile for at least one vehicle fk in the vehicle stay based on the characteristics of the horizon and of vehicle-specific characteristics, whereby the waxing profile contains the type of waxing for the vehicle fk in positions along the horizon. An analysis unit (7) is configured to determine a crossover strategy for the vehicles in the vehicle roof based at least on the carcass profile and the transmission shift profile of the vehicle fk; to generate a cross strategy signal such as indicates the cross strategy, and to send the cross strategy signal to all vehicles in the vehicle roof, after which the vehicles in the vehicle roof are regulated according to the driving strategy. (Figure 4A)

Description

Title Method and system for common cross strategy for vehicle roofs FIELD OF THE INVENTION The present invention relates to a system and a method for vehicle roof where a common cross-strategy is determined for the vehicle roof by taking into account a choir profile and a transmission shift profile over a future vaginal horizon.

Background of the invention Traffic intensity is high on Europe's major roads and is expected to increase in the future. The increased transport of people and goods not only gives rise to traffic problems in the form of cows but also requires more energy, which in the end gives rise to emissions of greenhouse gases, for example. A nice contribution to solve these problems are that lazy vehicles travel tatars in so-called platoons.

By vehicle stays is meant having a number of vehicles which are carried at short distances between each other and driven as a unit. The short distances lead to more traffic on the road, and also to the energy consumption of an individual vehicle being reduced as air resistance is reduced. The vehicles in the vehicle roof '<ors with a autonomous steering for vehicle speed and / or steering. This entails that vehicle drivers such as truck drivers are relieved, accidents based on incorrect human decisions are reduced and fuel consumption can be reduced. Studies show that the industry access for the leading vehicle in the vehicle stay can be reduced by 2 to 10 (:) / 0 and for the following vehicle 15 to 20 (:) / 0 compared to a lonely vehicle. This is provided that the distance between the vehicles is 8- 16 meters and that they travel at 80 km / h. The reduced industry access results in a corresponding reduction in CO2 emissions.

Drivers are already taking advantage of this fact today with a sacred traffic safety as a result. A basic Maga around vehicle roofs is how the time gap between vehicles can be reduced from the recommended 3 sec down to between 0.5 and 1 second without affecting road safety. With distance sensors and cameras can the driver's reaction time is eliminated, a type of technology already used today by systems such as ACC (Adaptive Cruise Control) and LKA (Lane Keeping Assistance). One limitation, however, is that distance sensors and cameras require a clear view of the target, which means that it is difficult to detect trades more than a couple of vehicles at the front of the Icon. One further limitation is that the cruise control cannot react proactively, i.e. the cruise control cannot react to actions that take place further in the traffic that will affect the traffic rhythm.

One way to get vehicles to act proactively is to get vehicles to communicate to be able to exchange information nnellan denn. A developer of the IEEE standard 802.11 for WLAN (Wireless Local Area Networks) called 802.11p enables wireless transmission of information nnellan vehicles, and nnellan vehicles and infrastructure. Different types of information can be sanded to and from the vehicles, such as vehicle parameters and strategies. The development of communication technology has thus made it possible to design vehicles and infrastructure that can interact and act proactively.

Vehicles can act as a unit and consequently shorter distances and a better global traffic flow are possible.

Many vehicles today are also equipped with a cruise control to facilitate driving The driver to drive the vehicle. The desired speed can then be set by the driver through, for example, a control in the steering console, and a cruise control system in the vehicle then acts on a control system so that it accelerates or brakes the vehicle to maintain the desired speed. If the vehicle is equipped with an automatic shifting system, the other person's vehicle's gearbox so that the vehicle can keep desired speed.

When cruise control is used in hilly terrain, the cruise control system will try to maintain the set speed through uphill slopes. This sometimes leads to -160 that the vehicle accelerates over the crown and perhaps into a subsequent downhill to then need to be braked so as not to exceed the set speed, which constitutes an industry-free way of driving the vehicle. Furthermore, of course, the engine power and mass of the vehicle affect the ability to drive the vehicle in a commercial manner. for example, a weak engine and a large mass affect the ability to maintain the installed speed on an uphill slope. By varying the vehicle's speed in hilly terrain, fuel can be saved at the same time as a conventional cruise control. About the future topology Ors kand by the vehicle has map data and 5 positioning equipment, such systems can be made more robust as well as the speed of other vehicles before things have happened, which is achieved with so-called predictive cruise control (Look-Ahead Cruise control, LAC).

However, as an industry-optimal driving strategy must be developed for an entire vehicle roof the situation more complex. Additional aspects must be taken into account, such as maintained optimal distance, physically possible speed profile for all vehicles with varying mass and engine capacity. A further aspect of a vehicle roof during travel Over varying topography is that when the first vehicle has lost speed on an uphill slope, it resumes its seat speed after the hill. The subsequent The vehicles that are then still on the uphill slope will be forced to accelerate on the hill, which is not industry efficient. It is also not always possible, which meant that gaps will be created in the vehicle roof which in turn must be dropped again. This creates oscillations in the vehicle stay. Similar behavior is also observed under downhill slopes when the first vehicle begins to accelerate in nedfOrsbacken p.g.a. the big nnassan. The subsequent vehicles are then forced to accelerate before the downhill slope, as they try to maintain the distance to the vehicle in front. After the downhill slope, the leader vehicle begins to decelerate to return to the set speed. The subsequent vehicles, which are still on the downhill slope, will then be forced to brake so as not to cause a collision, which is not industry efficient.

A similar problem occurs when cornering. Galling an individual vehicle is possible calculate what maximum speed a vehicle should have inside the curve is based on various factors such as. driver comfort, center of gravity, roll risk, topology, etc., through a predictive cruise control. However, it is not obvious how a vehicle roof should take the curve. If the first vehicle in the tie rod needs to decelerate in the curve from its seat speed to complete the curve, it will resume its seat speed after curve. The subsequent vehicles which are then still in the curve will be forced to accelerate in the curve, which may not be possible without exposing the vehicles to risks such as awakening.

When a heavy vehicle travels over varied topography, the vehicle loses or increases speed depending on the inclination of the carriage. This is because the mass of the vehicle is large, which means that the engine cannot completely counteract the force of gravity. Especially in heavy uphill slopes, the heavy vehicle can lose extra speed, as an incorrect gear is selected when downshifting. This can also lead to the vehicle losing so much speed, said that it must stay on the uphill slope.

If you shift on a hill, you thus lose speed during the shift. This can lead to vehicles behind in a vehicle roof believing that vehicles in front are braking. Because the vehicles in a vehicle stay are taken next to each other and each 15 vehicles control their speed based on how the other vehicles behave, an incorrect downshift on the uphill slope can lead to many vehicles behind being forced to brake and also they in turn lose unnecessarily much speed on the uphill slope. Thus, a chain reaction may occur due to a disturbance in the form of incorrect gear selection. The obvious consequence of this is that security can become a problem and that industry Consumption akar p.g.a. unnecessary burns and incorrect gear selections.

Therefore, steering gear is an important aspect in reverse cornering and the correct decision must be made if vehicles in front of a vehicle roof are forced to shift.

U.S. Pat. No. 6,405,120 discloses the choice of transmission shaft for the own vehicle is controlled by the distance to a vehicle in front and in it published international patent application WO-2013/006826 describes a control device for a vehicle roof which, among other things, sets out recommendations regarding gear selection.

Vehicle struts, as discussed above, are starting to become a reality soon and therefore must New strategies for gear selection are being investigated, as a vehicle strongly affects nearby vehicles in a vehicle roof.

The object of the present invention is to reduce the impact on a vehicle stay in the event of shifts and incorrect gear selections of the vehicles in the vehicle stay and to reduce fuel consumption and also increase safety.

Summary of the invention The above object is achieved by the invention as defined by the independent claims, and preferred embodiments are defined by the dependent claims and are described in the detailed description.

By utilizing wireless communication between the vehicles, either vehicle-vehicle communication (V2V) or vehicle-to-infrastructure communication (V2I), the vehicles can inform each other that they are performing. This avoids unnecessary braking for nearby vehicles as they are informed that The change in gestation occurs due to wobbling.

Based on the characteristics of used vehicles, according to one embodiment, a common crossover strategy for the vehicle stay is taken into account the changes that need to be made before, for example, a hill through suitable thinning algorithms, e.g. dynamic programming. Dynamic programming is a general method for solving combinatorial optimization problems. By systematically calculating solutions to sub-problems, saving them in an efficient way, and letting all sub-solutions be calculated by using other sub-solutions, one can find effective algorithms for otherwise unresolved problems. This meant, in it 25 has the context that each vehicle parameter and characteristics, e.g. maximum engine torque, mass, gear type, etc. sent to an analysis unit, e.g. in a calculation center or in the first vehicle, son-i performs the calculations. The optimization algorithm takes into account all vehicle characteristics as well as the vaginal slope and calculates an optimal cross strategy common to the vehicle stay which then used to regulate the vehicles in the vehicle roof.

Alternatively, each individual vehicle in the vehicle stay can receive information from the nearby vehicles and calculate its own favorable (optimal) crossover strategy based on the predicted behaviors of the nearby vehicles. This strategy is less demanding, however, it differs from the common cross-strategy 5 by weighting together in the common cross-strategy and calculating which is the most industry-efficient strategy for all vehicles.

With a common driving strategy, which takes into account the shifts, for the entire vehicle stay, the vehicles can run closer to each other. This reduces air resistance and fuel consumption are significantly reduced. A correct gear choice aven in turn leads to reduced fuel consumption for habitual vehicles. Too high or too low gear under a hill leads to an average higher speed, which in turn leads to an increased fuel consumption. In addition, the optimal distance between the vehicles in the vehicle stay will not be able to be tilted if you have to perform an unplanned \ taxiing. This degrades the performance of the vehicle.

Of course, the security aspects are also improved, i.e. the risk of collision, as chain reactions of truly unnecessary wells can be avoided.

A prerequisite is that the vehicle stay is regulated according to a true course strategy. The can be a simple strategy where the distance between the vehicles is kept substantially constant. It can also be more advanced strategies, e.g. where either the vehicle is driven with a predictive cruise control (LAC), or where the vehicle roof is driven with a common predictive speed strategy (LAP). For all variants that will now be described are a prerequisite for the vehicles in the vehicle stays are equipped with a positioning unit and a unit for communication.

The invention is based on the fact that a vehicle loses speed in connection with vaxling. According to the invention, a crossover strategy for regulating the vehicles in the vehicle roof that takes this into account, for example by local speed variations are allowed, e.g. when the vehicles shift, and that the drill guards, e.g. the velocity drill values, in the raft profile have been adapted with his view to the decrease in velocity that occurs in connection with switching.

Through the switching profile and with knowledge of the vaginal horizon, one can determine the speed changes that a given \ taxiing gives rise to and when they occur in the vagor horizon. The boron values are corrected so that the choir profile for each vehicle as ings in the vehicle roof take into account the speed changes that the shifts cause.

According to a first aspect, the invention comprises a system (4) for controlling one vehicle struts comprising at least one conductor vehicle and an additional vehicle each having a positioning unit (1) and a unit (2) for wireless communication. The system (4) comprises a body profile unit (6) configured to determine a body profile for at least one vehicle fk in the vehicle stay along a vagal horizon for the vehicle's future path, based on the characteristics of the vaginal horizon, wherein the carcass profile contains the drill guard ID, for the vehicle fk in positions p, along vaghorisonten; a shift profile unit (8) configured to determine a transmission shift profile for at least one vehicle fk in the vehicle roof based on the characteristics of the vehicle horizon and on vehicle-specific properties, the shift profile containing the type of changes for the vehicle fk in positions along vaghorisonten. Furthermore, the system comprises an analysis unit (7) which is configured to determine a cross-strategy for the vehicles in the vehicle roof based at least on the driving profile and the transmission shift profile for the vehicle fk; to generate a crossover strategy signal indicating the crossover strategy, and to send the crossover strategy signal to all vehicles in the vehicle roof, after which the vehicles in the vehicle roof are regulated in accordance with the cross-strategy.

According to a second aspect, the invention comprises a method of controlling a vehicle strut comprising at least one conductor vehicle and a further vehicle each having a positioning unit (1) and a unit for wireless communication (2). The method involves determining a raven profile for at least a vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future path, based on the characteristics of the vaginal horizon, the body profile containing the drill bit b, for the vehicle fk in positions along the horizon; to endure one transmission gearing profile for at least one vehicle fk in the vehicle roof based on the characteristics of the vaginal horizon and on vehicle-specific properties, the gearing profile containing the type of gearing for the vehicle fk in positions along 5 vaghorisonten. Furthermore, the method comprises the steps of determining a driving strategy for the vehicles in the vehicle roof based at least on the carriage profile and the transmission shift profile of the vehicle fk; and to communicate the cross-strategy to all vehicles in the vehicle stay, after which the vehicles in the vehicle stay are regulated in accordance with the cross-strategy in.

Brief description of the attached figures The invention will be described below with reference to the accompanying figures, of which: Fig. 1 shows an example of a vehicle roof traveling up a hill.

Fig. 2 shows an example of a vehicle stay traveling in a curve.

Fig. 3 shows an example of a vehicle in a vehicle roof.

Figs. 4A-4D show different examples of the system design.

Fig. 5 shows a river rail for the method according to an embodiment of the invention.

Detailed Description of Preferred Embodiments of the Invention Definitions LAC (Look-Ahead cruise control): A cruise control that uses information about the topography of the oncoming lane and calculates an optimal vehicle profile in the form of a speed trajectory for a vehicle. Kailas is also a predictive speedster.

LAP (Look-Ahead cruise control for platoons): A cooperative cruise control that uses information about the topography of the oncoming vehicle and calculates an optimal speed trajectory for all vehicles in a vehicle roof. Kailas also predictive cruise control for vehicle roofs. The control strategy is determined, for example, by dynamic programming.

Vk: the speed of the vehicle fk in the vehicle roof with N vehicle.

Dk, k + i - the distance between the vehicle fk and the vehicle behind fk.i in the vehicle stay. ak: the slope of the vehicle fk.

V2V (Vehicle to vehicle) communication: Tracilo's communication between vehicles, also called vehicle-to-vehicle communication.

V21 communication (Vehicle to infrastructure): Tracilo's communication between vehicles and infrastructure, such as wagons or computer systems.

Fig. 1 shows a vehicle stay with N heavy vehicles fk which travels at small intervals dk, k + 1 between the vehicles and which crosses a hill. The inclination of the vehicle when driving Over the hill is shown as ak. Each vehicle fk is provided with one receiver and transmitter for wireless signals, shown in part by an antenna.

The vehicles fk in the vehicle stay can thus communicate with each other through V2V communication and to infrastructure in the form of V21 communication. The different vehicles fk have different masses mk.

Fig. 2 shows a vehicle stay with N = 6 heavy vehicles fk which, like the example in Fig. 1 moves forward at small intervals dk, k + 1 between the vehicles, but instead takes through a curve. Even vehicles are accustomed to being equipped with a receiver and transmitter 2 (Fig. 3) for wireless signals, and can communicate via V2V and V21 communication. The curve shown has with the curve radius r.

The vehicle stays each have a leader vehicle, i.e. the first vehicle f1. Each vehicle fk in the vehicle roof has, for example, a unique vehicle identity, and a vehicle roof identity that is common to the entire vehicle roof, in order to be able to keep track of which vehicles are included in the vehicle roof. Data sent wirelessly between The vehicles in the vehicle stay can be tagged with these identities so that data received can be routed to the steering wheel of the vehicle.

Fig. 3 shows an example of a vehicle fk in the vehicle roof and how it can be equipped. The vehicle fk is provided with a positioning unit 1 which can determine the vehicle's position. The positioning unit 1 can for example be configured to receive signals from a global positioning system such as GPS (Global Positioning System) or GNSS (Global Navigation Satellite System) 10 for example GLONASS, Galileo or Compass. The positioning unit 1 is configured to generate a position signal containing the position of the vehicle fk, and to transmit this to one or more units in the vehicle fk. As already mentioned, the vehicle fk is also equipped with a unit 2 for wireless communication. Unit 2 is configured to act as a receiver and transmitter of wireless signals.

The unit 2 can receive wireless signals Than other vehicles and / or wireless signals from the infrastructure around the vehicle fk, and true wireless signals to other vehicles and / or wireless signals to the infrastructure around the vehicle fk. The wireless signals may include vehicle parameters from other vehicles, for example mass, Moments, speed, and even more complex information such as gallant raft profile, crossover strategy, etc. The wireless signals may also contain information about the environment, for example the inclination of the carriage, curve radii, etc. The vehicle may also be equipped with one or more detectors 3 for to detect the environment, for example a radar unit, laser unit, tilt feeder, etc. These detectors are in Fig. 3 is generally marked as a detector unit 3, but can thus consist of one several different detectors placed in different places in the vehicle. The detector unit 3 is configured to sense a parameter, for example a relative distance, speed, inclination, lateral acceleration, rotation, etc., and to generate a detector signal which contains the parameter. The detector unit 3 is further configured to sand the detector signal to one or more units in the vehicle fk. Vehicle 2 can also be equipped with a map device that can provide map information about the upcoming route. The driver can, for example, indicate an end position and the map unit can then, by knowing the current position of the vehicle, provide relevant map data about the coming road between the current position and the final destination. Furthermore, Figure 3 shows one System 4 which will be described in detail below.

The vehicle fk communicates internally between its various units via, for example, a bus, for example a CAN bus (Controller Area Network) which uses a message-based protocol. Examples of other communication protocols 30 that can be used are TTP (Time-Triggered Protocol), Flexray and others. In this way, signals and data described above can be exchanged between different units in the vehicle fk. 11 Signals and data can, for example, instead be transmitted wirelessly between the various devices.

In the vehicle fk there is also a complete or partial system 4 that will be the fastest is explained below with reference to Figures 4A-4D, which show various examples of system 4. The dashed lines in the figures indicate that wireless data transmission is required. In general, the system 4 is there to regulate the vehicle roof, and to arrive at a common driving strategy for the entire vehicle roof based on information about the future road. System 4 thus implements, according to one embodiment, a type of cooperative cruise control for the vehicle stay, a LAP. Separate is system 4 to regulate the vehicle stay when it Icor in slopes and / or curves. By developing a common raft profile that applies to the entire vehicle roof, you get a choice of organized vehicle roof where the consideration is given to what is best for the entire vehicle roof when cornering on slopes and / or curves.

The following is a description of a cooperative cruise control for the vehicle roof (LAP) based on the cross-strategy of the individual vehicles, for example a predictive cross-strategy LAC. LAP is a cross-strategy where it is advantageous to also take into account the speed changes that the vehicles' changes cause. These is defined in more detail by a transmission transmission profile that will described below.

The system comprises a shift profile unit 8 configured to determine a shift profile for at least one vehicle fk in the vehicle stay based on the horizon properties and on vehicle-specific properties. The shift profile contains type of gear changes for the vehicle fk in positions along the horizon, where the type of \ taxiing includes, for example, indicating from which gear and to which gear the gear refers. The system 4 further comprises an analysis unit 7 which is configured to receive a body profile Than a body profile unit 6 for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future vag, the body profile containing 12 the drilling value bi (for example the speed drilling value vi, the acceleration drilling value ai or the distance drilling value di) for the vehicle fk in positions pi along the vagus horizon. The analysis unit is further configured to receive a transmission shift profile from the shift profile unit.

The transmission transition profile includes information on current and preferably also future changes in the vaginal horizon. With regard to the properties of the future carriage, e.g. its inclination, and for example the engine power of the vehicle, the shift positions are determined in the future vaginal horizon. FOr each change is determined by a change time and a cohort speed change caused by the waxing. More specifically, the shift profile will contain a number of values Avt that represent changes in speed, distance and / or acceleration along the vagus horizon. The shift profile is arranged in such a way that the information can be easily mapped with information in the corps profile, ie. speed, distance and / or acceleration changes caused by changes and velocity, distance and / or acceleration changes indicated in the raft profile can be identified in positions in the future vaginal horizon.

The choir profile Than the choir profile unit 6 may, for example, have consisted of an existing one cruise control, for example a LAC or other form of predictive cruise control, and communicated to the analysis unit 7. The analysis unit 7 is further configured to determine a cross strategy, for example a position-based driving strategy, for the vehicles in the vehicle roof based at least on the vehicle profile 1k and on the transmission shift profile for the vehicle fk. With a position-based cross strategy generally refers to a course strategy where there is a barrier regarding e.g. the velocity associated with positions in a future vaginal horizon. The respective vehicles in the vehicle roof are regulated according to the boreholes that are associated with the positions that the vehicle passes.

The vehicles in the vehicle stay are then regulated in accordance with the cross strategy.

The analysis unit 7 is according to an embodiment configured to generate a cross-strategy signal indicating the cross-strategy, and to send the cross-strategy signal to 13 all vehicles in the vehicle roof, after which the vehicles in the vehicle roof are regulated in accordance with the cross strategy. According to another embodiment, the vehicles in the vehicle roof are regulated according to the driving strategy as it is determined, which will be explained in more detail in the following.

The resulting cross strategy can thus refer either to a position-based \ taxiing, wherein said waxings are applied to each vehicle in each associated position or to a time-based shifting, whereby all vehicles in the vehicle stay wax at the same time.

According to one embodiment, the analysis unit is configured to enter in the cross-strategy signal that a vehicle in front is growing and to notify this one or more vehicles behind in the vehicle stay and to indicate the position where the waxing takes place.

A raft profile for the individual vehicle fk can alitsa be achieved by using an already determined raft profile designed by a predictive cruise control located in the vehicle or other external unit. Predictive speed lag, also called predictive speed lag, is a predictive control scheme with knowledge of some of the ancient the disturbances, e.g. vagtopografin. An optimization is performed with respect to one criterion involving a predicted future behavior of the system. An optimal solution is sought over the problem over a vaginal horizon, which phase by truncating the entire horizon of the choir assignment. The goal of the optimization is to minimize the required energy and time for the chore mission, while speeding up the vehicle halls within a certain range. The optimization can be performed with, for example, MPC (Model Predictive Control) or an LQR (Linear Quadratic Regulator) m.a.p. to minimize industry access and time in a cost function J based on a non-linear dynamics and industry access model for the vehicle fk, limitations on control inputs and limitations on the naxial absolute deviation from The carriage speed, for example 5 km / h. An example of how such optimization can be performed is described in "Look-ahead control of heavy vehicles", E. Helistrom, Link6ping 14 University, 2010. A vehicle node sonn describes the main forces sonn affecting a vehicle in motion described therein according to: dv int —dt = cmotor F Brake Air resistance (v) Rolling (a) - F gravity (a) = itifritrif T (We, 8) - Fbrake - CDAapa122 - c mg cos a - mg sin a, (1) rw2 where a denotes the inclination of the carriage, CD and cr are characteristic coefficients, g denotes the gravitational force, pa is the air density, rw is the wheel radius, and it, if, nt, qf are transmission and gear-specific constants. The accelerating 10 vehicle mass mt (mjwje, it, if, qt, iv) depends on gross mass m, wheel inertia Jw, motor inertia Je, the gearshift gear ratio and efficiency ton as well as the final chore gear ratio and the efficiency if, gf.

The predictive cruise control LAC increases the vehicle's speed in front of a precipice uphill which then receives a higher average speed when the vehicle is traveling along the steep uphill slope. In the same way, the speed is reduced before the vehicle enters a steep downhill slope. Since the speed of the vehicle is allowed to decrease to the minimum speed on an uphill slope and thus is accustomed to accelerating again lost speed until after the crown, i.e. on the plane vag, obtain an industry saving Even if the vehicle is to keep the seat speed well below the uphill slope, as more industry is required to maintain the speed on the uphill slope than to catch up with the speed after the hill. If the uphill slope is followed by a downhill slope, the speed can be kept at a lower level in the uphill slope to avoid braking on the downhill slope so that the vehicle's speed becomes too high and instead use it potential energy the vehicle derives from its weight on the downhill slope. Both time and industry can be saved.

A minor vagal slope a can be described as: al <a <(2) 30 dar kfTe (omax, coe) -4v7f (cii_Li) —kfr > 0 a11 = 9 k. t kr Te (a) e) -4121 f (di_ij) —k [r 1 <0 ai = kg. t is the steepest slope for which the speed can be maintained on an uphill slope with maximum engine torque, and a1 is the steepest slope for which a heavy vehicle can maintain a constant speed by rolling out and do not need to brake and / or accelerate. Steep slopes are defined as road segments with a slope outside the range in (2).

According to one embodiment, the system 4 comprises at least one horizon unit 5 and a raft profile unit 6. The horizon unit 5 is configured to determine one road horizon for at least one vehicle fk in the vehicle roof with the help of position data and map data of a future road, which contains one or more properties for the future road. The road horizon can be divided into different road segments. One characteristic may be, for example, that a carriage on the horizon is classified as a steep or downhill slope with a slope outside the range in (2). The raft profile unit 6 is configured to determine a chassis profile for at least one vehicle fk in the vehicle roof based on the characteristics of the vag horizon, the chore profile containing the drill bit b, and associated positions p, for the vehicle fk along the vaginal horizon. The drilling values can be, for example, the speed drilling value vi, the acceleration drilling value ai, or distance drill guard di. System 4 can thus be configured to be independent determine one or more carcass profiles for the vehicles in the vehicle stay, for example by the carcass profile unit 6 determining an optimal velocity carcass profile in the same way as the LAC described above.

The system's 4 function can be configured to be started when the carriage shows special properties such as a steep slope or small curve radius (a narrow curve). These properties are reflected in the raft profile taken from the boron values b, which are generated, and also as properties in the vaginal horizon. The vehicles in the vehicle roof usually follow a vagal speed, even called set speed v „t, which is the highest speed that 16 the speed limit according to the road allows. On slopes, curves, etc., it can be convenient to vary the speed to achieve industry savings or to improve or maintain safety. In a curve, it can be appropriate to slow down the speed if the curve radius is life. A connection that expresses how hog the vehicle's 5 speed which can mostly be based on the mass of the vehicle and the radius of curvature can be used to calculate the maximum speed of the vehicles in the curve. The LAC brings out the optimal speed bores we are in positions in, and these speed bores we can thus vary from the set speed vset to achieve an industry level and / or things driving. The analysis unit 7 is according to an embodiment configured to compare the speed drill we with a set speed vset and determine a difference v between us and vset. The analysis unit 7 is further configured to compare Ay with a threshold value, and initiate the determination of the position-based cross strategy if iv exceeds the threshold value. In this way, the vehicle stay can be regulated according to the common cross strategy in selected situations or under separate road segments, and in other cases the vehicles may be in the drawbar regulated on the basis of its usual raven profile. When the vehicle stay in its entirety has come out of the curve or is up or down the hill, all the vehicles in the vehicle stay can return to their normal raft profile.

Fig. 4A shows an example column of the systene 4, where the systene 4 is placed in the vehicle fk, for example the conductor vehicle fi. The system 4 can then be part of a control unit in the vehicle fi. The system 4 shown has comprised a horizon unit 5 and a raft profile unit 6 which provides a raft profile for the vehicle f1 to the analysis unit 7 and a shift profile unit 8 configured to determine a transmission gear profile for at least one vehicle fk in the vehicle stay based on the characteristics of the horizon and the vehicle-specific characteristics, the shift profile containing the type of changes for the vehicle fk in positions along the horizon. Map data and position data are then sent, for example, via the internal network in the vehicle f1 to the horizon unit 5. Alternatively, an existing LAC in the vehicle fi provide a carcass profile for the vehicle f1 to the analysis unit 7. The system 4, the stall can be placed in an external unit such as a carriage node or a computer system. Position data etc. can then be sent via V2I to the external device. 17 According to the example shown schematically in Fig. 4A, the analysis unit 7 determines the cross strategy that it is the raft profile for the vehicle f1 and the shift profile for fi which is the selected raft profile and the shift profile for the entire vehicle stay. The driving strategy is communicated to the vehicles in the vehicle roof via a wireless signal. The cross strategy includes for example, a message with the inside tables that all the vehicles in the vehicle stay the front vehicle of the leader vehicle shall feed how the vehicle in front of the vehicle stays behaving and adjust its speed thereafter in order to maintain the distance between the vehicles. For example, vehicles may use radar to determine the speed of the vehicle in front. In this way, the vehicles enter the vehicle roof to follow the leader vehicle speed profile without having to be aware themselves about the speed profile itself.

According to one embodiment, the vehicles in the vehicle roof are arranged in a certain order, so that the most limited vehicle is located at the front of the vehicle roof as the leader vehicle. 15 f1, and the remaining vehicles in descending order said that the least limited vehicle is located last in the vehicle stay. In this way, it can be ensured that all vehicles in the vehicle stay can handle the lead vehicle's body profile and shift profile. The most limited vehicle is, for example, the vehicle with the largest mass, or at least available engine torque, or a combination of! Dada.

According to one embodiment, the analysis unit 7 is configured to receive a crane profile and a shift profile for each of a plurality of vehicles in the vehicle stay. According to this embodiment, the analysis unit 7 is configured to analyze the choir profiles together with the respective switching profile in order to determine a selected corps profile as a position-based crossover strategy for the vehicles in the vehicle roof. The The selected choir profile with the speed value that has been adjusted depending on the speed profile of the shift profile can then, for example, be communicated to all vehicles in the vehicle stay, after which the habit of individual vehicles in the vehicle stay will follow the same selected choir profile in the same positions.

Before the vehicle profile is communicated to the vehicles, the positions pi in the vehicle profile can be mapped to actual positions along the coming road, so that the vehicles in the vehicle stays 18 can regulate its speed according to the velocity drilling values vi (and / or its distance according to the distance drilling values and / or its acceleration according to the acceleration drilling values) in the same actual positions along the road. The raft profile referred to is a raft profile that has been adjusted with respect to the shift profile. This applies to everyone embodiments have.

There are different ways to determine a selected corps profile. For example, the selected raft profile can be determined to be the raft profile determined for the most limited vehicle in the vehicle stay and when consideration is given to the shift profile and the speed values in the shift profile. Example of the most limited vehicle has been described above. The most limited vehicle can also be determined to be the vehicle that has the largest speed fluctuations in its body profile in and / or around an upcoming hill and / or curve. In order to determine which raven profile it is, that is, the selected ravenous profile, the analysis unit 7 is configured to determine a difference value Ay for habit corps profile indicating the largest difference between a maximum velocity vmax and a minimum velocity vmin, compare the difference value Off for the different choir profiles with each other and to determine a selected choir profile that has the largest difference value Ay based on the comparison. The maximum velocity vmax is one of the velocity drill values we in the raft profile, and The nmin velocity vmin is one of the velocity drill values we in the raft profile in and / or around an upcoming hill and / or curve.

Fig. 4B shows an example of the system 4, in which a carcass profile and a shift profile are determined for each vehicle in each vehicle fk. The corps profiles and the switching profiles are then sanded to the analysis unit 7 to determine one position-based driving strategy based on a selected driving profile. The analysis unit 7 is located in an external unit, and the various corpus profiles are sent to the analysis unit via V21 communication. After the analysis unit 7 has determined a selected corps profile with regard to the shift profile, the cross strategy is divided into the vehicles in the vehicle roof via V21 communication, ie one or more wireless signals. The driving strategy includes, for example, a message that all vehicles in the vehicle stay, except the leader vehicle, must measure how 19 the vehicle present in the vehicle roof behaves and adjusts its speed accordingly to maintain the distance between the vehicles. For example, vehicles can use radar to determine the speed of the vehicle in front. The crossover strategy also includes a message to the leader vehicle fi that it should follow the chosen one the choir profile, as well as the choir profile itself if it is not already the leader vehicle's choir profile. Pa In this way, the vehicles in the vehicle stay will follow the selected speed profile without having to be aware of the speed profile they are following. Alternatively, the selected vehicle profile can be communicated to all vehicles in the vehicle stay, after which each individual vehicle in the vehicle stay will follow the same selected corpus profile.

Fig. 40 shows a further example, in which the analysis unit 7 in the system 4 is placed in a vehicle, the derivative vehicle f1. Similar to the example in Fig. 4B, a carcass profile and a gearing profile are determined for each vehicle fk. The corps profiles and the switching profiles are sent via V2V communication to the analysis unit 7 or is communicated to the analysis unit 7 to determine a position-based crossover strategy based on a selected crane profile. After the analysis unit 7 has determined a selected corps profile, the cross strategy is communicated to the vehicles in the vehicle stay via V2V communication, i.e. one or more wireless signals, and via message or signal to the vehicle fk in which the analysis unit 7 is located, has f1. The cross strategy can has to be the same as those in the example illustrated in Fig. 4B. The vehicles in the vehicle roof then regulate their speed according to the selected raft profile.

Fig. 4D shows an example of how a position-based strategy can be determined sequentially. Each vehicle fk is has provided with an analysis unit 7k, or part of analysis unit 7. The last vehicle fN determines its chassis profile and shift profile, and sends it to the analysis unit 7N-1 in the nearest forward vehicle fN-1. The vehicle fN-1 determines its core profile and the [Dada core profiles and shift profiles are compared in the analysis unit 7N-1 to determine which of the the corps profiles and the switching profiles that are most limited. The analysis unit 7 is has thus been configured to compare the difference values Off sequentially. How it can be performed has been described previously. The most beg ransacked corps profile, where hansyn is taken to the change profile, by the! Ada is then forwarded to the next nearest vehicle fN_2 for further comparison. After a final comparison in the leader vehicle, a selected corps profile that requires the greatest speed changes has been determined. The leader vehicle follows this selected corps profile, and the other vehicles in The vehicle roof follows directly the speed of the vehicle in the vehicle roof without further communication, for example through radar detection as explained earlier. Alternatively, the other vehicles in the vehicle stay can be notified of the same selected body profile which they then follow.

The analysis unit 7, the raft profile unit 6, the shift profile unit 8 and the horizon unit 5 may be one or more processor units and one or more memory units. A processor unit can be a CPU (Central Processing Unit). A memory device may include a volatile and / or non-volatile memory, such as flash memory or RAM (Random Access Memory). The processor unit can be one part of a computer or computer system, such as an ECU (Electronic Control) Unit), in a vehicle 2.

Fig. 5 shows a river rail for a method for regulating the vehicle stay as described above. The method can be implemented as a program code in a computer program P. The program code can cause the system 4 to perform some of the steps according to the method when the method of a processor unit in the system 4. The method will now be explained with reference to the flow chart in Fig. 5. Reference is also made to the above description of the system; among other things with regard to the description and explanation of predictive cross strategies LAC and LAP. Furthermore, he is specifically referred to the description of what the transmission shift profile includes.

The invention thus also relates to a method for regulating a vehicle strut which comprises at least one conductor vehicle and a further vehicle which each have a positioning unit and a unit for wireless communication. The method includes to determine a body profile for at least one vehicle fk in the vehicle stay along one vaginal horizon for the vehicle's future path, based on the characteristics of the vaginal horizon, where the core profile contains the drill bit bi for the vehicle fk in positions along the horizon 21 (Al). Furthermore, the net method comprises determining a transmission transmission profile for at least one vehicle fk in the vehicle roof based on the characteristics of the horizon and on vehicle-specific properties, the gearing profile containing type of gear changes for the vehicle fk in positions along the horizon (A2). Based at least on The driving profile and the transmission shift profile of the vehicle are determined crossover strategy for the vehicle in the vehicle roof (A3). Finally, the cross strategy is communicated to all vehicles in the vehicle roof, after which the vehicles in the vehicle roof are regulated in accordance with the cross strategy (A4).

The cross strategy involves either a position-based shifting, wherein said gear changes are applied to each vehicle in the corresponding position for each change, or a time-based change, whereby all vehicles in the vehicle stage change substantially simultaneously. The invention also comprises a computer program product comprising the program code P stored on a computer readable medium for performing the method steps described herein. The computer program product may be, for example, a CD.

A number of different variants of how the invention may be practiced will now be exemplified.

Example 1 The leader vehicle announces in real time that it will shift. Other vehicles receive this message at the same time and can directly and synchronously with the conductor vehicle change and / or make a speed change that corresponds to that which the conductor vehicle makes in connection with the changeover. This can be a predetermined speed change over a predetermined time period, preferably related to the speed available.

Example 2 22 The leader vehicle announces in real time that it will shift. The division also indicates the position that the leader vehicle is in when the changeover will take place.

Other vehicles receive this message at the same time and can then carry out the shifting and / or Ora the speed change that corresponds to the one that The leader vehicle is in contact with the changeover as the Other vehicles pass the position where the changeover took place. It may be a predetermined velocity change over a predetermined period of time, preferably related to the velocity available. Example 3 The leader vehicle is regulated with a predictive cruise control (LAC) and other vehicles follow the same corps profile as the leader vehicle. The other vehicles follow the corps profile based on position, ie. the same speed change occurs for each vehicle at a predetermined position.

The conductor vehicle also determines a transmission shift profile based on one future vaginal horizon and vehicle-specific characteristics. With regard to the properties of the future carriage, e.g. its inclination, and for example the engine power of the vehicle, the shift positions are determined in the future vaginal horizon. For each change, a change time and a cohort are determined speed change caused by the waxing. The shift profile is then entered with the corpus profile that LAC has developed for the same vaginal horizon. More specifically, the shift profile will contain a number of values Avt that represent changes in velocity along the vagus horizon.

In the calculations of the speed drill values carried out by the predictive 25 the cruise control system is also taken into account in Avt and the calculated speed bar values are then adjusted so that the raft profile still reaches the speed within the raised branch barriers.

Example 4 The vehicle roof is driven with a common predictive speedway strategy (LAP) which described above. The LAP raft profile has been determined based on the LAC raft profiles for 23 each vehicle according to calculations explained in detail, for example in true band with the description of Figure 4A.

Each vehicle also calculates a transmission shift profile in the same manner as described above in connection with Example 3.

These transmission shift profiles are compared with each other. The transmission gear profile among the vehicle roof profiles that have the most impact on the speed will be chosen to apply to the entire vehicle roof, ie. the vehicle that is the most limited vehicle will be selected. The most restrictive vehicle is, for example, the vehicle that has the largest mass, or the least accessible engine name, or a combination of! pada.

This transmission shift profile is then mapped with the common raft profile determined by the LAP cruise control system and an adjusted raft profile determined which also takes into account changes. This adjusted raven profile, ie. the cross strategy is then used to regulate the vehicles in the vehicle roof.

Example Each vehicle in the vehicle roof receives information about the transmission transmission profile (s) of one of the preceding vehicles which has been determined in a true manner as described in Example 3 and can then adapt its corpus profile with the male to those nearby vehicle swings.

Example 6 A variant of Example 1 is that a habitual vehicle is notified of an impending taxiing of a vehicle present and can thereby allow, and take into account, the change in speed and associated distance change which the vehicle in question exhibits.

The present invention is not limited to the embodiments described above. Various alternatives, modifications and equivalents can be used.

Therefore, the above-mentioned embodiments do not limit the invention scope, as defined by the appended claims.

Claims (16)

A system (4) for controlling a vehicle strut comprising at least one conductor vehicle and a further vehicle each having a positioning unit (1) and a unit (2) for wireless communication; wherein the system (4) comprises: - a raft profile unit (6) configured to determine a raft profile for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future wave, based on the characteristics of the vagal horizon, the raft profile containing the drill bit bi for the vehicle fk in positions vaghorisonten; A shift profile unit (8) configured to determine a transmission shift profile for at least one vehicle fk in the vehicle roof based on the characteristics of the vag horizon and on vehicle specific characteristics, the shift profile containing type of changes for the vehicle fk in positions along the vag horizon, 2. an analysis unit (7) is configured to: - determine a crossover strategy for the vehicles in the vehicle stay based at least on the carcass profile and the transmission shift profile for the vehicle fk; - generate a crossover strategy signal indicating the crossover strategy, and - true crossover strategy signal to all vehicles in the vehicle roof, after which the vehicles in the vehicle roof are regulated in accordance with the crossover strategy. The system of claim 1, wherein said driving strategy comprises position-based taxiing, said shifting being applied to each vehicle in each taxiing associated position. The system of claim 1, wherein said crossover strategy comprises time-based \ taxiing, wherein all vehicles in the vehicle stay shift at the same time. The system according to any one of claims 1-3, wherein said cross strategy meant that local speed variations were allowed for individual vehicles in the vehicle stay when shifting takes place. The system according to any one of claims 1-4, wherein said crossover strategy is a common cooperative predictive speedboat strategy for vehicle stays (LAP). The system of claim 1, wherein the analysis unit is adapted to indicate in the cross-strategy signal that a vehicle in front is shifting and to notify this to one or more vehicles behind in the vehicle stay and to indicate the position where the shifting takes place. The system of any one of claims 1-6, wherein the type of waxing comprises indicating from which wax and to which wax the waxing refers. A method of controlling a vehicle stay comprising at least one conductor vehicle and a further vehicle each having a positioning unit (1) and a unit for wireless communication (2), the method comprising: determining a body profile of at least one vehicle fk in the vehicle stay along a vaginal horizon for the vehicle's future vaginal, based on the characteristics of the vaginal horizon, the core profile containing the drill bit bi for the vehicle fk in positions along the horizon; - determine a transmission gear shift profile for atnninstone a vehicle fk in the vehicle roof based on the vehicle horizon characteristics and on vehicle-specific characteristics, the gearshift profile contains type of gear changes for the vehicle fk positions along the vagor horizon, 1. determine a driving strategy for the vehicle in the vehicle profile fk; 2. announce the crossing strategy to all vehicles in the vehicle roof, after which the vehicles in the vehicle roof are regulated in accordance with the crossing strategy. The method of claim 8, wherein said crossover strategy comprises position-based shifting, said shifting being applied to each vehicle in a position associated with each shifting. 26 The method of claim 8, wherein said crossover strategy comprises time-based switching, wherein all vehicles in the vehicle roof wax substantially simultaneously. The method according to any one of claims 8-10, wherein said crossing strategy meant that local speed variations were allowed for individual vehicles in the vehicle roof when taxiing takes place. The method according to any of claims 8-11, wherein said driving strategy is a common cooperative predictive speedway strategy for vehicle roofs (LAP). The method of claim 8, wherein the crossover strategy comprises that a forward vehicle notifies one or more rear vehicles in the vehicle stay that taxiing is taking place and indicates the position where the waxing is taking place. The method of any of claims 8-13, wherein the type of waxing comprises indicating from which wax and to which wax the waxing refers. Computer program (P) in a system (4), wherein said computer program (P) comprises program code for causing the system (4) to perform some of the steps according to claims 8-14. A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 825 14. 1/4