SE537482C2 - Method and system for common driving strategy for vehicle trains - Google Patents

Abstract

Summary A method and a system (4) for aft controlling 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 vessel profile unit (6) configured to define a body profile for at least one vehicle fk in the vehicle stay along a vag horizon, the body profile containing the bore bk for the vehicle fk in positions along the vag horizon; a shift profile unit (8) configured to define a transmission shift profile for at least one vehicle fk in the vehicle stay based on the horizon characteristics and on vehicle specific characteristics, the shift profile containing type of changes 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; aft generate a cross-strategy signal indicating the cross-strategy, and aft true the cross-strategy signal to all vehicles in the vehicle roof, after which the vehicles in the vehicle roof are regulated according to the cross-strategy.

Description

Title Field of the Invention The present invention relates to a system and method for vehicle roofs in which a common driving strategy is determined for the vehicle roof by taking into account a body profile and a transmission shift profile over a future vaginal horizon.

Background of the Invention The 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, for example, greenhouse gases. A possible contribution to solving these problems is that lazy vehicles travel tatare in so-called vehicle stays (platoons).

By vehicle stays is meant a number of vehicles that cross at short distances between each other and drive forward as a unit. The short distances lead to more traffic on the road, and also to the energy consumption of an individual vehicle decreasing as the air resistance is reduced. The vehicle in the vehicle roof ' Drivers are already taking advantage of this elusive fact today with a holy traffic safety like -160. A fundamental question about vehicle stays is how the time gap between vehicles can be reduced from the recommended 3 seconds down to between 0.5 and 1 second without affecting road safety. With distance sensors and cameras, 1 driver's reaction time can be 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 makes it difficult to detect trades more than a couple of vehicles up front in Icon. A further limitation is that the cruise control cannot react proactively, i.e. the cruise control can not 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 in order to exchange information between them. A development 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 the cone distance and a better global traffic flow are possible.

Many vehicles today are also equipped with a cruise control to make it easier for 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 night shifting system, the other person's vehicle's shift so that the vehicle can maintain the 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 results in the vehicle accelerating over the crown and perhaps into a subsequent downhill slope and then having to be braked so as not to exceed the set speed, which constitutes an unloading way to drive the vehicle. Furthermore, of course, the vehicle's engine power and mass affect the ability to drive the vehicle in a fuel-efficient manner, 2 for example, a weak engine and a large nose affect the ability to maintain the set speed on an uphill slope. By varying the vehicle's speed in hilly terrain, fuel can be saved compared to a conventional cruise control. If the future topology Ors kand because the vehicle has map data and 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 (LAC).

However, as an industry-optimal driving strategy must be developed for an entire vehicle roof, the situation becomes more complex. Additional aspects must be taken into account, such as maintaining the optimal distance, physically possible speed profile for all vehicles with varying mass and engine capacity. An additional 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 15 vehicles which 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 downhills, when the first vehicle! Polar accelerates downhill due to the big nnassan. The following 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. Biling an individual vehicle, one can calculate what maximum speed a vehicle should have inside the curve 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 vehicle roof needs to decelerate in the curve from its set speed to complete the curve, it will resume its set speed after the 3 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, for example, awakening.

When a heavy vehicle travels over varied topography, the vehicle loses or slows down depending on the inclination of the road. 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 all the vehicle losing so much speed, so that it must stop on the uphill slope.

If you shift on a hill, you thus lose speed during the shift. This can lead to the vehicle behind in a vehicle roof believing that the vehicle in front is braking. Since the vehicles in a vehicle roof are placed next to each other and each vehicle controls its speed based on how the other vehicles behave, an incorrect descent downhill 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 malfunction in the form of incorrect gear selection. The obvious consequence of this is that security can become a problem and that fuel consumption increases due to unnecessary wells 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 one's own vehicle is controlled by the distance to a vehicle in front and the published international patent application WO-2013/006826 describes a control device for a vehicle strut which, among other things, sets recommendations for gear selection.

Vehicle stays are starting to become a reality soon, as discussed above, and therefore the next new strategies for gear selection are being investigated, as a vehicle strongly affects nearby vehicles in a vehicle stay. 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 thereby 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 independent claims and are described in the detailed description.

By utilizing wireless communication between the vehicles, either vehicle-to-vehicle communication (V2V) or vehicle-to-infrastructure communication (V2I), the vehicles can inform each other that they are performing shifting. This avoids unnecessary braking for nearby vehicles as they are informed that the change of speed is due to taxiing.

Based on the characteristics of conventional vehicles, according to one embodiment, a common crossover strategy for the vehicle stay can be determined which takes 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 these 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 this 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 carrying out the calculations. The optimization algorithm takes into account all vehicle characteristics as well as the slope of the vehicle and calculates an optimal cross strategy common to the vehicle stay, which is then used to regulate the vehicles in the vehicle stay.

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 in that the common cross strategy weighs together and calculates which is the most industry-efficient strategy for all vehicles.

With a common crossover 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 significantly reduces fuel consumption. A correct gear selection also in turn leads to reduced fuel consumption for used vehicles. Too high or too low gear under a hill leads to an average higher speed, which in turn leads to increased fuel consumption. In addition, the optimal distance between the vehicles in the tie rod will not be able to be tilted if you have to perform an unplanned shift. This degrades the performance of the vehicle.

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

A prerequisite is that the vehicle stay is regulated according to a common cross-strategy. It can be a simple strategy where the distance between the vehicles is kept essentially constant. There may 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, it is a prerequisite that the vehicles in the vehicle stay 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 taxiing. According to the invention, a crossover strategy for regulating the vehicles in the vehicle tie is stated which takes this into account, for example by allowing local speed variations, e.g. when the vehicles shift, and that the drill guards, e.g. 6 velocity drilling values, in the raft profile have been adapted with regard to the reduction of velocity that takes place in connection with switching.

Through the shifting profile and with knowledge of the vagus horizon, one can determine the velocity changes that a given shifting gives rise to and when they occur in the vagus horizon. The drill values are corrected so that the raft profile of each vehicle that enters the vehicle stay takes into account the speed changes that the gears cause.

According to a first aspect, the invention comprises 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. The system (4) comprises a raft profile unit (6) configured to determine a raft profile for at least one vehicle fk in the vehicle stay along a vagal horizon of the vehicle's future wave, based on the characteristics of the vagus horizon, the raft profile containing the bore value bi of the vehicle fk at positions pi along the vagus horizon; 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 gears for the vehicle fk in positions along the vag horizon. Furthermore, the system comprises an analysis unit (7) which is configured to determine a crossover 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 cross-strategy signal indicating the cross-strategy, and to send the cross-strategy signal to all vehicles in the vehicle stay, after which the vehicles in the vehicle stay 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 comprises determining a carcass profile for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future road, based on the characteristics of the carriageway horizon, the carcass profile containing the drill bit bi 7 for the vehicle fk in positions along the horizon; 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 the type of shifts for the vehicle fk in positions along the vag horizon. Furthermore, the method comprises the steps of determining a crossover strategy for the vehicles in the vehicle roof based at least on the chassis 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 accompanying figures The invention will now be described with reference to the accompanying figures, of which: Fig. 1 shows an example of a vehicle roof which is driven 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 section 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 vehicle 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 stay. 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 roof. 8 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 vehicle and infrastructure, for example carriage or computer system.

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 equipped with a receiver and transmitter for wireless signals, shown partly with 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, travels at small intervals dk, k + 1 between the vehicles, but which instead passes 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 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 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 position of the vehicle fk. The positioning unit 1 can for example be configured to receive signals Than a global positioning system such as GPS (Global Positioning System) or GNSS (Global Navigation Satellite System) 9 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. The device 2 is configured to act as a receiver and transmitter of wireless signals.

The unit 2 can receive wireless signals from other vehicles and / or wireless signals Than 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, torque, speed, and even more complex information such as gallant raft profile, crossover strategy, etc. The wireless signals may also contain information about the environment, e.g. The vehicle fk can also be provided with one or more detectors 3 for sensing the surroundings, for example a radar unit, laser unit, tilt feeder etc. These detectors are in Fig. 3 generally marked as a detector unit 3, but can thus consist of a number of 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 transmit the detector signal to one or more units in the vehicle fk. The vehicle 2 can also be equipped with a map unit that can provide map information about the upcoming road. The driver can, for example, specify 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 a system 4 which can be described in detail below.

The vehicle fk communicates internally between its various units through, for example, a bus, for example a CAN bus (Controller Area Network) which uses a message-based protocol. Examples of other communication protocols 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.

Signals and data can, for example, instead be transmitted wirelessly to the various devices.

In the vehicle fk there is also, in whole or in part, a system 4 which will be explained with reference to Figures 4A-4D, which show various examples of the system 4. The dashed lines in the figures indicate that there is wireless transmission of data. In general, the system is 4 to regulate the vehicle roof, and to arrive at a common cross-strategy for the entire vehicle roof based on information about the future road. The system 4 thus implements, according to one embodiment, a type of cooperative cruise control for the vehicle stay, a LAP. In particular, the system 4 is for regulating the vehicle stay when it is Icor on 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 consideration is given to what is best for the entire vehicle roof when cornering on a hill and / or curve.

The following is a description of a cooperative cruise control for the vehicle stay (LAP) based on the individual vehicles' crossover strategy, for example a predictive crossover 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 are defined in more detail by a transmission transmission profile which can be 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 roof based on the characteristics of the horizon and on vehicle-specific characteristics. The gearing profile contains the type of gearing 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 gearing refers. The system 4 further comprises an analysis unit 7 which is configured to receive a raft profile from a raft profile unit 6 for at least one vehicle fk in the vehicle roof along a vagal horizon of the vehicle's future wagon, the raft profile containing the drill bit bi (for example the speed drill bit vi, the acceleration drill bit a; the distance drill value di) for the vehicle fk in positions pi along the vag horizon. The analysis unit is further configured to receive a transmission shift profile from the shift profile unit.

The transmission shift profile includes information on current and preferably also future shifts 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, are determined by shifting positions in the future vaginal horizon. For each change, there was a change time and a corresponding change in speed caused by the change. 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 raft profile, ie. velocity, distance and / or acceleration changes caused by oscillations and velocity, distance and / or acceleration changes indicated in the raft profile can be identified in positions in the future vaginal horizon.

The crane profile from the crane profile unit 6 may, for example, have consisted of an existing cruise control, for example an LAC or other form of predictive cruise control, and be communicated to the analysis unit 7. The analysis unit 7 is further configured to determine a driving strategy, for example a position-based driving strategy. on the driving profile for the vehicle fk and on the transmission shift profile for the vehicle fk. A position-based crossover strategy generally refers to a crossover 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 12 all vehicles in the vehicle stay, after which the vehicles in the vehicle stay are regulated in accordance with the cross-strategy. According to another embodiment, the vehicles in the vehicle stay are regulated according to the crossover 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 for each \ taxiing 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 indicate in the cross-strategy signal that a vehicle in front is waxing and to notify this to 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 cruise control, also called predictive cruise control, is a predictive control scheme with knowledge of some of the future disturbances, e.g. vagtopografin. An optimization is performed with respect to a criterion that involves a predicted future behavior of the system. An optimal solution such as Over has the problem Over a vagus horizon, which phase through truncates the entire horizon of the driving mission. The goal of the optimization is to minimize the required energy and time for the chore assignment, while keeping the vehicle's speed 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, restrictions on control inputs and restrictions on the maximum absolute deviation from the vehicle 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, Linkoping 13 University, 2010. A vehicle model son describes the main forces that affect a vehicle in motion is described therein according to: dv int —Dt = rmotor Fbroms Fluftmotstand (v) - Frulining (a) - Fgravitet (a) = itifrvif T (vve, 8) - Fbrake - -1 CDAapaV2 - C mg cos a - mg sin a, (1) rw2 dar a betecknar The inclination of the carriage, CD and cr an characteristic coefficients, g denote the gravitational force, pa an the air density, r an the wheel radius, and it, if, no rif an transmission and gear-specific constants. The accelerating vehicle mass mt (m, Jw, Je, it, if, no rjf) depends on the gross mass m, wheel inertia Jw, engine inertia Je, gearbox gear ratio and efficiency ton as well as the final chore gearing and efficiency if, rip The predictive cruise control LAC increases vehicle speed in front of a steep uphill slope which then obtains a higher average speed when the vehicle travels 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 level ground, an fuel saving of 20 is obtained compared to if the vehicle is to keep the seat speed well below the uphill slope because more fuel 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 utilizes the potential energy the vehicle receives from its weight on the downhill slope. Both time and fuel can be saved.

A minor vagal slope a can be described as: al <a <(2) 30 days 14 kfTe (Smax, we) —kilv7 f (d_ iii) —k [r => 0 k.

Te (coe) —kfiv7 f (di_ij) —kfr = kg. <0 is the steepest slope for which the speed can be maintained on an uphill slope with maximum engine torque, and ct is the steepest slope for which a heavy vehicle can maintain a constant speed by rolling out and not having 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 corpus profile unit 6. The horizon unit 5 is configured to determine a vaginal horizon for at least one vehicle fk in the vehicle roof using position data and map data of a future vag, which contains one or more properties for the future vagen. The road horizon can be divided into different road segments. A feature may be, for example, that a road segment on the horizon is classified as a steep uphill or downhill slope with a slope outside the range in (2). The carcass profile unit 6 is configured to determine a carcass profile for at least one vehicle fk in the vehicle roof based on the characteristics of the wagon horizon, the carcass profile containing the drill guard and associated positions on, for the vehicle fk along the wagon horizon. The drilling values can be, for example, the velocity drilling value vi, the acceleration drilling value ai, or the distance drilling value di. The system 4 can thus be configured to independently 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 function of the system 4 can be configured to be started when the scales have special properties such as a steep slope or small curve radius (a narrow curve). These properties are reflected in the raven profile taken from the boron values b, which are generated, and also as properties in the vaginal horizon. The vehicles in the vehicle stay usually follow a carriage speed, also called seat speed vset, which is the highest speed that the speed limit according to the carriage allows. On slopes, curves, etc., it may be appropriate to vary the speed in order to achieve industry savings or to improve or maintain safety. smooth curve, it may be appropriate to slow down the speed if the radius of curvature is small. A relationship that expresses how high the speed of the vehicle can at most 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 drill values we in positions pi, and these speed drill values we can thus vary Than the set speed vset to achieve an industry slalom and / or things driving. According to one embodiment, the analysis unit 7 is configured to compare the velocity drilling value vi with a set velocity v and determine a difference Av between vi and vset. The analysis unit 7 is further configured to compare Av below a threshold value, and initiate the determination of the position-based cross strategy if Av exceeds the threshold value. In this way, the vehicle roof can be regulated according to the common driving strategy in selected situations or under special road segments, and in other cases, the vehicles in the vehicle roof can be regulated based on their usual vehicle 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 sewing machine 4, where the sewing machine 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 body profile unit 6 which provides a body profile for the vehicle -11 to the analysis unit 7 and 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 horizon characteristics and vehicle specification contains type of gear 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 f1 can provide a raft profile for the vehicle f1 to the analysis unit 7. The system 4 may instead be located in an external unit such as a car node or a computer system. Position data etc. can then be sent via V21 to the external device. According to the example schematically illustrated in Fig. 4A, the analysis unit 7 determines the cross strategy that it is the raft profile for the vehicle fi 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 crossover strategy includes, for example, a message with the inboard that all vehicles in the vehicle roof except the leader vehicle must feed how the vehicle in front in the vehicle behavior behaves and adjust its speed accordingly 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 in the vehicle stay will follow the leader vehicle speed profile without having to be aware of the speed profile itself.

According to one embodiment, the vehicles in the vehicle roof are arranged in a certain order, so that the most restricted 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 restricted vehicle is located last in the vehicle boom. In this way, it can be ensured that all vehicles in the vehicle roof can withstand the corps profile and shift profile of the conductor vehicle. The most limited vehicle is, for example, the vehicle that has the largest mass, or least available engine torque, or a combination of! Dada.

According to one embodiment, the analysis unit 7 is configured to receive a raft 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 shift profile in order to determine a selected choir profile as a position-based cross strategy for the vehicles in the vehicle stay. The selected choir profile with the speed value adjusted in dependence on the speed value of the shift profile can then, for example, be communicated to all vehicles in the vehicle stay, after which each individual vehicle in the vehicle stay will follow the same selected choir profile in the same positions.

Before the raft profile is communicated to the vehicles, the positions pi in the raft profile can be mapped to actual positions along the coming road, so that the vehicles in the vehicle stays 17 can regulate their speed according to the speed drilling values vi (and / or their distance after the distance drilling values and / or their acceleration after the acceleration drilling values). the same real 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 all embodiments.

There are different ways to determine a selected choir 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 then consideration is given to the shift profile and the speed values in the shift profile. Examples of the most limited vehicle have 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. To determine which chore profile it is, that is, the selected chorus profile, then the analysis unit 7 is configured to determine a difference value Av for each chorus profile indicating the largest difference between a maximum velocity vniax and minimum velocity vmin, compare the difference value Av for the different chore profiles with each other and to determine a selected corps profile that has the largest difference value of based on the comparison. The maximum speed vmax an one of the velocity drilling values we in the raft profile, and the nnin velocity vrnin is one of the velocity drilling 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 chorus profiles and shift profiles are then sent to the analysis unit 7 to determine a position-based crossover strategy based on a selected chorus profile. The analysis unit 7 has been placed in an external unit, and the various corps profiles are sent to the analysis unit via V21 communication. After the analysis unit 7 has determined a selected body profile with regard to the shift profile, the cross strategy is communicated to the vehicles in the vehicle stay via V21 communication, i.e. one or more wireless signals. The crossover strategy includes, for example, a message that all vehicles in the vehicle roof, except the leader vehicle, must feed how the 18 vehicle in front in the vehicle roof behaves and adjust its speed accordingly in order to maintain the distance between the vehicles. For example, vehicles may use radar to determine the speed of the vehicle in front. The cross strategy also includes a message to the leader vehicle that it must follow the selected choir profile, as well as the choir profile itself if it is not already the leader vehicle's choir profile. 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 raft profile can be communicated to all vehicles in the vehicle stage, after which each individual vehicle in the vehicle roof will follow the same selected raft profile.

Fig. 40 shows a further example, in which the analysis unit 7 in the system 4 is placed in a vehicle, has conductor {ordonetf1. Similar to the example in Fig. 4B, a carcass profile and a gearing profile are determined for each vehicle fk. The corps profiles and switching profiles are sent via V2V communication to the analysis unit 7 or communicated to the analysis unit 7 to determine a position-based cross strategy based on a selected corps profile. After the analysis unit 7 has determined a selected corps profile, the cross strategy is communicated to the vehicles in the vehicle roof 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 I, has f1. The cross strategy may have been 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 car profile.

Fig. 4D shows an example of how a position-based strategy can be determined sequentially. Each vehicle fk is equipped with an analysis unit 7k, or a part of the analysis unit 7. The last vehicle fN determines its vehicle 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 choir profile and the [Ada choir profiles and shift profiles are compared in the analysis unit 7N-1 to determine which of the choir profiles and shift profiles is most limited. The analysis unit 7 is thus configured to compare the difference value Av sequentially. How it can be performed has been described previously. The most limited chassis profile, where the view is taken 19 to the shift profile, of the two is then sent on to the next nearest forward 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 conductor vehicle follows this selected body profile, and the other vehicles in the vehicle roof follow directly the speed of the vehicle present 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 raft profile that they then follow.

The analysis unit 7, the crate profile unit 6, the swap profile unit 8 and the horizon unit 5 can be constituted by 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 may be part of a computer or computer system, such as an Electronic Control Unit (ECU), in a vehicle 2.

Fig. 5 shows a river section 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 it ' 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 comprises determining a carcass profile for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future road, based on the characteristics of the carriageway horizon, where the carcass profile contains the drill bit bi for the vehicle fk in positions along the horizon (A1). Furthermore, the method includes 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 gears for the vehicle fk in positions along the horizon (A2). Based on at least the driving profile and the transmission gear profile for the vehicle, a driving strategy is determined for the vehicles 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 crossover strategy involves either a position-based shifting, said shifting being applied to each vehicle in each associated taxiing position, or a time-based shifting, all vehicles in the vehicle stay shifting 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 leader vehicle change gears and / or make a speed change that corresponds to the one that the leader vehicle makes in connection with the change. This may be a predetermined velocity change over a predetermined period of time, preferably related to the velocity available.

Example 2 21 The leader vehicle divides 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 changeover and / or Ora the speed change that corresponds to that which the leader vehicle goes in connection with the changeover when the other vehicles pass the position where the changeover took place. It may be a predetermined speed change over a predetermined period of time, preferably related to the speed available. Example 3 The leader vehicle is regulated with a predictive cruise control (LAC) and other vehicles follow the same raft 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 transmission profile based on a 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, are determined by shifting positions in the future vaginal horizon. For each change, there was a change time and a corresponding change in speed caused by the change. The shift profile is then mapped with the corps 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 bores carried out by the predictive cruise control system, the view is also taken of Avt and the calculated speed bores are then adjusted so that the choir profile still reaches the speed within the erected spruce guards.

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

In addition, each vehicle 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 shift profile among the vehicle roof profiles that has 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 limiting vehicle is, for example, the vehicle that has the largest mass, or least available engine torque, 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 stay.

Example Each vehicle in the vehicle roof receives information about the transmission transmission profile (s) of one or more front-wheel drive vehicles in the true manner described in Example 3 and can then adapt its body profile with regard to the changes of the adjacent vehicles.

Example 6 A variant of Example 1 is that a habitual vehicle is notified of an impending taxiing from a vehicle in front and can thereby allow, and take into account, the speed change 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 scope of the invention, which is defined by the appended claims. 23

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 carcass profile unit (6) configured to define a carcass profile for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future carriage, based on the carcass profile properties, the carcass profile containing the bore value bi for the vehicle fk in positions 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 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 crossover strategy comprises position-based taxiing, said shifting being applied to each vehicle in a position associated with each shifting. 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 are finalized for individual vehicles in the vehicle roof when taxiing takes place. 24 The system of any 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 course strategy signal that a vehicle in front is shifting and to notify this to one or more vehicles behind in the vehicle roof 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 shift profile for at least one vehicle fk in the vehicle roof based on the characteristics of the vehicle horizon and on vehicle-specific characteristics, the gearing profile contains type of gear changes for the vehicle fk positions along the vehicle horizon, 1. determine a cross strategy for the vehicles in the vehicle roof based on fk; 2. communicate the crossover strategy to all vehicles in the vehicle roof, after which the vehicles in the vehicle roof are regulated in accordance with the crossover strategy. The method of claim 8, wherein said crossover strategy comprises position-based taxiing, said shifting being applied to each vehicle in a position associated with each shifting. The method of claim 8, wherein said driving strategy comprises time-based shifting, wherein all vehicles in the vehicle stay wax substantially simultaneously. The method according to any one of claims 8-10, wherein said crossing strategy meant that local speed variations are finalized 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 speedboat 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. A 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 of 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. 26 1/4