SE537603C2 - Method and system for handling obstacles for vehicle trains - Google Patents

Method and system for handling obstacles for vehicle trains Download PDF

Info

Publication number
SE537603C2
SE537603C2 SE1351125A SE1351125A SE537603C2 SE 537603 C2 SE537603 C2 SE 537603C2 SE 1351125 A SE1351125 A SE 1351125A SE 1351125 A SE1351125 A SE 1351125A SE 537603 C2 SE537603 C2 SE 537603C2
Authority
SE
Sweden
Prior art keywords
vehicle
vehicle train
driving
obstacle
vehicles
Prior art date
Application number
SE1351125A
Other languages
Swedish (sv)
Other versions
SE1351125A1 (en
Inventor
Assad Alam
Kuo-Yun Liang
Henrik Pettersson
Jonas Mårtensson
Karl Henrik Johansson
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1351125A priority Critical patent/SE537603C2/en
Priority to DE112014004023.1T priority patent/DE112014004023T5/en
Priority to PCT/SE2014/051111 priority patent/WO2015047174A1/en
Publication of SE1351125A1 publication Critical patent/SE1351125A1/en
Publication of SE537603C2 publication Critical patent/SE537603C2/en

Links

Classifications

    • G05D1/695—
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0291—Fleet control
    • G05D1/0295—Fleet control by at least one leading vehicle of the fleet
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/22—Platooning, i.e. convoy of communicating vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle

Abstract

537 603 Sammandraq System (4) far aft reglera ett fordonstag som innefattar atminstone ett ledarfordon och ett ytterligare fordon som vardera har en positioneringsenhet (1), en enhet (2) far tradlos kommunikation och en detektorenhet (3). Systemet (4) innefattar en analysenhet (7) som är konfigurerad aft ta emot en korprofil for atminstone ett fordon fk i fordonstaget langs en vaghorisont for fordonets framtida vag, varvid korprofilen innehaller borvarden bi med samhorande positioner pi for fordonet fk langs vaghorisonten, och aft bestamma en positionsbaserad korstrategi fOr fordonen i fordonstaget baserat atminstone pa korprofilen for fordonet fk, varefter fordonen i fordonstaget regleras i enlighet med den positionsbaserade korstrategin. Analysenheten är vidare anpassad aft ta emot en detektorsignal fran detektorenheten (3) och identifiera ett hinder i eller i anslutning till fordonstaget baserat pa detektorsignalen och som forhindrar att fordonstaget framfors enligt namnda korstrategi, och aft anpassa namnda k6rstrategi med hansyn till hindret genom aft utfora atminstone en andringsatgard av korstrategin. 537 603 Sammandraq System (4) may even control a vehicle stay comprising at least one conductor vehicle and a further vehicle each having a positioning unit (1), a unit (2) for wireless communication and a detector unit (3). The system (4) comprises an analysis unit (7) configured to receive a carcass profile for at least one vehicle fk in the vehicle stay along a vagal horizon of the vehicle's future carriage, the carcass profile containing the drill bit bi with associated positions pi for the vehicle fk along the cargo horizon, determine a position-based crossover strategy for the vehicles in the vehicle roof based at least on the carcass profile of the vehicle fk, after which the vehicles in the vehicle roof are regulated in accordance with the position-based crossover strategy. The analysis unit is further adapted to receive a detector signal from the detector unit (3) and identify an obstacle in or adjacent to the vehicle roof based on the detector signal and which prevents the vehicle roof from advancing according to said cross strategy, and to adapt said driving strategy to the obstacle by performing at least a change action of the cross strategy.

Description

537 603 Metod och system f6r hantering av hinder f6r fordonstag Uppfinningens omrade Den foreliggande uppfinningen hanfor sig till ett system och en metod for aft reglera ett fordonstag. Fordonstaget innefattar atminstone ett ledarfordon och ett ytterligare fordon som vardera har en positioneringsenhet, en enhet for tradlos kommunikation och en detektorenhet. FIELD OF THE INVENTION The present invention relates to a system and a method for regulating a vehicle roof. The vehicle stay comprises at least one conductor vehicle and an additional vehicle each having a positioning unit, a wireless communication unit and a detector unit.

Uppfinninoens bakarund Trafikintensiteten är hag pa Europas store %/agar och fOrvantas Oka framover. Den okade transporten av manniskor och gods ger inte bara upphov till trafikproblem i form av kOer utan kraver aven allt mer energi som i slutanden ger upphov till utslapp av exempelvis vaxthusgaser. Ett mojligt bidrag till aft lose dessa problem är aft lata fordon fardas tatare i sa kallade fordonstag (platoons). The backbone of the invention The traffic intensity is high in Europe's major% / agar 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 COs but also demands more and more energy, which in the end gives rise to emissions of, for example, greenhouse gases. A possible contribution to aft lose these problems is aft lazy vehicles travel tatare in so-called vehicle struts (platoons).

Med fordonstag menas har ett antal fordon som !cars med korta avstand mellan varandra och framfors som en enhet. De korta avstanden leder till aft mer trafik kan fardas pa vagen, och aven aft energiforbrukningen far ett enskilt fordon minskar eftersom luftmotstandet reduceras. Fordonen i fordonstaget k6rs med en automatiserad styrning far fordonens hastighet och/eller rattstyrning. Detta medfor aft fordonsforare sasom lastbilschaufforer blir avlastade, olyckor baserat pa felaktiga manniskobeslut minskas och bransleforbrukningen kan reduceras. Studier visar aft bransleatgangen f6r det ledande fordonet i fordonstaget kan reduceras med 2 till 10 % och far det foljande fordonet 15 till 20 % jamfort med ett ensamt fordon. Detta under forutsattning aft avstandet mellan fordonen är 8 - 16 meter och aft de fardas i 80 km/h. Den minskade bransleatgangen ger en motsvarande reduktion i CO2 utslapp. By vehicle roof is meant a number of vehicles such as cars with short distances between each other and in front as a unit. The short distances lead to more traffic being able to travel on the road, and also the energy consumption of an individual vehicle decreases as the air resistance is reduced. The vehicles in the vehicle roof are driven with an automated steering control of the vehicles' speed and / or steering wheel steering. This also means 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% and the following vehicle gets 15 to 20% compared to a single vehicle. This under the assumption 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.

Forare utnyttjar detta valkanda faktum redan idag med en sankt trafiksakerhet som foljd. En grundlaggande fraga kring fordonstag är hur tidsluckan mellan fordon kan minskas fran rekommenderade 3 sek ner till mellan 0,5 och 1 sekund utan aft paverka trafiksakerheten. Med avstandssensorer och kameror kan forarens reaktionstid elimineras, en typ av teknik anvand redan idag av system 1 537 603 som ACC (Adaptiv Cruise Control) och LKA (Lane Keeping Assistance). En begransning är dock aft avstandssensorer och kameror kraver fri sikt till malet vilket gar det svart aft detektera handelser mer an ett par fordon framat i Icon. En ytterligare begransning är aft farthallaren inte kan reagera proaktivt, d.v.s. farthallaren kan inte reagera pa handelser som hander langre fram i trafiken som kommer aft paverka trafikrytmen. Drivers are already taking advantage of this elusive fact today with a sacred traffic safety as a result. 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 traffic safety. With distance sensors and cameras, the driver's reaction time can be eliminated, a type of technology already used today by systems 1,537,603 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 later in the traffic that will affect the traffic rhythm.

En mojlighet aft fa fordonen aft agera proaktivt är aft fa fordonen aft kommunicera far aft kunna utbyta information mellan dem. En utvecklig av IEEE-standarden 802.11 for WLAN (Wireless Local Area Networks) kallad 802.11p mojliggor tradlos overforing av information mellan fordon, och mellan fordon och infrastruktur. Olika sorters information kan sandas till och fran fordonen, sasom fordonsparametrar och strategier. Utvecklingen av kommunikationstekniken har alltsa gjort det mojligt aft designa fordon och infrastruktur som kan interagera och agera proaktivt. One way of getting vehicles to act proactively is to get vehicles to communicate and to be able 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 between vehicles, and between 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.

Fordon kan agera som en enhet och foljaktligen mojliggors kortare avstand och eft battre globalt trafikflode. Vehicles can act as a unit and consequently shorter distances and better global traffic flow are possible.

Manga fordon är idag aven utrustade med en farthallare for aft underlatta for foraren aft framfora fordonet. Den onskade hastigheten kan dá stallas in av Waren genom exempelvis ett reglage i rattkonsolen, och eft farthallarsystem i fordonet paverkar sedan ett styrsystem sa aft det gasar respektive bromsar fordonet for aft [Calla den onskade hastigheten. Om fordonet är utrustat med automatvaxlingssystem sa andras fordonets vaxel for aft fordonet ska kunna halla onskad hastighet. Many vehicles today are also equipped with a cruise control to make it easier for the driver to drive in front of the vehicle. The desired speed can then be set by the Product through, for example, a control in the steering console, and after the cruise control system in the vehicle then influences a control system so that it accelerates or brakes the vehicle for aft [Call the desired speed. If the vehicle is equipped with an automatic shifting system, the other vehicle's gearbox for the vehicle must be able to maintain the desired speed.

Nar farthallare anvands i backig terrang sa kommer farthallarsystemet aft forsoka halla installd hastighet genom uppforsbackar. Detta far ibland till foljd att fordonet accelererar aver kronet och kanske in i en efterkommande nedforsbacke for aft darefter behova bromsas for att inte overskrida den installda hastigheten, vilket utgor ett bransleslosande satt att framfora fordonet. Vidare paverkar naturligtvis fordonets motorstyrka och massa mojligheten aft framfara fordonet branslesnalt, exempelvis paverkar en svag motor och en stor massa mojligheten att halla 2 537 603 installd hastighet i en uppf6rsbacke. Genom aft variera fordonets hastighet i backig terrang kan bransle sparas jamfort med en konventionell farthallare. Om den framtida topologin gars kand genom aft fordonet har kartdata och positioneringsutrustning kan sadana system goras mer robusta samt aven andra fordonets hastighet innan saker har hant vilket astadkommes med sa kallade prediktiva farthallare (Look-Ahead Cruise control, LAC). When cruise control is used in hilly terrain, the cruise control system will again 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 engine power and mass of the vehicle affect the ability to drive the vehicle in a fuel-efficient manner, for example, a weak engine and a large mass affect the ability to maintain a set speed of 2,537,603 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 through the vehicle has map data and positioning equipment, such systems can be made more robust as well as the speed of the other vehicle before things get done, which is achieved with so-called predictive cruise control (LAC).

Da en bransleoptimal korstrategi ska tas fram f6r ett helt fordonstag blir dock situationen mer komplex. Ytterligare aspekter maste tas hansyn till, som bibehallet optimalt avstand, fysisk mojlig hastighetsprofil far alla fordonen med varierande massa och motorkapacitet. En ytterligare aspekt for eft fordonstag under framfart over varierande topografi är aft nar f6rsta fordonet har tappat fart i en uppf6rsbacke, aterupptar den sin sethastighet efter backen. De efterfoljande fordonen som dá fortfarande befinner sig i uppforsbacken kommer aft tvingas accelerera i backen, vilket inte ãr bransleeffektivt. Det är inte heller alltid mojligt, vilket innebar aft det kommer skapas luckor i fordonstaget som i sin tur maste tappas igen. Detta skapar svangningar i fordonstaget. Snarlikt beteende observeras aven under nedforsbackar, nar f6rsta fordonet borjar accelerera i nedf6rsbacken p.g.a. den stora massan. De efterfoljande fordonen tvingas da aft accelerera innan nedforsbacken, eftersom de forsaker bibehalla avstandet till framforvarande fordon. Efter nedforsbacken borjar ledarfordonet att decelerera for aft aterga till sethastigheten. De efterfoljande fordonen, som fortfarande befinner sig i nedforsbacken, kommer cla aft tvingas bromsa for aft inte orsaka en kollision, vilket inte är bransleeffektivt. However, as an industry-optimal crossover strategy must be developed for an entire vehicle roof, the situation becomes more complex. Additional aspects must be taken into account, such as maintaining an optimal distance, physically possible speed profile for all vehicles with varying mass and engine capacity. An additional aspect for after vehicle roofs during travel over varying topography is that once the first vehicle has lost speed on an uphill slope, it resumes its seat speed after the hill. The subsequent vehicles that are still on the uphill slope will often 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 downhill downhill due to the great mass. 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 before returning to the set speed. The subsequent vehicles, which are still on the downhill slope, will often be forced to brake so as not to cause a collision, which is not industry efficient.

Ett liknande problem intraffar vid kurvtagning. Gallande ett enskilt fordon kan man berakna vilken maxhastighet fordonet bor ha genom kurvan baserat pa olika faktorer som t.ex. forarkomfort, tyngdpunkt, valtrisk, kurvatur osv, genom en prediktiv farthallare. Det ar dock inte sjalvklart hur eft fordonstag b6r ta kurvan. lfall det forsta fordonet i fordonstaget behover decelerera i kurvan fran sin sethastighet for aft klara kurvan, kommer det all ateruppta sin sethastighet efter kurvan. De efterfoljande fordonen som dá fortfarande befinner sig i kurvan 3 A similar problem occurs when cornering. Bile a single vehicle, one can calculate what maximum speed the vehicle should have through the curve based on various factors such as. driver comfort, center of gravity, risk of overturning, curvature, etc., through a predictive cruise control. However, it is not obvious how the 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 clear the curve, it will all resume its set speed after the curve. The subsequent vehicles which are then still in curve 3

Claims (17)

10 15 20 25 30 537 603 Patentkrav10 15 20 25 30 537 603 Patent claims 1. System (4) för att reglera ett fordonstâg som innefattar åtminstone ett ledarfordon och ett ytterligare fordon som vardera har en positioneringsenhet (1), en enhet (2) för trådlös kommunikation och en detektorenhet (3), varvid systemet (4) innefattar en analysenhet (7) som är konfigurerad att - emottaga en körprofil för åtminstone ett fordon fk i fordonståget längs en väghorisont för fordonets framtida väg, varvid körprofilen innehåller börvärden bi med samhörande positioner pi för fordonet fk längs väghorisonten; - bestämma en positionsbaserad körstrategi för fordonen i fordonståget baserat åtminstone på körprofilen för fordonet fk, varefter fordonen i fordonståget regleras i enlighet med den positionsbaserade körstrategin; - emottaga en detektorsignal från nämnda detektorenhet (3); - identifiera ett hinder i eller i anslutning till fordonståget baserat på detektorsignalen och som förhindrar att fordonståget framförs enligt nämnda körstrategi; - anpassa nämnda körstrategi med hänsyn till hindret genom att anpassa nämnda börvärden så att ett eller flera fordon i fordonståget sänker hastigheten på sådant sätt att nämnda hinder ej förhindrar hastighetsökningar i körstrategin längs väghorisonten och awakta en förutbestämd tid.A system (4) for controlling a vehicle train comprising at least one conductor vehicle and a further vehicle each having a positioning unit (1), a unit (2) for wireless communication and a detector unit (3), the system (4) comprising an analysis unit (7) configured to - receive a driving profile for at least one vehicle fk in the vehicle train along a road horizon for the future road of the vehicle, the driving profile containing setpoints bi with associated positions pi for the vehicle fk along the road horizon; - determine a position-based driving strategy for the vehicles in the vehicle train based at least on the driving profile of the vehicle fk, after which the vehicles in the vehicle train are regulated in accordance with the position-based driving strategy; - receiving a detector signal from said detector unit (3); - identify an obstacle in or in connection with the vehicle train based on the detector signal and which prevents the vehicle train from being driven according to said driving strategy; - adapting said driving strategy with regard to the obstacle by adjusting said setpoints so that one or more vehicles in the vehicle train reduce the speed in such a way that said obstacles do not prevent speed increases in the driving strategy along the road horizon and await a predetermined time. 2. Systemet enligt krav 1, varvid analysenheten (7) är konfigurerad att bestämma åtminstone en parameter P relativt ett identifierat hinder, varvid nämnda parameter är relaterad till avståndet till hindret, eller till hastigheten eller accelerationen för hindret, i förhållande till åtminstone ett fordon i fordonståget.The system of claim 1, wherein the analysis unit (7) is configured to determine at least one parameter P relative to an identified obstacle, said parameter being related to the distance to the obstacle, or to the speed or acceleration of the obstacle, relative to at least one vehicle in the vehicle train. 3. Systemet enligt något av kraven 1-2, varvid analysenheten (7) vidare är konfigurerad att: - bestämma om hindret hindrar att den anpassade körstrategin kan följas trots utförd ändringsåtgärd, om så är fallet genomförs stegen att: - dela upp fordonståget i separata fordonståg, - bestämma positionsbaserade körstrategier för respektive fordonstâg baserat på 23 10 15 20 25 30 537 603 körpro?len för åtminstone ett fordon i respektive fordonståg, varefter fordonen i fordonstågen regleras i enlighet med de positionsbaserade körstrategierna.The system according to any one of claims 1-2, wherein the analysis unit (7) is further configured to: - determine if the obstacle prevents the adapted driving strategy from being followed despite the change action performed, if so, the steps to: - divide the vehicle train into separate vehicle train, - determine position-based driving strategies for each vehicle train based on 23 10 15 20 25 30 537 603 the driving profile of at least one vehicle in each vehicle train, after which the vehicles in the vehicle trains are regulated in accordance with the position-based driving strategies. 4. Systemet enligt krav 3, varvid efter uppdelning av fordonståget är analysenheten (7) konfigurerad att, - bestämma om ett hinder identifierats i eller i anslutning till fordonstågen, och om inget hinder identifieras: - bilda ett sammanslaget fordonståg och bestämma en positionsbaserad körstrategi för det sammanslagna fordonståget.The system according to claim 3, wherein after dividing the vehicle train, the analysis unit (7) is configured to, - determine if an obstacle has been identified in or adjacent to the vehicle trains, and if no obstacle is identified: - form a combined vehicle train and determine a position-based driving strategy for the combined vehicle train. 5. Systemet enligt något av föregående krav, varvid analysenheten (7) är konfigurerad att - generera en körstrategisignal som indikerar den positionsbaserade körstrategin, och - sända körstrategisignalen till alla fordon i fordonståget, varefter fordonen i fordonståget regleras i enlighet med den positionsbaserade körstrategin,The system according to any of the preceding claims, wherein the analysis unit (7) is configured to - generate a driving strategy signal indicating the position-based driving strategy, and - send the driving strategy signal to all vehicles in the vehicle train, after which the vehicles in the vehicle train are regulated according to the position-based driving strategy. 6. Systemet (4) enligt något av föregående krav, varvid analysenheten (7) är konfigurerad att emottaga en körprofil för vartdera av ett flertal fordon i fordonståget.The system (4) according to any one of the preceding claims, wherein the analysis unit (7) is configured to receive a travel profile for each of a plurality of vehicles in the vehicle train. 7. Systemet (4) enligt krav 6, varvid analysenheten (7) är konfigurerad att analysera nämnda körprofiler för att bestämma en utvald körprofil som positionsbaserad körstrategi för fordonen i fordonståget.The system (4) according to claim 6, wherein the analysis unit (7) is configured to analyze said travel profiles to determine a selected travel profile as a position-based driving strategy for the vehicles in the vehicle train. 8. Systemet (4) enligt krav 7, varvid börvärdena bi är hastighetsbörvärden vi och analysenheten (7) är konfigurerad att: - bestämma ett skillnadsvärde Av för varje körprofil som indikerar den största skillnaden mellan en maxhastighet vmax och minhastighet vmin; -jämföra skillnadsvärden Av för de olika körpro?lerna med varandra; 24 10 15 20 25 30 537 603 - bestämma en utvald körprofil som har det största skillnadsvårdet Av baserat på jämförelsen.The system (4) according to claim 7, wherein the setpoints bi are speed setpoints vi and the analysis unit (7) is configured to: - determine a difference value Av for each travel profile indicating the largest difference between a maximum speed vmax and minimum speed vmin; -compare difference values Off for the different driving profiles with each other; 24 10 15 20 25 30 537 603 - determine a selected driving profile that has the largest difference value Off based on the comparison. 9. Systemet (4) enligt krav 8, varvid analysenheten (7) är konfigurerad att jämföra skillnadsvärden Av sekventiellt.The system (4) of claim 8, wherein the analysis unit (7) is configured to compare difference values Av sequentially. 10. Systemet (4) enligt krav 8 eller 9, varvid analysenheten (7) är konfigurerad att -jämföra hastighetsbörvärden vi med en sethastighet vsei och bestämma en skillnad Av mellan vi och vsei; - jämföra Av med ett tröskelvärde, och initiera bestämningen av den positionsbaserade körstrategin ifall Av överstiger tröskelvärdet.The system (4) according to claim 8 or 9, wherein the analysis unit (7) is configured to - compare speed setpoints vi with a set speed vsei and determine a difference Av between vi and vsei; - compare Av with a threshold value, and initiate the determination of the position-based driving strategy if Av exceeds the threshold value. 11. Systemet (4) enligt något av föregående krav, som innefattar: - en horisontenhet (5) konfigurerad att bestämma en väghorisont för åtminstone ett fordon fk i fordonståget med hjälp av positionsdata och kartdata av en framtida väg, som innehåller en eller flera egenskaper för den framtida vägen; - en körprofilenhet (6) konfigurerad att bestämma en körprofil för åtminstone ett fordon fii i fordonståget baserat på väghorisontens egenskaper, varvid körprofilen innehåller börvärden bi och samhörande positioner pi för fordonet fk längs väghorisonten.The system (4) according to any one of the preceding claims, comprising: - a horizon unit (5) configured to determine a road horizon for at least one vehicle fk in the vehicle train by means of position data and map data of a future road, which contains one or more properties for the future path; a travel profile unit (6) configured to determine a driving profile for at least one vehicle fii in the vehicle train based on the characteristics of the road horizon, the driving profile containing setpoints bi and associated positions pi for the vehicle fk along the road horizon. 12. Metod för att reglera ett fordonståg som innefattar åtminstone ett ledarfordon och ett ytterligare fordon som vardera har en positioneringsenhet (1), en enhet för trådlös kommunikation (2) och en detektorenhet (3), varvid metoden innefattar att: -tillhandahålla en körprofil för åtminstone ett fordon fk i fordonståget längs en väghorisont för fordonets framtida väg, varvid körprofilen innehåller börvärden bi och samhörande positioner pi för fordonet fk längs väghorisonten; - bestämma en positionsbaserad körstrategi för fordonen i fordonståget baserat åtminstone på körprofilen för fordonet fii, varefter fordonen i fordonståget regleras i enlighet med den positionsbaserade körstrategin, 25 10 15 20 25 30 537 603 - emottaga en detektorsignal från nämnda detektorenhet (3); - identifiera ett hinderi eller i anslutning till fordonståget baserat på detektorsignalen och som förhindrar att fordonståget framförs enligt nämnda körstrategi; - anpassa nämnda körstrategi med hänsyn till hindret genom att anpassa nämnda börvärden så att ett eller flera fordon i fordonståget sänker hastigheten på sådant sätt att nämnda hinder ej förhindrar hastighetsökningar i körstrategin längs väghorisonten och awakta en förutbestämd tid.A method of controlling a vehicle train comprising at least one conductor vehicle and a further vehicle each having a positioning unit (1), a unit for wireless communication (2) and a detector unit (3), the method comprising: - providing a driving profile for at least one vehicle fk in the vehicle train along a road horizon for the future road of the vehicle, the driving profile containing setpoints bi and associated positions pi for the vehicle fk along the road horizon; determining a position-based driving strategy for the vehicles in the vehicle train based at least on the driving profile of the vehicle fii, after which the vehicles in the vehicle train are regulated in accordance with the position-based driving strategy, - receiving a detector signal from said detector unit (3); - identify an obstacle or in connection with the vehicle train based on the detector signal and which prevents the vehicle train from being driven according to said driving strategy; - adapting said driving strategy with regard to the obstacle by adjusting said setpoints so that one or more vehicles in the vehicle train slow down in such a way that said obstacles do not prevent speed increases in the driving strategy along the road horizon and wait a predetermined time. 13. Metoden enligt krav 12, varvid metoden innefattar att bestämma en parameter P relativt ett identifierat hinder, varvid nämnda parameter är relaterad till avståndet till hindret, eller till hastigheten eller accelerationen för hindret, i förhållande till åtminstone ett fordon i fordonståget.The method of claim 12, wherein the method comprises determining a parameter P relative to an identified obstacle, said parameter being related to the distance to the obstacle, or to the speed or acceleration of the obstacle, relative to at least one vehicle in the vehicle train. 14. Metoden enligt något av kraven 12-13, varvid metoden vidare innefattar att: - bestämma om hindret hindrar att den anpassade körstrategin kan följas trots utförd ändringsåtgärd, om så är fallet genomförs stegen att: - dela upp fordonståget i separata fordonståg, - bestämma positionsbaserade körstrategier för respektive fordonståg baserat på körprofilen för åtminstone ett fordon i respektive fordonståg, varefter fordonen i fordonstågen regleras i enlighet med de positionsbaserade körstrategierna.The method according to any one of claims 12-13, wherein the method further comprises: - determining whether the obstacle prevents the adapted driving strategy from being followed despite the change measure carried out, if so the steps are to be performed: - dividing the vehicle train into separate vehicle trains, - determining position-based driving strategies for each vehicle train based on the driving profile of at least one vehicle in each vehicle train, after which the vehicles in the vehicle trains are regulated in accordance with the position-based driving strategies. 15. Metoden enligt krav 14, varvid efter uppdelning genomförs stegen att, - bestämma om ett hinder identifierats i eller i anslutning till fordonstågen, och om inget hinder identifieras: - bilda ett sammanslaget fordonståg och bestämma en positionsbaserad körstrategi för det sammanslagna fordonståget. 26 10 537 603The method according to claim 14, wherein after splitting, the steps are performed to: - determine if an obstacle has been identified in or adjacent to the vehicle trains, and if no obstacle is identified: - form a combined vehicle train and determine a position-based driving strategy for the combined vehicle train. 26 10 537 603 16. Datorprogram (Pwg) vid ett system (4), där nämnda datorprogram (Prog) innefattar programkod för att få systemet (4) att utföra något av stegen enligt patentkraven 12 till 15.A computer program (Pwg) in a system (4), said computer program (Prog) comprising program code for causing the system (4) to perform any of the steps of claims 12 to 15. 17. Datorprogramprodukt innefattande en programkod lagrat på ett, av en dator läsbart, medium för att utföra metodstegen enligt något av patentkraven 12 till 15. 27A computer program product comprising a program code stored on a computer readable medium for performing the method steps according to any one of claims 12 to 15.
SE1351125A 2013-09-30 2013-09-30 Method and system for handling obstacles for vehicle trains SE537603C2 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
SE1351125A SE537603C2 (en) 2013-09-30 2013-09-30 Method and system for handling obstacles for vehicle trains
DE112014004023.1T DE112014004023T5 (en) 2013-09-30 2014-09-26 Method and system for making obstacles to vehicle trains
PCT/SE2014/051111 WO2015047174A1 (en) 2013-09-30 2014-09-26 Method and system for managing obstacles for vehicle platoons

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SE1351125A SE537603C2 (en) 2013-09-30 2013-09-30 Method and system for handling obstacles for vehicle trains

Publications (2)

Publication Number Publication Date
SE1351125A1 SE1351125A1 (en) 2015-03-31
SE537603C2 true SE537603C2 (en) 2015-07-21

Family

ID=52744107

Family Applications (1)

Application Number Title Priority Date Filing Date
SE1351125A SE537603C2 (en) 2013-09-30 2013-09-30 Method and system for handling obstacles for vehicle trains

Country Status (3)

Country Link
DE (1) DE112014004023T5 (en)
SE (1) SE537603C2 (en)
WO (1) WO2015047174A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11505190B2 (en) * 2018-05-11 2022-11-22 Volvo Truck Corporation Method for establishing a path for a vehicle

Families Citing this family (38)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10474166B2 (en) 2011-07-06 2019-11-12 Peloton Technology, Inc. System and method for implementing pre-cognition braking and/or avoiding or mitigation risks among platooning vehicles
US10520952B1 (en) 2011-07-06 2019-12-31 Peloton Technology, Inc. Devices, systems, and methods for transmitting vehicle data
US10520581B2 (en) 2011-07-06 2019-12-31 Peloton Technology, Inc. Sensor fusion for autonomous or partially autonomous vehicle control
WO2018039114A1 (en) 2016-08-22 2018-03-01 Peloton Technology, Inc. Systems for vehicular platooning and methods therefor
US20170242443A1 (en) 2015-11-02 2017-08-24 Peloton Technology, Inc. Gap measurement for vehicle convoying
US8744666B2 (en) 2011-07-06 2014-06-03 Peloton Technology, Inc. Systems and methods for semi-autonomous vehicular convoys
US11334092B2 (en) 2011-07-06 2022-05-17 Peloton Technology, Inc. Devices, systems, and methods for transmitting vehicle data
US11294396B2 (en) 2013-03-15 2022-04-05 Peloton Technology, Inc. System and method for implementing pre-cognition braking and/or avoiding or mitigation risks among platooning vehicles
CA2907452A1 (en) 2013-03-15 2014-09-18 Peloton Technology Inc. Vehicle platooning systems and methods
US11100211B2 (en) 2015-08-26 2021-08-24 Peloton Technology, Inc. Devices, systems, and methods for remote authorization of vehicle platooning
CN108140310A (en) * 2015-08-26 2018-06-08 佩路通科技股份有限公司 For vehicle monitoring and the device formed into columns, system and method
DE102015016758A1 (en) * 2015-12-23 2017-06-29 Daimler Ag Method for moving, in particular for controlling or regulating, a vehicle convoy
SE539788C2 (en) 2016-03-22 2017-11-28 Scania Cv Ab A method and a system for controlling platooning operation when a vehicle is to leave the platoon
EP3465371A4 (en) 2016-05-31 2019-12-18 Peloton Technology Inc. Platoon controller state machine
US10369998B2 (en) 2016-08-22 2019-08-06 Peloton Technology, Inc. Dynamic gap control for automated driving
SE541873C2 (en) * 2016-12-19 2020-01-02 Scania Cv Ab Method and system for controlling a ploughing operation of a platoon of plough vehicles for clearing a snow covered area
US10497268B2 (en) 2016-12-20 2019-12-03 Honeywell International Inc. System and method for virtual flight interval management
US10482767B2 (en) 2016-12-30 2019-11-19 Bendix Commercial Vehicle Systems Llc Detection of extra-platoon vehicle intermediate or adjacent to platoon member vehicles
US10073464B2 (en) 2016-12-30 2018-09-11 Bendix Commercial Vehicle Systems Llc Varying the distance between vehicles in a platoon
CN108877199A (en) 2017-05-15 2018-11-23 华为技术有限公司 Control method, equipment and the car networking system of fleet
US10757485B2 (en) 2017-08-25 2020-08-25 Honda Motor Co., Ltd. System and method for synchronized vehicle sensor data acquisition processing using vehicular communication
GB2566523B (en) * 2017-09-18 2020-02-26 Jaguar Land Rover Ltd System and method for vehicle convoys
WO2019089749A1 (en) * 2017-10-31 2019-05-09 Cummins Inc. Control of vehicle platoon systems in response to traffic and route conditions
KR102350092B1 (en) 2017-11-13 2022-01-12 현대자동차주식회사 Apparatus for controlling cluster driving of vehicle and method thereof
US10921823B2 (en) 2017-12-28 2021-02-16 Bendix Commercial Vehicle Systems Llc Sensor-based anti-hacking prevention in platooning vehicles
GB2570898B (en) * 2018-02-08 2023-04-19 Jaguar Land Rover Ltd A controller and a method for managing vehicles
DE102018211236A1 (en) * 2018-07-07 2020-01-09 Robert Bosch Gmbh Method for operating an automated vehicle column
US10899323B2 (en) 2018-07-08 2021-01-26 Peloton Technology, Inc. Devices, systems, and methods for vehicle braking
US11181929B2 (en) 2018-07-31 2021-11-23 Honda Motor Co., Ltd. System and method for shared autonomy through cooperative sensing
US11163317B2 (en) 2018-07-31 2021-11-02 Honda Motor Co., Ltd. System and method for shared autonomy through cooperative sensing
EP3614353B1 (en) 2018-08-23 2022-12-21 Volkswagen Aktiengesellschaft Apparatuses, methods and computer programs for a leading vehicle of a group of vehicles and for a vehicle
EP3614357B1 (en) 2018-08-23 2022-03-30 Volkswagen AG Vehicles, network component, apparatuses, methods and computer programs for a vehicle, for a platooning vehicle, and for a network component
DE102018122825A1 (en) 2018-09-18 2020-03-19 Wabco Gmbh Method for coordinating a group of vehicles, evaluation unit, vehicle and group of vehicles
DE102018122824A1 (en) 2018-09-18 2020-03-19 Wabco Gmbh Method for coordinating a group of vehicles, evaluation unit, vehicle and group of vehicles
US10762791B2 (en) 2018-10-29 2020-09-01 Peloton Technology, Inc. Systems and methods for managing communications between vehicles
US11427196B2 (en) 2019-04-15 2022-08-30 Peloton Technology, Inc. Systems and methods for managing tractor-trailers
CN115088279A (en) * 2020-01-07 2022-09-20 高通股份有限公司 Intersection trajectory determination and messaging
CN115083152A (en) * 2022-06-09 2022-09-20 北京主线科技有限公司 Vehicle formation sensing system, method, device, equipment and medium

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9601691D0 (en) * 1996-01-27 1996-03-27 Rover Group A cruise control system for a motor vehicle
JP2000330637A (en) * 1999-03-16 2000-11-30 Honda Motor Co Ltd Method for detecting obstacle of vehicle
DE10024739A1 (en) * 1999-05-21 2000-12-07 Honda Motor Co Ltd Vehicle convoy travel mode control device transmits request to join existing convoy or break away from convoy to convoy lead vehicle and switches between manual and automatic control modes upon request recognition
US20080059015A1 (en) * 2006-06-09 2008-03-06 Whittaker William L Software architecture for high-speed traversal of prescribed routes
US8947531B2 (en) * 2006-06-19 2015-02-03 Oshkosh Corporation Vehicle diagnostics based on information communicated between vehicles
US8352111B2 (en) * 2009-04-06 2013-01-08 GM Global Technology Operations LLC Platoon vehicle management
WO2011013201A1 (en) * 2009-07-28 2011-02-03 トヨタ自動車株式会社 Vehicle control device, vehicle control method, and vehicle control system
JP5440579B2 (en) * 2011-09-27 2014-03-12 株式会社デンソー Convoy travel device

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11505190B2 (en) * 2018-05-11 2022-11-22 Volvo Truck Corporation Method for establishing a path for a vehicle
US11511746B2 (en) 2018-05-11 2022-11-29 Volvo Truck Corporation Method for establishing a path for a vehicle

Also Published As

Publication number Publication date
WO2015047174A1 (en) 2015-04-02
SE1351125A1 (en) 2015-03-31
DE112014004023T5 (en) 2016-07-21

Similar Documents

Publication Publication Date Title
SE537603C2 (en) Method and system for handling obstacles for vehicle trains
SE537598C2 (en) Method and system for organizing vehicle trains
SE1351128A1 (en) Method and system for common driving strategy for vehicle trains
CN104386064B (en) For adjusting the method at the interval of vehicle and front vehicles
JP6748213B2 (en) Platooning management system
SE537482C2 (en) Method and system for common driving strategy for vehicle trains
CN102470868B (en) Vehicle control device, vehicle control method, and vehicle control system
EP3052356B1 (en) System and method for controlling a vehicle platoon with a common position-based driving strategy
KR101601891B1 (en) Method and module for determining of reference values for a vehicle control system
CN103257651B (en) The control method of table system and table system
CN102458943B (en) Method and module for determining of velocity reference values for a vehicle control system
CN101480962B (en) Speed controlling method for running of combined train
CN112242071B (en) Road automatic driving vehicle cooperative obstacle avoidance method based on dynamic grouping reconstruction
EP2732240B1 (en) Managing errors in geographical data
SE536264C2 (en) Method and module for controlling the speed of a vehicle through simulation
SE537469C2 (en) A system and method for correcting map data and vehicle train position data
SE537578C2 (en) Control unit and method for controlling a vehicle in a vehicle train
US9718485B2 (en) Apparatus for warning of exceeding speed limit in railway vehicles
SE537992C2 (en) Control unit and method for controlling the speed of a vehicle in a distance controlled vehicle train when reversing
SE534187C2 (en) Module for determining setpoints for a control system in a vehicle
JP2019098914A (en) Pre-congestion deceleration notification apparatus
CN113401173B (en) Train operation control method and device, electronic equipment and storage medium
CN108602514A (en) Operator's skill scores based on the comparison operated with automated vehicle
CN107650947B (en) Train main controller operation prompt system
JP2015225384A (en) Drive assist system and drive assist method