SE538506C2 - Procedure and system for controlling parameters related to assisted braking of a vehicle - Google Patents

Abstract

The present invention provides a method and a system for controlling at least one parameter related to assisted braking of a vehicle which transports a single load having a center of gravity which can move relative to the vehicle in a longitudinal direction of the vehicle. According to the method, it is determined by using at least one sensor information related to one or more of a wagon section and at least one further vehicle in front of the vehicle. Endynamic property of the load is also determined, which is year-related to the movement of the center of gravity. Then it is predicted what a possible assisted braking will then look like, based on the determined one or more dynamic properties and on the determined information about the forward wave section and / or the vehicles in front. The at least one parameter related to the assisted braking is then controlled based on at least the prediction of the assisted braking, the center of gravity being actively and controlledly moved to a front position within the vehicle and then substantially maintained in this front position during the assisted braking. Fig. 2

Description

TECHNICAL FIELD The present invention relates to a method for controlling at least one parameter related to an assisted braking of a vehicle according to the preamble of the system of claim 1 of the present invention. related to an assisted braking of a vehicle according to the preamble of claim 23, a computer program and a computer program product, which implement the method according to the invention, and a vehicle comprising the system.

Background The following background description is a description of the background of the present invention, and thus does not necessarily constitute prior art.

In certain driving cases, a rapid deceleration of the vehicle may be desirable and / or necessary, for example to avoid an accident. When analyzing accident statistics based on assessments and / or estimates made in connection with accidents, it has been shown that in a large proportion of accident situations the driver has not depressed the brake pedal, or equivalent brake control, even though this could have prevented the accident. Thus, a large number of accidents have occurred unnecessarily because the driver has not braked hard enough before the accident.

To prevent such accidents, pre-panic brake assistance systems have been implemented in some vehicles. The analysis of the accident statistics has also shown that the driver in certain accidents has not even had time to start braking the vehicle, that is to say that the driver has not even had time to start depressing the brake pedal before the accident has occurred. This may, for example, be due to the driver not having seen the vehicle, object, animal or person with whom the vehicle collides, which in itself may be due to poor visibility due to, for example, fog, darkness and / or precipitation. It may also be because the driver has seen that the accident is about to happen, but has not had time to react. This reaction can be due, for example, to the vehicle, object, animal or person with whom the vehicle collides moving rapidly and / or to the driver's reflexes being slow.

To prevent such accidents, Advanced Emergency Braking System (AEBS) systems have been implemented in some vehicles. The worldwide sensor-based automatic braking determines based on one or more sensors, such as cameras and / or radar devices, automatically how great the risk is of the vehicle colliding and controls based on the determined risk one or more braking systems in the vehicle.

Assisted braking of a vehicle, ie saga panic assistance and / or environmental sensor-based automatic braking, can thus be used to prevent collisions. However, such assisted braking can cause other problems for certain vehicles.

Many heavy transports today include the movement of a single load for which a center of gravity can move. For example, some vehicles, such as vehicles such as tankers or fire trucks, carry a large amount of liquid. Also for other types of transports, such as, for example, 10 animal transports or transports with another moving load, a center of gravity movement of the load can occur.

The displacement of the center of gravity for such vehicle loads typically takes place in the longitudinal direction of the vehicle, ie in the direction the vehicle / vehicle train is most extensive. In other words, this can be expressed as the shift of center of gravity taking place aft or forward in the vehicle, or as the shift of center of gravity taking place in the directions where the braking forces or driving forces act on the vehicle. The reason for allowing the center of gravity to move in the longitudinal directions of the vehicle is that the load is affected by the vehicle's acceleration, the acceleration can be positive, that is to say a single speed increase, for example when driving the vehicle, or be negative, it means a decelerating deceleration, for example when braking the vehicle.

Vehicles adapted for the transport of, for example, water shoes are relatively often equipped with different types of splash protection in spaces where the water is stored. These splash guards are intended to reduce the movement of the water during the vehicle's travel.

Brief description of the invention For example, a larger viscous load can affect the vehicle's driving in a way that can be dangerous to traffic and can be experienced as very uncomfortable by the driver and / or passengers in the vehicle, even if the vehicle is equipped with splash guards.

In the case of a braking, for example, the center of gravity of the water tank, due to its viscous properties, may not be the braking movement of the follower vehicle. This can cause the vehicle as it has decelerated and stopped to be affected by a forward force which is due to the fact that the movement of the center of gravity of the water has a lag compared with the vehicle deceleration. This lag can be seen as a force resulting from the movement of the viscous load reaching a leading edge or a leading layer of the container / tank in which the liquid is transported, where this force often reaches the leading edge of the container / tank after the vehicle has already stopped. large volumes of liquid can be transported in, for example, tankers, this power can be considerable.

In some cases, the force of the movement of the liquid can be so great that it moves the vehicle forward when it reaches the leading edge of the container / tank. Such a movement of a stationary vehicle is of course perceived as very unpleasant. Such a transfer can also be dangerous in traffic, for example the re-vehicle before the transfer has stopped near a pedestrian crossing, a vehicle, a train crossing, a carriage barrier, a single cradle or the like. In other cases of braking, the force of the movement of the water can affect the vehicle already during self-driving deceleration, which makes the braking uneven, jerky and / or unpleasant for the driver.

With assisted braking, the deceleration is severe in the front vehicle, which can also give relatively large problems related to the movement of the center of gravity.

In summary, loads which have a center of gravity which can move in the longitudinal direction of the vehicle can give rise to uneven decelerations, especially with assisted braking. These uneven decelerations can be very unpleasant for a driver and / or can be dangerous in traffic.

It is therefore an object of the present invention to provide a method and system for establishing a reliable and comfortable assisted braking of vehicles which transport loads having a center of gravity which can move in the longitudinal direction of the vehicle.

This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The object is achieved by the above-mentioned system according to the characterizing part of claim 23, of the above-mentioned computer program and computer program product, and of the above-mentioned vehicles.

The present invention thus provides a method and system for controlling at least one parameter related to an assisted braking of a vehicle.

The present invention is directed to assisted braking of vehicles which transport a load having a center of gravity which can move relative to the vehicle in a longitudinal direction of the vehicle. The center of gravity of the load may thus have moved forwards and backwards within the vehicle.

According to the method of the present invention, determination information related to one or more of a wagon section in front of the vehicle and at least one further vehicle traveling in front of the vehicle on the wagon section in front of the vehicle. a sensor that provides positioning information.

Then at least one dynamic property D is determined for the load, which is related to the displacement of the center of gravity of the longitudinal direction L. of the vehicle. This prediction is performed based at least on the determined one or more dynamic properties D and 10 on the determined information about the front section of the road and / or the vehicles in front.

Then the at least one parameter related to the assisted braking is controlled based at least on the prediction of the assisted braking. The control of the parameter causes the center of gravity to be actively and controlledly moved to a front position as far forward as possible within the vehicle and then substantially maintained in this front position during the assisted braking. According to one embodiment of the present invention, the assisted braking is AEBS braking. The active and controlled movement of the center of gravity has an active premature movement, which is controlled by the system according to the present invention to be allowed to occur before the center of gravity had passively moved due to the assisted braking of the vehicle for one case when the active movement of the center of gravity was not understood. The center of gravity is then controlled to stay in the lower position for the rest of the braking. This can also be expressed as the active early movement of the center of gravity according to the present invention in AEBS braking being started before the activation of the brakes takes place due to the assisted braking of the vehicle and the center of gravity then remaining in its front position.

According to one embodiment of the present invention, the assisted braking is a panic braking assistance. The panic brake assistance comprises the active and controlled movement of the center of gravity, an active movement which, by selectively selecting the braking action of the panic brake assistance, causes the center of gravity to soften and then remain in its front position for the remainder of the braking. In this way, smooth and smooth decelerations can be provided by heavy braking, such as assisted braking. This provides safe assisted braking, which is also comfortable for a driver of the vehicle.

By utilizing the present invention, level decelerations can be provided in assisted braking for a vehicle which transports loads with a movable center of gravity. Such vehicles may include, for example, a tanker truck, an animal transport vehicle, or a fire truck. In this document, the invention is often exemplified for viscose-type loads, i.e. loads that have an internal inertia (an internal resistance) to the river / spread, but the examples can easily be extended to all types of loads with centers of gravity that can be moved. The present invention thus constitutes a solution on problems for all types of loads which have centers of gravity which can move, although foremost problems for viscous loads have been described.

Traffic safety is significantly enhanced by utilizing the present invention by providing slow deceleration reliably provided. In addition, the driver trawler experience is considerable, since the unpleasant effects of the moving center of gravity of the load can be substantially completely counteracted by utilizing the invention.

Safer assisted node braking can thus be provided for transports of different types of water shoes or of other loads for which the center of gravity is shifted during braking. The braking provided can be made at least partially independent of the deceleration requested by the driver, and thereby reduce, for example, squall-related problems in the wind braking.

The invention can be implemented with a small addition of complexity, since a relatively large part of the data needed to carry out the invention is often already available in other systems in vehicles today, such as in cruise control or in navigation systems in the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in which: Figure 1 shows an exemplary vehicle, Figure 2 shows a flow chart of the process of the present invention. Figure 4 shows a control unit in which the present invention can be implemented.

Description of Preferred Embodiments Fig. 1 schematically shows a vehicle 100 in which the present invention can be implemented. Vehicle 100 includes driveline. The drive line comprises a motor 101, which in a conventional manner, via a shaft 102 extending on the motor 101, usually via a flywheel, is connected to a gearbox 103 via a clutch 106. The gearbox 103 is schematically illustrated as a unit. However, the gearbox 103 may physically consist of several cooperating gearboxes, for example a single-gearbox, a main gearbox and a split gearbox, which are arranged along the driveline of the vehicle.

The vehicle 100 further comprises drive shafts 104, 105, which are connected to the drive wheels 111, 112 of the vehicle, and which are driven by a shaft 107 emanating from the gearbox 103 via a shaft shaft 108, such as e.g. a usual differential. The vehicle 100 includes additional wheels 113, 114, which may be driving or non-driving and may be arranged to steer the vehicle.

The vehicle also comprises a container, tank or other space in which a load 170 can be transported. This load has a center of gravity 171 which can move in a longitudinal direction L in front of the vehicle, i.e. the center of gravity 171 can be displaced forwards towards the cab in the front end of the vehicle (in the vehicle direction when a forward gear is used) and / or aft towards the rear end of the vehicle (in a direction opposite forward gear is used).

The vehicle 100 further comprises one or more different braking systems 150. The braking systems 150 may comprise a conventional service braking system, which e.g. wheel brakes 151, 152, 153, 154 may be provided including brake discs and / or brake drums with associated brake pads or the like arranged adjacent to the vehicle wheels 111, 112, 113, 114. , such as a retarder, an electromagnetic brake, a decompression brake, or a single exhaust brake. A retarder may comprise one or more of a single primary retarder, located between the engine and the gearbox, and one second retarder, located after the gearbox. An electromagnetic brake can be placed in any suitable place where it can act on the vehicle's driveline. and can act essentially anywhere where a braking effect can be achieved.

A decompression brake can be integrated in the engine. One-exhaust brake uses a damper mounted in the exhaust outlet to increase the engine's pump losses and thus its braking torque to achieve a braking effect. The exhaust brake can be seen as integrated in the engine 101, or at least in the engine 101 and its exhaust treatment system 160. Exhaust brakes and decompression brakes are usually arranged / mounted in connection with an exhaust stream from the engine 101.

The engine 101 can be controlled based on instructions from a single-speed holder 120, in order to maintain a constant actual vehicle speed and / or to vary the actual vehicle speed, for example so that a fuel consumption optimized within reasonable speed limits is obtained.

The vehicle 100 also includes at least one control unit 130 arranged to control a variety of functions in the vehicle, such as, inter alia, the engine 101, the brake system 150 and the gearbox 103.

The cruise control 120 and / or the control unit 130 may be connected to one or more sensors, such as a peripheral sensor 141 including, for example, a camera and / or a radar device directed towards a wagon section in front of the vehicle 100. The cruise control 120 and / or the control unit 130 may also be connected to one or more sensors 142 provider positioning information, such as a GlobalPositioning System (GPS) receiver or similar. The cruise control 120 and / or control unit 130 may also be connected to a single brake control sensor 143 which measures how a brake control is handled by a driver in the vehicle.

As described in more detail below, the control unit 130 of the ice system comprises a first determining unit 131, a second determining unit 132, a prediction unit 133 and a parameter control unit 134, which may be logically separated and physically implemented in the same unit, or may be both logically and physically arranged together. / implemented.

As will be appreciated by those skilled in the art, the control unit 130 may additionally be adapted to control one or more additional units of the vehicle, such as, for example, the clutch 106 and / or the gearbox 103 (not shown in the figure).

The at least one control unit 130 is shown in the figure separately from the cruise control 120. However, the control unit 130 and the cruise control 120 can exchange information with each other. The cruise control 120 and the control unit 130 may also be logically separated but physically implemented in the same unit, or may be both logically and physically jointly arranged / implemented.

Figure 2 shows a flow chart of a method 200 according to one aspect of the present invention.

The method 200 relates to a control of at least one parameter related to an assisted braking of a vehicle 100 which transports a load 170. The load 170 has a center of gravity 171 which can move relative to the vehicle 100 in a longitudinal direction L of the vehicle 100. In other words, the load and thus the center of gravity of the load forward and backward inside the vehicle as described above for viscous loads or other loads which are not statically fixed to the vehicle.

In a first step 201 of the procedure, for example by utilizing the first barrel parking unit 131 described below, a determination of information related to one or more of a carriage section in front of the vehicle 100 and at least one additional vehicle traveling in front of the vehicle 100 is carried out in front of the vehicle. The determination in the first step is performed by using at least one sensor, which 12 may for instance comprise at least one camera and / or radar device 141 and / or a sensor 142 which provides positioning information.

The determination of the information can be performed on a number of different sets. the information can be determined based on map data, for example from digital maps including topographic information, in combination with positioning information, such as for example GPS information (Global Positioning System), or other suitable positioning systems. With the help of the deposition information, the position of the vehicle in relation to the map data can be determined so that the information can be extracted from the map data.

In several cruise control systems that exist today, map data and positioning information are used for cruise control. Such systems can then provide map data and positioning information to the system of the present invention, which minimizes the complexity added to the determination of the information.

The information can also be determined based on an engine torque of the vehicle, on an acceleration of the vehicle, on an accelerometer, on GPS information, on radar information, on-camera information, on information from another vehicle, on previously stored positioning related information, or on information obtained from traffic systems related vagavsnitt. In a system where information exchange between vehicles is used, information appreciated by a vehicle can also be provided to other vehicles, either directly, or via an intermediate unit such as a database or the like.

In a second step 202 of the method, for example by using the second determining unit 132 described below, at least one dynamic property D of the load 170 is determined. to a forward and / or backward movement of the center of gravity. As described above, retardation forces can occur which depend on the movement of the water and the center of gravity displacement. These forces can cause the retardation to become uneven, jerky and / or unpleasant to the forearm. Corresponding forces can also arise for other types of loads which have a center of gravity which can be moved in the longitudinal direction of the vehicle. Dynamic properties D of the load and their fixing are described in more detail below.

In a third step 203 of the process, for example by utilizing the prediction unit 133 described below, a prediction is made as to whether an assisted braking will be performed for the vehicle and also on how such an assisted braking will then look in terms of power and / or speed. This prediction is performed based at least on the determined one or more dynamic properties D and on the determined information about the forward section of the carriage and / or the vehicles in front.

In a fourth step 204 of the method, for example by utilizing the parameter control unit 134 described below, a single control of the at least one parameter related to the assisted braking is performed, this control being based at least on the prediction of the assisted braking. The steering output is so that it causes an active and controlled movement of the center of gravity 171 to a forward position 171f as far forward as possible within the vehicle 100 in the longitudinal direction L. The control is designed so that it also means that the center of gravity 171 is then substantially maintained in this front position 171f during the rest assisted braking after it has reached this front position 171f. As a result, problems with the load 170 and the vehicle 100 are reduced.

According to one embodiment, this front position 171f of the center of gravity constitutes a position which senses the fixed right of attachment to the subsequent assisted braking which bark is performed. This position may then, for example, lie as far forward as possible and within the frame of the assisted braking which is to be performed.

This front position 171f of the center of gravity is illustrated schematically in Figure 1 for a viscous load 170 (bar chain) contained in a tank / container. As illustrated in the figure, the last 170 is pushed forward in the longitudinal direction of the vehicle L the retardation / braking, which causes the last 170 to push forward and at least partially fills the front volume of the tank. the center of gravity 171 of the load is moved forward to its forward position 171f compared to a normal position 171n of the center of gravity when the vehicle is not accelerating or decelerating and when the load 170 is distributed substantially evenly within the tank / container. The front position 171f, for example, is also known to be a position in the vehicle corresponding to a center of gravity position when the load is moved so that it essentially fills up and / or is concentrated to a front part of a load space, which, for example, can also be held or retained.

Corresponding centers of gravity positions 171n, 171f illustrated for viscous loads in Figure 1 can also be obtained for non-viscous loads with centers of gravity which can move in the vehicle hose direction L.

As described in more detail below, the assisted braking is accomplished by utilizing / activating at least one single brake device 150, 151, 152, 153, 154, 155 in the vehicle 100. After the at least one braking device 150, 151, 152, 153, 154, 155 has been activated, the center of gravity will 171 for the load to be moved forward in the vehicle due to the assisted braking of the vehicle.

The present invention thus provides an active and controlled movement of the center of gravity 171 to its front bearing 171f. In other words, the active displacement of the center of gravity 171 is adapted according to certain embodiments of the present invention described below so that it is performed previously an inpassive displacement of the center of gravity 171 would have occurred due to the assisted braking if the present invention had not been applied. According to certain other embodiments of the present invention described below, the active movement of the center of gravity 171 provides a more controlled and thus safer movement than a passive movement of the center of gravity 171 which would have achieved the present invention had not been applied.

After the movement of the center of gravity to its front layer 171f, according to one embodiment the center of gravity can be controlled to remain in this front layer.

As a result, a smooth movement followed by a positional retention of the center of gravity can be obtained, where the soft movement is controlled according to the present invention so that the above-mentioned problems related center of gravity movements can be avoided. Thus, smooth and soft decelerations can be provided even during heavy braking, such as during assisted braking for a vehicle-transporting center of gravity-moving loads, such as a tanker or a fire truck. This provides safe assisted braking, which is also comfortable for a driver of the vehicle.

According to an embodiment of the present invention described in more detail below, the center of gravity can be controlled to remain in its front position by regulating / controlling the assisted braking based on the above-mentioned prediction of how the assisted braking will look like. Thus, the edge center of gravity is controlled to remain substantially in the forward position 171f, where the control is based at least on the fixed one or more dynamic properties D and on the fixed information about the front section of the carriage and / or the vehicles in front.

According to one embodiment of the present invention, the assisted braking includes panic braking assistance. and a maximum braking force Fmam¿wX available in the vehicle; Fmamímmm <Fmam_mC <Fmam¿wX. The gain is applied by the panic brake assist if the input Bnwm to the brake control sensor 143 exceeds one spruce value Bn @ m¿m; BH @ m> Bnmm¿Ü1and corresponds to a changeABH @ m exceeding a change spruce value ABn @ m; w; ABm @ m> ÅBimmt; h- In panic brake assistance, the at least one parameter related to the assisted braking is related to a magnitude of the gain applied to input Bmmm. Thus, according to the embodiment of the present inventive braking force range and controlled the displacement of the center of gravity of the present invention. In addition, the braking force range FI can be used to give the braking force Fm

Figure 3a shows a schematic and non-limiting example of braking a vehicle by utilizing prior art panic brake assistance and by utilizing the present invention, respectively.

The solid curve Fbwcopnoram in the upper figure schematically illustrates how the braking force of the vehicle quickly picks up from a position Pbmcopnoram when the driver quickly depresses the brake pedal so that the input Bnwm to the brake control sensor 143 exceeds the spruce value B fl mm gr. Bimmt> BHmm¿Ü1and corresponds to a change ABH @ m exceeding the change threshold value ABn @ m; w; ABHWÅ> ABimm¿¿h.

The solid curve vpnoram in the lower figure schematically illustrates how the corresponding speed of the vehicle decreases sharply from a position Pbmkånoram when the driver quickly depresses the brake pedal so that the input BHWÅ to the brake control sensor 143 exceeds the limit value B fl mmyw; Bimmt> BHmm¿Ü1and corresponds to a change ABH @ m exceeding the change threshold value ABn @ m; w; ABHWÅ> ABn @ m; w. The example brake brake pedal is quickly depressed to a level equivalent to BNm 50% of a maximum braking force Fmam¿wX available in the vehicle, which causes the panic brake assist system to increase the braking force FmÉm¿Hw to a value within the range F fi = 50% - 18 100% of the maximum braking force Fm . As can be seen from the solid curve, there is a risk that the vehicle will speed up again and roll forward vpnOran¿mmmß after it has stopped and finally stops at the Püogpnoram position. In this case, for example, this occurs when the vehicle after it has decelerated and stopped is affected by a forward force which is due to the center of gravity of the load having a lagging distance with the deceleration of the vehicle, as described above. In some cases, the force of the movement of the load can be so great that it moves the vehicle forward.

The dashed curve FmÉM¿HW in the upper figure schematically illustrates an example of what the braking force would instead look like if the present invention were used during braking. The dashed curve vnw in the lower figure schematically illustrates an example of how the corresponding speed of the vehicle could decrease if the present invention is used in braking. According to an embodiment of the present invention, the braking force interval FI is used between the input braking force FmÉm¿Hmm¿ corresponding to the inputBnwm and the maximum braking force Fmam¿wX; Fmamímmm <Fmam_mC <Fmam¿wX; to brake the vehicle in a controlled manner so that the center of gravity 171 of the load is moved as far forward as possible 171f within the vehicle 100 then stops there, which reduces squall-related problems for the load. According to the embodiment, in the case of panic brake assistance, the magnitude of the gain applied to input Bnwm is controlled, which means that the dashed velocity curve vnw corresponding to the embodiment has a different appearance than the solid velocity curve panorama for previous known solutions. As illustrated in the above figure, the dashed curve Fm3m¿nW for the braking force according to the present invention may be below the maximum possible braking force Fmam¿wX, and can also be given a fluctuating magnitude, which allows splashing and / or other problem-related to the dynamic properties D of the load counteracted, whereby the active and controlled movement of the center of gravity 171 is made possible.

According to the example illustrated in Figure 3a, the vehicle is initially braked after the position Pbmkäpnoram less according to the present invention than the braking according to a previous can panic brake assistance. This is because the reinforcement applied to the input Bnwm, and thus also the braking of the vehicle, according to the embodiment is determined by taking into account the dynamic properties of the load. has stopped at the Püokyw position. Thus, a controlled and comfortable assisted braking is obtained when the embodiment is used.

According to one embodiment of the present invention, the assisted assisted braking includes an environment sensor based automatic braking (AEBS). The AEBS brake system determines the sole risk that vehicle 100 will collide. The risk of collision may, for example, be based on one or more external sensors 141, which generate signals related to objects outside the vehicle. These one or more circumference sensors may comprise one or more of at least one camera 141 and at least one radar device 141. The camera and / or radar device may be directed forwards, obliquely forwards, sideways, obliquely backwards and / or backwards in order to identify objects, such as other vehicles, persons. and / or objects approach the vehicle in such a way that there is a risk of a collision. Figure 1 schematically shows such a circumferential sensor directed forwards. However, corresponding peripheral sensors may also be directed in other directions out of the vehicle, as described for sensors above.

Based on this determination of the risk of collision, the AEBS brake system controls at least one braking device 150, 151, 152, 153, 154, 155, comprising for example one or more service brakes and / or one or more auxiliary brakes, in the vehicle 100.

According to the present invention, the guide 204 comprises at least one parameter related to the assisted braking, which is performed based on the prediction of the assisted braking and causes an active and controlled earlier movement of the center of gravity 171 for the load as far forward as possible within the vehicle. the braking is applied to the cabinet. In other words, it is at least one parameter related to the assisted braking according to the embodiment related to the time at which the AEBS braking force is applied.

According to the example illustrated in the dashed curve of the upper and lower figures in Figure 3b, the AEBS braking is applied to the vehicle earlier, at the position Pmßípw corresponding to the time tmßäpw, according to the present invention, before the AEBS braking according to a prior art PMB¿PÜ with the solid curves in the lower and upper figures in figure 3b.

The AEBS system states in the example in the figure at the position Paæ that an assisted braking, i.e. an AEBS braking, must be performed. As described above, this determination can be based, inter alia, on sensor signals, sauce signals provided by one or more cameras and / or radar devices. 21 For previously known solutions, the vehicle has traveled a straight SAEBSJOHOI type corresponding to a time TAEßsíprior species before the AEBS braking has been activated, ie when the braking force has been increased rapidly to a maximum braking force Fma @ ¿mX (full-stroke curve). When this embodiment of the present invention is utilized, the vehicle will instead travel a shorter distance SMB¿¿m, corresponding to a time TMB¿¿m, before the AEBS braking is activated, i.e. before the braking force is rapidly increased to a relatively large braking force just below Fmam¿mX (dashed curve ).

This is because the time tMB¿¿W, corresponding to the position Pmßëpw, when braking is to be started according to the embodiment is determined by taking into account the dynamic properties of the load D. The appearance of the braking force Fm fi m¿HW used by the present invention (dashed curve) is based on the prediction , which means that it can be given a size that varies over time, which counteracts the dynamic properties of the load.

As a result, the vehicle can be braked so that the vehicle does not regain speed and roll forward vpnOran¿mmmß after it has stopped at the Püokyw position. This is because the delay of the time tmßs when the AEBS braking force is applied is utilized in the control according to the embodiment of the at least one parameter related to the assisted braking to effect the active movement of the center of gravity 171 earlier than the center of gravity 171 had previously been displaced by a brake. active movement of the center of gravity 171. Thus, the active center of gravity has had time to complete before the Püokyw position. In addition, the center of gravity can be controlled to maintain its front bearing 171f during substantially the entire braking by using the braking force Fm fi mšnw 22 used by the present invention (dashed curve) in accordance with the present invention on the predicted braking203. Thus, a controlled and comfortable AEBS braking is obtained when the embodiment is used.

This can also be seen as the difference in time between the times TMB¿PnOraÜ_and Tmßípw, corresponding to the positionsPMB¿PnOran_och PMB¿¿W, can be used to move the center of gravity 171 forward in the vehicle, after which the center of gravity is maintained in its front position 171f. This avoids the problems described above related to the dynamic properties of the load.

The earlier active movement of the center of gravity 171 has an active movement which is controlled by systems according to the present invention to occur within and / or faster than the center of gravity 171 and has been passively displaced due to the assisted braking of the vehicle if the active movement of the center of gravity 171 had not taken place.

According to an embodiment of the present invention, the assisted braking, i.e. the panic braking assistance or the AEBS braking, can be controlled to be interrupted based on at least the one or more dynamic properties D and on the above-mentioned information related to one or more of the preceding carriage sections and at least one further ahead vehicle. If an indication for interruption of the assisted braking, such as for example that the brake pedal is released or that sensor signals indicate that there is no obstacle in front of the vehicle, is determined and provided during braking, then this indication is interpreted as the assisted braking should be interrupted. 23 By basing the interruption of braking on the deen or several dynamic properties D of the load, it can thus be avoided that problems arise, for example, when the center of gravity 171 of the load is to return from its front layer 171f (figure 1) to its normal layer 171n (figure 1). Otherwise, there would have been a risk that the load would noticeably affect the vehicle when the load uncontrolled flows backwards from the front team 171f when braking ends. In other words, this embodiment prevents the vehicle from being pushed backwards by its load 170 when braking has been completed.

Figure 3c shows an example of such an interrupting pre-panic brake assistance for previously known solutions vpnO¿ @ Ü (solid curve) and for the embodiment of the invention vnw (dashed curve), respectively. As can be seen from Figure 3c, the braking action is maintained somewhat longer for the embodiment of the present invention compared to previous candidal solutions. As a result, the interruption of the braking can be adapted based at least on the one or more dynamic properties D and on the above-mentioned information, whereby problems related to center of gravity movements can be counteracted during the continued progress of the vehicle.

Figure 3d shows an example of such an interruption for AEBS braking for previously known solutions vpnO¿ @ n (solid curve) and for two different outcomes for the embodiment of the invention vnw1, vnW2 (dashed curves). As shown in Figure 3d, in some cases the braking action is maintained somewhat longer than the embodiment of the present invention compared to prior art solutions. In some cases, the braking is interrupted earlier with the embodiment of the present invention vmwg compared with previously known solutions vmim¿æï. As a result, the interruption of the braking can be adapted based at least on the one or more dynamic properties 24 D and on the above-mentioned information, whereby problems related to center of gravity movements can be counteracted as the vehicle continues to travel.

Figure 3e shows a non-limiting example of single-vehicle deceleration, that is to say an example of decreasing vehicle speed v. As can be seen from the schematic figure, the speed profile v In other words, the fluctuations in the at least one future velocity profile may be due to, for example, liquid transported by the vehicle rippling in the tank, which causes its center of gravity to move in the vehicle's longitudinal link L.

Figure 3f shows an example of a corresponding vehicle acceleration, i.e. an example of an unknown vehicle speed v. Also for the non-limiting example illustrated in figure 3f the center of gravity of the load.

According to one embodiment of the present invention, the natural frequency fD for the displacement of the load center of gravity 171 in the longitudinal direction L of the vehicle is used to determine the at least endynamic property D of the load 170. The natural frequency f Figures 3e-f show non-limiting examples of how this natural frequency fD can be determined by analyzing the shape of the velocity profile v.

The natural frequency fD can be determined by determining the period time for the fluctuations of the curve, for example by determining the time / distance between two points on the curve. For example, the time / distance between two min-points, between two max-points or between two zero crossings a time / distance between two min-points for the velocity profile v is determined, which corresponds to a single-wavelength AD for the natural frequency fD of the load. As a result, the gene frequency is easily determined; fD = vD / ÅD; where the CEO inherits speed, and with a small contribution to vehicle complexity. The wavelength AD, and thus the above-mentioned distance, also has an equivalent in a period time TD for curve fluctuations, for which reason the natural frequency can also be easily determined based on this period time; fD = 1 / TD.

The above-mentioned natural frequency fD for the displacement center of gravity 171 of the load 170 can, according to an embodiment of the present invention, be determined based on a weight m of the vehicle 100 and on an actual acceleration course of the vehicle 100. The vehicle weight includes the weight of the vehicle net and the weight of its load. There are several skilled artisans able to estimate the vehicle weight which can be utilized in combination with the present invention.

According to another embodiment, one or more sensors on one or more of the vehicle's axles can also be used to determine the natural frequency fD. The one or more sensors may then of the period time TD, which corresponds to the above-mentioned wavelength Amfor mass oscillation, i.e. for the movement the center of gravity in longitudinal direction L of the vehicle. The natural frequency can then easily be determined based on this period time; fD = 1 / TD. Thus, the oscillation of the mass, and thus its natural frequency, is closely monitored, even when it is being evaporated, by utilizing the sensors. The center of gravity 171 of the load 170, and thus also changes in position of the center of gravity 171, can be determined, for example, based on information related to a mass distribution between at least two axles in the vehicle 100 and / or on information related to pressure on one or more suspensions in the vehicle. the axles and suspension pressures made the position of the center of gravity can be specified longitudinally, which is used for position determination and change determination of the center of gravity.

The natural frequency fD can for example be determined in connection with the vehicle driving away from a standstill, whereby an actual acceleration process aam can be registered, such as for example acceleration process as shown in figure 3f. The natural frequency fD can also be determined in connection with loading unloading 170 and / or in connection with unloading of the load 170, whereby changes in vehicle weight, which affect the natural frequency fD, can be registered and used predetermining the natural frequency fD. The natural frequency fD can also be determined in connection with the vehicle being decelerated, such as a deceleration process as shown in Figure 3e, where the acceleration aæm is negative. The natural frequency fD can also be determined in connection with normal driving of the vehicle, i.e. between an acceleration of a deceleration of the vehicle.

As described above, according to various embodiments, the present invention utilizes a braking force Fm3m¿HW which often varies in size during the assisted braking. Since the braking is also predicted 203, whereby a single speed profile vpæd for braking can be determined, and since the dynamic properties are determined for the load170, a dynamically compensated braking force profile Fm fi m¿ @ mp for the vehicle can be determined based on the future speed profile under the vehicle in front of the vehicle.

The dynamically compensated braking force profile Fbækqpwm can then be used to control one or more brakes 150, 151, 152, 153, 154, 155 in the vehicle during the assisted braking to provide a smooth and even braking.

The predicted velocity profile vpæd is shown in Figure 3g as a dashed curve. The velocity profile vpæd has an uneven and fluctuating shape due to the one or more dynamic properties D of the load and its displacement of the center of gravity of the load.

The dynamically compensated braking force profile Fbækqpmm then determines by taking into account the at least one future velocity profile Vpæa Uneven and fluctuating shape so that the dynamically compensated braking force profile Fbækåpmm counteracts at least one dynamic property of the figure.

Since the dynamically compensated braking force profile Fm fi m¿ @ mput is used to control the brakes in the vehicle, the shape of the dynamically compensated braking force profile Fbækåpmm affects the compensated actual vehicle speed vcmm, whereby fluctuations of the compensated actual vehicle speed can be completely avoided.

For example, the braking force may be increased at times / positions when the future velocity profile has a higher value and / or decreased at times / positions when the future velocity profile has a lower value, which may give a substantially even deceleration. In other words, the dynamically compensated braking force profile may have a shape for which its fluctuations are at least in phase with the corresponding fluctuations of the future velocity profile vpæd. The actual compensated vehicle speed vcmm is illustrated in Figure 3g as a substantially straight line, which could be the result of such control of the vehicle's brakes.

This control thus counteracts the effect of load dynamic properties so that the center of gravity can be made to remain in its front position 171f after it has been moved there. When the center of gravity remains in its front position 171f through this control, a smooth and controlled deceleration is obtained, without fluctuations.

The vehicle speed, and thus the acceleration of the vehicle100, can be controlled on a number of different more or less automated sets in a vehicle. The acceleration can be positive, whereby a driver can control the vehicle speed, and thus a requested acceleration ann with a manual accelerator control, such as an accelerator pedal or the like. The positive acceleration aan can also be controlled by a cruise control in the vehicle requesting an acceleration aæq.

The acceleration can also be negative aux, that is to say a deceleration an fi, whereby a driver can control a single negative acceleration ann, and thus the deceleration, with manual brake control, such as a brake pedal or the like. The deceleration can also be controlled by a control system in the vehicle, for example by that a constant speed brake in the vehicle commits negative acceleration an fl¿ æq or by an AEBS system requesting braking aæq¿ @ F When the method of the present invention is implemented and activated in the vehicle 100, the control of the at least 29 parameter related to the assisted braking result in an actual deceleration arH¿mï which at least differs from a requested deceleration ar ¿ymg which is operated by a system for controlling a braking of said vehicle and / or by a driver-controlled brake control.

As will be apparent to those skilled in the art, there are choice-defined relationships between positions, times, and vehicle speeds, as well as between distances, time intervals, and vehicle speeds. The figures and the positions given in the description in this document thus have equivalents in times. Correspondingly, the distances specified in the figures and in the description in this document have equivalents in time intervals.

Those skilled in the art will appreciate that a method of controlling at least one parameter related to a performance of a presentable invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program usually forms part of a computer program product 403, the computer program product comprising a suitable non-volatile / permanent / durable / durable digital storage medium on which the computer program is stored. Namndaicke-volatile / permanent / durable / durable computer laser medium consists of a suitable memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (ElectricallyErasable PROM ), a hard disk drive, etc.

Figure 4 schematically shows a control unit 400. The control unit 400 comprises a computing unit 401, which can be constituted by any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC) function. the stored program code and / or the stored data the computing unit 401 needs to be able to perform calculations. The calculation unit 401 is also arranged to store partial or final results of calculations in the memory unit 402.

Furthermore, the control unit 400 is provided with devices 411, 412, 413, 414 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which the input signals receiving devices 411, 413 are detected as information and can be converted into signals which can be processed by the calculating unit 401. These signals are then provided to the calculating unit 401. The output signals 412, 414 arranged to convert calculation results from the calculation unit 401 to output signals for transmission to other parts of the vehicle control system and / or the component (s) for which the signals are intended.

Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media OrientatedSystems Transport bus), or any other bus configuration; or by a wireless connection.

One skilled in the art will recognize that the above-mentioned computer may be the debugging unit 401 and that the above-mentioned memory may be the memory unit 402. 31 In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units. or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into several other control units. Vehicles of the type shown thus often comprise considerably more control units than what is shown in Figure 4, which is a choice for those skilled in the art.

In the embodiment shown, the present invention is implemented in the control unit 400. However, the invention can also be fully or partially implemented in one or more other control vehicles already existing in the control unit or in a control unit dedicated to the present invention.

According to one aspect of the present invention, there is provided a system arranged to control at least one parameter related to an assisted braking of a vehicle 100 which transports a load 170, the load 170 having a center of gravity 171 which can move relative to the vehicle 100 in a longitudinal direction L of the vehicle 100.

The system comprises the above-mentioned first determining unit 131, which is arranged for determining, by using at least one sensor 141, 142 in the vehicle, information-related to one or more of a wagon section in front of the vehicle 100 and at least one further vehicle traveling in front of the vehicle 100.

The system also comprises the above-mentioned second determining unit 132, which is arranged for determining one or more dynamic properties D of the load 170. These one or more 32 dynamic properties D are related to a possible longitudinal movement L of the center of gravity 171.

The system also includes the above-mentioned prediction unit 133, which is arranged for prediction of the assisted braking. The prediction is based at least on the one or more dynamic properties D and on the information related to one or more of a forward section of the road and at least one additional vehicle in front.

The system also includes the above-mentioned parameter control unit 134, which is arranged to control the at least one parameter related to the assisted braking based at least on the prediction. The control of the at least one parameter performed by the system entails an active and controlled movement of the center of gravity 171 in the name longitudinal direction L to a front position where it remains during braking. The controlled and active movement of the center of gravity 171 reduces load-related problems of the load 170.

Thus, by utilizing the system of the present invention, even assisted braking can be provided in front of vehicles transporting centers of gravity moving loads, such as for example a tanker truck or a fire truck.

The system according to the present invention can be arranged to perform all the process embodiments described above, and in the claims, the system for each embodiment receiving the above-described advantages for each embodiment.

In addition, the invention relates to a motor vehicle 100, for example a truck, fire truck, a tanker vehicle, an animal transport vehicle or a bus, comprising at least one control system 33 of at least one parameter related to an assisted braking of a vehicle.

The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments within the scope of the appended independent claims.

Claims (24)

A method (200) for controlling at least one parameter related to an assisted braking of a vehicle (100) which transports a load (170), said load (170) having a center of gravity (171) which can move said vehicle relative (171). ) in a longitudinal direction L for said vehicle (100); characterized by - determining (201), using at least one sensor (141, 142), information related to one or more of a road section in front of said vehicle (100) and at least one further vehicle traveling in front of said vehicle (100); determining (202) one or more dynamic properties Dfor said load (170), said one or more dynamic properties D being related to a possible movement in said longitudinal direction L of said center of gravity (171); prediction (203) of said assisted braking based at least on said one or more dynamic properties D and on said information; and - controlling (204) said at least one parameter related to said assisted braking based at least on said prediction, said control (204) causing an active and controlled movement of said center of gravity (171) to a forward position (171f) in said longitudinal direction L, and that said center of gravity (171) is substantially maintained in this forward position (171f) during said assisted braking. The method (200) of claim 1, wherein said assisted braking is accomplished by utilizing at least one braking device (150, 151, 152, 153, 154, 155) in said vehicle (100). lO A method according to any one of claims 1-2, wherein a position for said front position (17lf) is determined based at least on said prediction (203) of said assisted braking. A method (200) according to any one of claims 1-3, wherein said assisted braking constitutes a panic brake assist, which applies a gain of one input Bmpm to a driver-controlled brake control sensor (143), said at least one parameter related to said assisted braking being related to a size for said reinforcement. The method (200) of claim 4, wherein said gain is applied if said input Bmpm to said brake control sensor (143) exceeds a limit value Bmp fi gm; Bmpï> Bimmpihoch corresponds to a change ABmpm exceeding a change limit value ABiwm¿¿h; ABimmt> ABimm¿¿h. A method (200) according to any one of claims 4-5, wherein said gain results in a braking force Fmam_mCi a braking force interval FI between an input braking force Fmam_nWm, corresponding to said input Bnmm and a maximum braking force Fmamgwx available in the vehicle; Fmææ_mwÄ <Fbmkåim <Fbrake_max - The method (200) of claim 6, wherein said braking force interval FI is utilized in controlling said at least one parameter related to said assisted braking to effect said active and controlled movement of said center of gravity (171) and said maintenance of said center of gravity (17). mode (l7lf). 36 A method (200) according to any one of claims 1-3, wherein said assisted braking constitutes an external sensor-based automatic braking (AEBS), said at least one parameter related to said assisted braking being related to a time tmws applying a braking force to said external sensor-based automatic braking (AEBS). AEBS). The method of claim 8, wherein said external sensor-based automatic braking (AEBS) determines a risk that said vehicle (100) will collide and steer at least one braking device (150, 151, 152, 153, 154, 155) in said vehicle (100) based on mentioned risk of collision. The method of claim 9, wherein said risk of collision is determined based on one or more external sensors (141) in the group of: - at least one camera (141); and - at least one radar device (141). A method (200) according to any one of claims 8-10, wherein an advance of said time tmwg pre-applying said braking force to said external sensor based automatic braking (AEBS) is utilized in said controlling said at least one parameter related to said assisted braking to provide active and controlled movement of said center of gravity (171) earlier than said center of gravity (171) had been passively displaced by braking corresponding to said external sensor-based automatic braking (AEBS) without said active movement of said center of gravity (171), and - to provide said center of gravity ( position (17lf). 37 A method (200) according to any one of claims 1-11, wherein said assisted braking is interrupted if at least one indication for interrupting said assisted braking is maintained during said assisted braking, wherein the interrupting of said assisted braking is controlled based on at least one or more dynamic properties D and said information. A method (200) according to any one of claims 1-12, wherein said determining (202) of said one or more dynamic properties D of said load (170) is based on an uniqueness frequency fb for said movement of said center of gravity (171) relative to said vehicle (171). 100). The method (200) of claim 13, wherein said natural frequency fb for said movement of said center of gravity (171) of said load (170) is determined based on a weight m of said vehicle (100) and on an actual acceleration course aam of said vehicle (100). ). A method (200) according to claim 14, wherein said natural frequency fb is determined on one or more occasions in the group of: - in connection with a departure of said vehicle (100); - in connection with the driving of said vehicle (100); - in connection with a deceleration of said vehicle (100); - in connection with loading said load (170); and - in connection with the unloading of said load (170). A method (200) according to any one of claims 1-15, wherein said center of gravity (171) of said load (170) is determined based on information related to one or more in the group of: - a mass distribution between at least two axles in said vehicle (100 ); and 38 - a pressure on one or more suspensions in said vehicle (100). The method (200) of any of claims 1-16, wherein said determining said information comprises utilizing map data and positioning information. A method (200) according to any one of claims 1-17, wherein said determining said information comprises utilizing at least one type of information in the group of: - map data; - radar based information; - camera-based information; - information obtained from a vehicle other than the said vehicle; - positioning information and road section information previously stored in the vehicle; and - information obtained from traffic systems related to said road sections. A method (200) according to any one of claims 1-18, wherein said assisted braking of said vehicle (100) depends on a requested deceleration arajmq determined based on at least one device in the group of: - a system for controlling a braking of said vehicle and - a driver-controlled brake control. The method (200) of claim 19, wherein said controlling said at least one parameter related to said assisted braking of said vehicle (100) results in an actual deceleration ar¶_ fl ï which is at least partially different from a requested deceleration of¶_mm, which has been requested by a device in the group of: - a system for controlling a braking of said vehicle; 39 OCh - a driver-controlled brake control. A computer program comprising program code, said program code being executed in a computer causing said computer to perform the method according to any one of claims 1-20. A computer program product comprising a computer readable medium and a computer program according to claim 21, wherein said computer program is included in said computer readable medium. A system arranged for controlling at least one parameter related to an assisted braking of a vehicle (100) which transports a load (170), said load (170) having a center of gravity (171) which can move said vehicle (100) in a sigrelative manner in a longitudinal direction L for said vehicle (100); characterized by - a first determining unit (131), arranged pre-determining, by using at least one sensor (141,142), information related to one or more of one-way sections in front of said vehicle (100) and at least one additional vehicle traveling in front of said vehicle (100) a second determining unit (132), arranged for determining one or more dynamic properties D of said load (170), said one or more dynamic properties D being related to a possible movement in said longitudinal direction L of said center of gravity (171); a prediction unit (133), arranged for prediction of said assisted braking based on at least one or more dynamic properties D and on said information; and - a parameter control unit (134), arranged to control said at least one parameter related to said assisted braking based at least on said prediction, said control causing an active and controlled movement of said center of gravity (171) to a front position (171f) in said longitudinal direction L, and that said center of gravity (171) is substantially maintained in this forward position (17lf) during said assisted braking. A vehicle (100), characterized in that said vehicle (100) comprises a system according to claim 23 and of said vehicle is something in the group of: - a truck; - a bus; - a tanker vehicle; - an animal transport vehicle; and - a fire truck.