SE539474C2 - Cruise control that takes into account how urgent it is to reach a destination on time - Google Patents

Description

TRAILER WHICH TAKES INTO ACCOUNT HOW IMPORTANT IT IS TO REACH A DESTINATION IN TIME TECHNICAL FIELD This document describes a procedure and a device associated with a vehicle. More specifically, a method and apparatus for calculating and adjusting the speed of a vehicle to a desired time of arrival at a destination are provided.

BACKGROUND When driving a vehicle, a balance must always be made between driving fast / increasing the speed (and thus arriving at the destination in good time) or driving slower / slowing down (and thus saving fuel but having a smaller time margin for delivery time).

In this context, vehicles refer to, for example, lorries, lorries, flatbed trucks, transport vehicles, wheel loaders, buses, motorcycles, ATVs, tracked vehicles, snowmobiles, tanks, quadricycles, tractors, cars or other similar motorized or unmanned means of transport, adapted for land-based geographical transport .

The choice of speed is complicated for several reasons. Engine performance, load weight, estimated future traffic situation and road properties such as topology can make it difficult to assess the appropriate speed at any time along the route. Deviations in the traffic situation on any part of the route also affect, for example, queuing, road work, closed lanes, etc. The possibility of driving in vehicle trains, so-called "platooning" on all or parts of the route to the destination may affect which speed is optimal. , as it is economically advantageous to drive in such a vehicle train due to lower air resistance.

It is also difficult to assess how to take into account the cost of a possible delay when choosing the speed along the route. The cost of such a delay can vary between everything from being financially completely negligible, to very costly due to a delay fee or other commercial losses, in the form of, for example, a damaged relationship with the customer. It can therefore be difficult for the driver of the vehicle to get an overview of which speed is optimal from a holistic perspective. A higher speed to "be on the safe side" in terms of delivery time leads to higher fuel consumption, increased environmental impact, higher vehicle wear, more frequent service intervals, increased accident risk and greater consequence in the event of an accident, to name just a few disadvantages. Arriving too early at the destination can also often mean that the driver has to sit and wait to be able to load / unload, ie. the time earned seldom allows a new driving assignment to be taken, and thus brings no real advantage.

WO201071498 shows a cruise control where you select a destination and a desired arrival time. The cruise control then calculates the most optimal speed with regard to fuel consumption.

A problem with this solution is that one always strives to arrive at the appointed time without regard to possible unforeseen obstacles along the route in question. Nor does this solution take into account the value of arriving on time and weigh it against, for example, the increased fuel cost that this can entail if the speed must be increased.

US20130041621 describes a method for obtaining the optimum speed with respect to fuel consumption but also with respect to other cost factors so that a maximum profitability is obtained. According to this solution, the delivery time and the cost of not keeping it are not taken into account at all. It therefore does not take into account unforeseen events along the route, and the probability that these will occur and affect the travel time to varying degrees.

Furthermore, the assumption is made that the vehicle has a constant income per kilometer driven, and thus an increased income the faster you drive. However, this assumption is inconsistent with the reality of many vehicles, with the possible exception of taxis or the like. Often it is not possible to take a new drive just because you arrive at the final destination a quarter of an hour earlier. Nor are other limitations of the vehicle, the traffic situation, the road and / or topographical conditions taken into account.

It can be stated that much remains to be done to make it easier for the driver to plan his journey and to be able to calculate an optimal speed in order to arrive on time with his delivery.

SUMMARY It is therefore an object of this invention to be able to solve at least some of the above problems and to improve the method for calculating and adapting the speed of a vehicle to a desired time of arrival at a destination.

According to a first aspect of the invention, this object is achieved by a method for calculating and adapting the speed of a vehicle to a desired time of arrival at a destination. The procedure includes registration of the destination of the vehicle and registration of the desired time of arrival at the registered destination. Furthermore, the method comprises indicating the degree of urgency to reach the destination within the desired time of arrival and detecting the geographical position of the vehicle. The method also includes detecting the time and determining the route from the vehicle's detected geographical position to the destination. In addition, the method also includes calculating the distance between the position of the vehicle and the destination along the determined route. The method also includes obtaining statistical information regarding average travel times for sections along the route to the destination, as well as a density function that describes the spread for deviations from this average travel time. The method also includes calculating vehicle speed for the vehicle to arrive at the destination within the desired arrival time with as low fuel consumption as possible, where the calculation of vehicle speed is based on the calculated distance, the difference in time between desired arrival time and detected time, the stated degree of urgency to reach the destination within the desired arrival time, as well as the statistical information obtained and the density function. In addition, the method also includes enabling the vehicle to be driven automatically at the calculated vehicle speed.

According to a second aspect of the invention, this object is achieved by a device, arranged to calculate and adapt the speed of a vehicle to a desired time of arrival at a destination. The device comprises a processor circuit, arranged for registration of the destination of the vehicle and arranged for registration of the desired time of arrival at the registered destination. The processor circuit is also arranged to indicate the degree of urgency to reach the destination within the desired time of arrival. Furthermore, the device is also arranged for detecting the geographical position and time of the vehicle. The device is also arranged for determining the route from the detected geographical position of the vehicle to the destination. In addition, the device is arranged for calculating the distance between the position of the vehicle and the destination along the determined route. The device is furthermore also arranged for obtaining statistical information regarding average travel time for sections along the route to the destination along the determined route. In addition, the device is also arranged to obtain a density function for spreading on deviations from this average travel time. The device is also arranged for calculating vehicle speed so that the vehicle arrives at the destination within the desired arrival time with as low fuel consumption as possible, where the calculation of vehicle speed is based on the calculated distance, the difference in time between desired arrival time and detected time, the stated degree of urgency. reach the destination within the desired time of arrival as well as the obtained statistical information and the density function, whereby the processor circuit enables a driving of the vehicle at the calculated vehicle speed.

By building and storing average travel time statistics to travel a certain route to a certain destination, and also calculating a density function that indicates the spread over that average travel time, the probability of arriving at the destination with a certain travel time, or within a certain desired arrival time is calculated. By also specifying the driver's urgency to arrive at the destination within the desired arrival time and mapping it to the estimated probability, for example by allowing a high degree of urgency to arrive within the desired arrival time to map a high probability of arriving within the desired arrival time, a improved vehicle speed planning is done. In this way, transport costs and environmental emissions can be reduced for transports that are not particularly time-sensitive, while the risk of delays in time-sensitive transports can be reduced by choosing a higher speed for these.

Other benefits and additional new features will become apparent from the following detailed description.

LIST OF FIGURES Embodiments of the invention will now be described in further detail with reference to the accompanying figures, which illustrate various embodiments: Figure 1 illustrates a vehicle in motion, according to one embodiment.

Figure 2 illustrates statistics regarding travel time for a certain mileage.

Figure 3A illustrates an example of a vehicle in an infrastructure according to an embodiment of the invention.

Figure 3 Illustrates an example of a screen image according to an embodiment.

Figure 4 illustrates a vehicle in motion, according to an embodiment.

Figure 5Allustrates an example of a screen image according to an embodiment.

Figure 5 Illustrates an example of a screen image according to an embodiment.

Figure 6 illustrates a relationship between cost and travel time for a certain mileage.

Figure 7 is a flow chart illustrating an embodiment of the invention.

Figure 8 is an illustration of a control unit according to an embodiment of the invention. Figure 9 is an illustration of two different scenarios, according to an embodiment.

DETAILED DESCRIPTION Embodiments of the invention comprise a method and an apparatus, which can be realized according to any of the examples described below. However, this invention may be embodied in many different forms and should not be construed as limited by the embodiments described herein, which are instead intended to illustrate and illustrate various aspects.

Additional aspects and features of the invention may become apparent from the following detailed description when considered in conjunction with the accompanying figures. However, the figures are to be considered only as examples of different embodiments of the invention and should not be construed as limiting the invention, which is limited only by the appended claims. Furthermore, the figures are not necessarily to scale, and are, unless otherwise specifically indicated, intended to conceptually illustrate aspects of the invention.

Figure 1 shows a vehicle 100, adapted for motor-driven driving in, inter alia, a first direction of travel 105. For example, but not necessarily, the vehicle 100 may be a truck, a bus, a passenger car, or be one of the previously listed types of vehicles, or similar land-based means of subsistence. The illustrated vehicle 100 travels along a route 110 in the direction of a destination 120.

The vehicle 100 has a cruise control where the user selects the destination 120 and a desired arrival time instead of the desired speed, as on a conventional cruise control. The cruise control then selects the vehicle's speed along route 110. The speed is chosen based on knowledge of the estimated travel time and the uncertainty in this travel time, based on stored statistics and on an estimated cost of a delay. Such cost of delay may, for example, be predefined by the transport company / haulier who owns the vehicle 100 or by the driver of the vehicle.

This can be done by directly controlling the vehicle's cruise control, or by specifying a recommended speed for the driver in various embodiments. When the speed is regulated by the cruise control, the driver can be given an opportunity to accept / reject the proposed speed and to interrupt speed control through the cruise control when the traffic situation requires it, or the driver considers this speed inappropriate for some reason.

Figure 2 shows statistics on travel time when driving along the route 110 to the destination 120. These statistics can in various embodiments be collected, compiled and stored by a data storage unit in the vehicle 100 or outside the vehicle 100, for example in an external server. Furthermore, according to different embodiments, the statistics can only consist of travel times for the vehicle 100, of travel times for vehicles of the same type as the vehicle 100, of travel times for vehicles belonging to the same haulier as the vehicle 100.

Through these collected statistics, one can calculate an average travel time to go to the destination 120 along the route 110. The probability of a certain deviation (due to external influencing factors) from this mentioned travel time can also be estimated, and is represented by, for example, a density function for spreading on deviations from the average travel time. Such a density function can for example be called f (t), where t is the travel time. The density function describes the probability of an outcome in travel time within a certain time interval ti-12, such as: Image available on "Original document" The density function can describe the probability of a certain outcome in travel time given a certain selected target speed along route 110. Depending on how fast you choose to drive the vehicle, the appearance of the density function for the arrival time will vary.

In one embodiment, the density functions of a number of sections up to the final destination 120 can be summed, which is also illustrated in Figure 4. These sections, which can vary in length from very short such as 1m, up to quite long such as 150 km, or longer. A typical length of a section may be a few kilometers. The summation of the density functions can in turn give a total density function for the entire remaining journey to the final destination 120, see formula 2 below. The probability of each outcome in travel time can then be multiplied by the corresponding estimated cost fc (t) to arrive at the final destination 120 according to this travel time t. This cost may include, for example, cost of fuel, wage cost and any costs for a delayed transport. This is also illustrated in Figure 6. The summed cost over all possible arrival times according to the density function, Fc (t), is then the function to be minimized by optimal choice of target speed (and thus travel time) on each section (see formula 3).

The density function fz (z), for outcomes in travel time to the final destination 120 along a journey with travel time X, is obtained by a calculation according to formula 2. The journey with travel time Z consists of a first section with travel time X and a second section with travel time Y, which together forms the travel distance with travel time Z (see also figure 6). Each section with travel time X and travel time Y, respectively, has its own density function fx (y) and fy (y), respectively, whereby the total density function fz (z) can be obtained by calculating: Image available on "Original document" With knowledge of the size of this total density function fz (t) can then be a function Fc (t) which indicates the total cost of driving the vehicle 100 and arriving at the destination 120 after a certain travel time t is calculated: Image available on "Original document" Furthermore, it can be calculated which travel time t which minimizes the function Fc (t), i.e. the total cost, through my Fc (t). This travel time t thus obtained can be set as a target for the travel time, according to certain embodiments. The arrival time ta can be calculated by adding the travel time t to the start time of the trip, ie: Image available on "Original document" The mentioned statistics of different travel times, and associated respective density function can be stored together with other information such as date, time, day of the week it was collected, which makes it possible to filter out measured values that are older than a certain limit value, such as five years, ten years or the like. This is because, for example, changed road section, road works or changed speed limits affect speed on the route. By filtering out statistics collected on the weekend, you can get a more realistic picture of the traffic situation on a weekday during rush hour traffic, for example.

Statistics can also, or alternatively, be stored with season, temperature and / or precipitation or weather conditions when they were stored. It is conceivable, for example, that the travel time is affected by slipperiness, amount of snow, fog, precipitation, snow smoke, etc. Furthermore, the travel time can vary depending on the traffic situation and queuing during rush hour traffic, etc. at different times of the day. This makes it possible to filter the statistics with regard to these conditions. Furthermore, one or more vehicle-specific parameters can be stored together with measured values, such as vehicle type, vehicle load, vehicle owner, vehicle driver, engine type, power and / or different types of support systems for driving the vehicle (for example different types of cruise control), for example. This enables a filtering of statistics regarding this or these parameters. By vehicle type is meant here the type of vehicle, such as a truck, truck, car, motorcycle, etc. Driving characteristics regarding, for example, (maximum permitted) speed, acceleration, etc., of these vehicle types can be very different. It can therefore provide a better forecast of driving time to filter statistics with respect to vehicle type. Correspondingly, the travel time of the vehicle may vary depending on whether the vehicle 100 is fully loaded or unloaded, for example.

Furthermore, in alternative embodiments, it may be a parameter other than travel time that is stored, which enables a calculation of travel time, such as for example a vehicle's speed on a certain road section or at certain points along route 110, times when certain partial stages are passed along route 110, or the like. parameters.

Figure 3 Displays a vehicle 100, for example the vehicle 100 previously shown in Figure 1, but viewed from a driver's perspective.

In one embodiment, the vehicle 100 may comprise a device 310. This device 310 may comprise, or be connected to a monitor 320. The monitor 320 may also consist of, for example, a touch screen and can thus also serve as an input device according to certain embodiments. This monitor 320 can illustrate information to the driver. An example of this is illustrated in Figure 3B. The device 310 may also comprise, or communicate with a position determining unit 330 in the vehicle 100, for example via the vehicle communication bus, which may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented System Transport), or any other bus configuration.

The speed of the vehicle is controlled either by the driver directly via a throttle control 315, or by the device 310 sending control signals to regulate the throttle control 315 to a certain calculated speed.

The device 310 may also, or alternatively, be arranged for wireless communication over a wireless interface according to certain embodiments, or for example be connected to a transmitter 340. Such a transmitter 340 may be arranged for wireless communication. Such wireless communication may be based on, for example, any of the following technologies: Global System for Mobile Communications (GSM), Enhanced Data Råtes for GSM Evolution (EDGE), Universal Mobile Telecommunications System (UMTS), Code Division Access (CDMA), (CDMA 2000 ), Time Division Synchronous CDMA (TD-SCDMA), Long Term Evolution (LTE), LTE-Advanced; Wireless Fidelity (Wi-Fi), defined by the Institute of Electrical and Electronics Engineers (IEEE) standards 802.11 a, ac, b, g and / or n, Internet Protocol (IP), Bluetooth and / or Near Field Communication, ( NFC), or similar communication technology according to various embodiments with a database 350, optionally via a base station or the like.

The vehicle 100 includes, or is connectable to a position determining unit 330. This position determining unit 330 may be arranged to determine the geographical position of the vehicle, based on a satellite navigation system such as Navigation Signal Timing and Ranging (Navstar) Global Positioning System (GPS), Differential GPS (DGPS), Galileo, GLONASS, or similar.

Position determination based on satellite navigation is based on distance measurement with triangulation from a number of satellites360-1, 360-2, 360-3, 360-4. The satellites 360-1, 360-2, 360-3, 360-4 continuously send out information about time and date (eg in coded form), identity (which satellite 360-1, 360-2, 360-3, 360-4 transmits), status and information on where the satellite 360-1, 360-2, 360-3, 360-4 is at any given time. The GPS satellites 360-1, 360-2, 360-3, 360-4 send information coded with code separation, for example based on Code Division Multiple Access (CDMA). In this way, information from an individual satellite 360-1, 360-2, 360-3, 360-4 can be distinguished from the information of the others, based on a unique code for each respective satellite 360-1, 360-2, 360-3, 360 -4. This transmitted information can then be received by a GPS receiver adapted for this purpose, such as for example the position determining unit 330.

The distance measurement is done so that the position determining unit 330 measures the difference in time it takes for each respective satellite signal to reach the position determining unit 330. Since these signals travel at the speed of light, it is possible to calculate how far it is to each satellite 360-1, 360 -2, 360-3, 360-4. Because the positions of the satellites are known, as they are continuously monitored by about 15-30 ground stations located mainly along and near the Earth's equator, it is then also possible to calculate where you are, latitude and longitude when you have determined the distance to at least three satellites 360-1, 360-2, 360-3, 360-4 by triangulation. To determine the altitude, signals from at least four satellites 360-1, 360-2, 360-3, 360-4 may be used according to certain embodiments.

Furthermore, the device 310 and / or the position determining unit 330 is arranged to have access to map data, in particular map data related to the currently determined position on the vehicle 100. The device 310 and / or the position determining unit 330 can further map the determined position on the vehicle 100 to map data. Thereby, the position of the vehicle on the route 110 can be detected according to certain embodiments. This position determination can be done continuously with a certain predetermined or configurable time interval according to different embodiments.

Figure 3B shows an example of a monitor 320, which can also function as an input device in certain embodiments. However, such an input device may be separate and comprise a keyboard, one or more buttons or the like.

In the illustrated example, the driver can specify his desired destination and desired arrival time. Furthermore, according to certain embodiments, the driver can also indicate how important it is to arrive within the desired arrival time on a scale from 1 to 5. This is just an example, you can of course have a different division of the grading such as two steps (urgent / not so urgent) three steps (rush / normal case / arrival time does not matter), etc. Alternatively, the financial cost of a possible delay in delivery due to, for example, a fine or equivalent, can be stated.

Furthermore, in some embodiments, the entered urgency rate can be mapped to a wait value, based on the statistical information such as that high urgency means that the vehicle 100 arrives at the destination 120 on time in 98% of cases; lower degree of urgency means that the vehicle 100 arrives at the destination 120 on time in 90% of the cases, etc. Again, these examples of levels are just examples. A high degree of urgency may, for example, mean that the vehicle 100 arrives at the destination 120 on time in 90% of the cases; intermediate degree of occupancy may mean that the vehicle 100 arrives at the destination 120 on time in 70% of the cases; low urgency may mean that vehicle 100 arrives at destination 120 on time in 10% of cases, to now mention another example of different conceivable but non-limiting levels of urgency.

Figure 4 shows an example where the route 110 between the vehicle position and the destination 120 has been divided into sub-stages 410 with a respective sub-stage target 420. For each sub-stage 410 an average travel time and a spread value of this average travel time can be calculated, based on saved statistics. When the vehicle 100 arrives at the sub-stage destination 420 associated with the sub-stage 410, a comparison can be made between the forecast passage time and the time of passage according to the actual outcome.

Hereby, according to certain embodiments, the calculation of vehicle speed for the vehicle 100 to arrive at the destination 120 within the desired arrival time can be corrected depending on the outcome of travel time traveled at reached milestone 420 compared to a predicted travel time to achieve this milestone 420.

This makes it possible, if it turns out that a sub-stage target 420 is achieved with a margin which is disproportionately large in relation to the desired arrival time to the destination 120 and the degree of urgency to reach the destination on time, then a new speed calculation can be made leading to reduced speed, and thereby reducing fuel costs.

Figure 5 Displays an example of the monitor 320 according to an embodiment where the route 110 is illustrated to the driver of the vehicle 100. Furthermore, the monitor 320 may display, for example, (proposed) rest areas, gas stations or the like.

According to certain embodiments, information can be obtained from the vehicle's tachograph regarding the driver's travel time and / or daily rest. By counting down the permitted driving time, such as 3.5-4.5 hours depending on requirements from legislation but also the employer policy, which may include a shorter driving time than the maximum permitted under the legislation.

In the illustrated example, the driver's driving time is expected to end shortly after the passage of the two proposed rest areas A and B, respectively. According to some embodiments, additional information may also be shown, as in Figure 5B.

Figure 6 shows an example of the relationship between driving time and cost and illustrates how the cost can be minimized by adapting the arrival time to the destination 120.

The illustration made is only an arbitrary example that applies under certain special conditions. The slope of the two solid lines varies with, among other things, fuel consumption of the vehicle 100, air resistance of the vehicle 100, etc., for the curve indicating reduced costs due to lower speed, and any damages or lost goodwill in the event of delayed arrival. Other examples of increased cost due to delayed arrival may be that the recipient has closed for the day at a certain time and the driver is therefore forced to wait until the next day to be able to unload; etc.

The example in Figure 6 is simplified and shows only examples of costs for an individual transport without taking into account the knowledge about the uncertainty in travel time based on external factors such as queuing and other speed limiting events, which in turn is illustrated in Figure 2. This is the probability of such a longer travel time which, depending on the degree of urgency to reach the final destination 120 before a certain time, may cause an increased speed of the vehicle 100, and vice versa, in order to minimize or at least reduce the weighted cost.

In many cases, it can be difficult to estimate the increased cost due to a delay. In certain embodiments, one may therefore instead indicate the urge to arrive at a certain time, such as high and low, respectively; or that you want to be on time in 95% of cases, for example.

Figure 7 illustrates an example embodiment of the invention. The flow chart of Figure 7 illustrates a method 700 for calculating and adjusting the speed of a vehicle 100 to a desired time of arrival at a destination 120.

In certain embodiments, the method 700 may include, for example, determining at least one vehicle-specific property of the vehicle 100 such as vehicle type, vehicle load, vehicle owner, vehicle driver, and / or various types of vehicle support systems (e.g., different types of cruise control).

The method 700 may also include collecting information related to an expected vehicle stop for the vehicle 100 before the destination 120 is reached, such as the need to refuel, a urea-based fluid intended for exhaust gas purification and / or rest needs of the driver according to driving and rest time rules and data. from tachographs in vehicle 100, according to certain embodiments.

According to certain embodiments, the method 700 may also include obtaining information, such as departure and departure time, for a vehicle train departing along at least a portion of the route 110 toward the destination 120, thereby enabling a connection to this vehicle train.

The method 700 may further include obtaining possible locations along the route 110 to perform the expected vehicle stop, as well as selecting the expected vehicle stop location for the vehicle 100 and presenting this selection of the proposed vehicle stop location for the vehicle driver. This selection may then be based on information obtained regarding driving and rest time rules, and / or fuel requirements of the vehicle 100.

In order to be able to calculate and adjust the speed of the vehicle correctly, the method 700 may comprise a number of steps 701-710. It should be noted, however, that some of the steps described herein are included only in certain alternative embodiments of the invention, or various alternative embodiments. Furthermore, the described steps 701-710 can be performed in a slightly different chronological order than the number order suggests and that some of them can be performed in parallel with each other. At least some of process steps 704-710 may be performed iteratively so that the vehicle speed calculation is updated for each iteration so that the calculation is continuously corrected at any time interval, independent of any sub-stage targets 420 along route 110. Method 700 includes the following steps: Step 701 Vehicle destination is recorded. This registration can, for example, be made by the driver of the vehicle, the owner of the vehicle or the like. The registration can be made in the vehicle 100 according to certain embodiments, or at a distance from a place outside the vehicle 100, for example over a wireless interface on a mobile phone, computer or the like. For example, destination can be selected from a list of destinations, entered into a text-based application or marked on a map, or in another similar way.

Step 702 Desired arrival time to destination 120 is registered. This registration can also be made by the driver of the vehicle, the owner of the vehicle or the like, inside or outside the vehicle 100.

Step 703 A degree of urgency to reach the destination 120 within the registered 702 desired arrival time is assessed.

This degree of urgency can be stated, for example, by the driver of the vehicle, by the owner of the vehicle or be linked to the destination 120 according to various embodiments. Said degree of urgency can then be taken from a register where the degree of urgency is associated with the vehicle's destination 120, or consists of a preset value. Furthermore, the degree of urgency can be associated, for example, with the recipient's inventory level, where a low inventory level below a certain limit value is detected, can lead to a high / elevated degree of urgency, etc. Such information regarding the recipient's inventory level can be obtained from the recipient's inventory management system.

In a non-limiting example, a high degree of urgency to reach the destination 120 within the desired arrival time may mean arriving within this arrival time in 90% of cases, ± 10%; a normal degree of urgency may mean arriving within this time of arrival in 70% of cases, ± 20%; a low level of urgency may mean that you arrive within this arrival time in 50% of cases, ± 30%, for example.

Step 704 The geographical position of the vehicle is detected. According to certain embodiments, this vehicle position can be determined by means of a position determining unit 330 by satellite positioning.

Such satellite-based positioning may include, for example, GPS, Navstar, DGPS, Galileo, GLONASS, or the like.

According to other embodiments, the geographical position of the vehicle can be detected, for example, by the driver of the vehicle indicating the position of the vehicle 100, the position being read from the vehicle's trip meter, by triangulation of radio signals from base stations with known positions, or otherwise.

Step 705 Current time is detected. This can be done by reading a clock in the vehicle 100, by entering the driver or in another similar manner.

The detected current time may include time of day, day of the week, week, month, time of year and / or year according to various embodiments.

Step 706 Route 110 from the vehicle's detected 704 geographical position to destination 120 is determined.

The route 110 may be determined to be the distance between the geographical position 704 of the vehicle detected and the destination 120 which the driver plans to use to drive to the destination 120.

The determination of route 110 to the destination 120 may also include determining the maximum permitted speed on the route 110, or on various sub-sections 410 of the route 110 according to certain embodiments, and / or other speed limitations associated with the route 110.

Step 707 The distance between the detected geographical position of the vehicle 704 and the destination 120 along the determined 706 route 110 is calculated.

Step 708 Statistical information regarding average travel time to destination 120 along route 110, as well as a density function for spreading deviations from this average travel time is obtained.

The acquisition of statistical information can in certain embodiments be filtered with respect to the determined vehicle-specific property of the vehicle 100, so that the information is obtained from vehicles having corresponding vehicle-specific property, for example trucks, when the vehicle 100 is a truck; engine power, engine type, load weight, etc., but also available driver support as cruise control.

By this filtering of the vehicle-specific property of the vehicle 100, a probability can be obtained to obtain a certain travel time, e.g. 45 minutes, at a certain target speed of, for example, 79 km per hour on the total route 110 to the destination 120.

According to certain embodiments, instead, the route 110 to the destination 120 can be divided into sections 410 and a probability obtained to obtain a certain total travel time, e.g. 45 minutes, at a certain first target speed of, for example, 80 km per hour on the first section 410-1 and a second target speed of, for example, 78 km per hour on the second section 410-2.

Furthermore, this retrieval of statistical information regarding a particular road section of the route 110 may be filtered with respect to the estimated time, so that the information is retrieved for average travel times and deviations therefrom, which were recorded at the corresponding time.

Step 709 Vehicle speed for the vehicle 100 to arrive at the destination 120 within the desired arrival time with as low fuel consumption as possible is calculated. This calculation of vehicle speed is based on the calculated 707 distance to the destination 120, the difference in time between the desired arrival time and the detected 705 time, the estimated 703 degree of urgency to reach the destination 120 within the desired arrival time, and the obtained 708 statistical information and density function.

In some embodiments, an estimated 703 high degree of urgency to reach the destination 120 within the desired arrival time may, when calculating vehicle speed, be selected at a speed that adds a time margin to the desired arrival time, which is related to the size of the acquired 708 scattering density function. deviations from the average travel time. Furthermore, a speed can be selected which adds a time margin to the desired arrival time, which is related to the size of the acquired spread on deviations from the average travel time, such as for example proportional to said size, according to certain embodiments.

The calculation of vehicle speed can be based on the acquired vehicle-specific property of the vehicle 100, such as the maximum permitted speed or the possible maximum speed for this type of vehicle in the current topography according to certain embodiments.

The calculation of vehicle speed may also be based on obtained statistical information which is filtered with respect to the time when the statistical information for a particular road section 410 was stored, in relation to a time when the vehicle 100 passes or is expected to pass this road section 410.

The calculated vehicle speed may be limited by the maximum speed limit on a given road section 410.

The calculation of vehicle speed may take into account the extension of the travel time caused by the expected vehicle stop according to certain embodiments.

According to certain embodiments, the method 700 also includes collecting current information regarding passability on the route 110. In these cases, the calculation of vehicle speed may take into account the current information regarding passability on the route 110.

Such collection of current information regarding passability on route 110 may include average travel time and expected density function for spreading in deviations from this average travel time for a vehicle currently passing route 110 from a news service providing such information, traffic accident information or queuing and / or or information regarding current road conditions, for example based on rain sensor or thermometer in the vehicle 100 alternatively obtained from a news service providing this information, alternatively obtained from an oncoming vehicle, which has passed at least a section of the route 110, over a wireless interface through vehicle-to-vehicle vehicle communication, according to certain embodiments.

According to certain embodiments, a division of the travel distance 110 can be made into sub-stages 410 with a respective sub-stage destination 420. The calculation of vehicle speed for the vehicle 100 to arrive at the destination 120 within the desired arrival time is corrected depending on the travel time elapsed. forecast travel time to achieve this sub-stage goal 420 according to certain embodiments. Some such embodiments may further include an assessment of the urgency of reaching each sub-destination 420 within an estimated passage time for each sub-destination 420, and that the calculation of vehicle speed for the vehicle 100 to arrive at the destination 120 within the desired arrival time is corrected depending on the travel time elapsed. sub-stage goal 420 compared with the pre-forecast passing time at this sub-stage goal 420 and the assessed urgency of reaching the sub-stage goal 420 within the forecast passing time.

The calculation of vehicle speed for the vehicle 100 can according to certain embodiments be adapted to a possible vehicle train departing along at least a part of the route 110 towards the destination 120, and the departure time or passage time of this vehicle train so that the vehicle 100 can connect to the vehicle train.

Step 710 This makes it possible to drive the vehicle 100 at the calculated 709 vehicle speed.

According to certain embodiments, the calculated vehicle speed may be displayed to the driver of the vehicle 100, for example, on a monitor or the like. According to certain embodiments, the driver himself can regulate the calculated 709 vehicle speed if this is inappropriate and, for example, increase or alternatively lower it. According to certain further embodiments, the enabling driving of the vehicle 100 at the calculated 709 vehicle speed includes a generation of control signal for driving the vehicle 100 at the calculated 709 vehicle speed.

Figure 8 illustrates an embodiment of an apparatus 310 for calculating and adjusting the speed of a vehicle 100 to a desired time of arrival at a destination 120.

This device 310, which may be located in the vehicle 100, is configured to perform at least some of the previously described method steps 701-710, included in the previously described method 700 for calculating and adjusting the speed of the vehicle 100 to the desired time of arrival.

In order to be able to successfully calculate and adapt the speed of the vehicle 100 to the desired time of arrival, device 310 contains a number of components, which are described in more detail in the following text. Some of the described subcomponents occur in some, but not necessarily all, embodiments. There may also be additional electronics in the device 310, which is not absolutely necessary to understand the operation of the device 310 according to the invention and is therefore omitted in Figure 8, as in this description.

The device 310 comprises a processor circuit 820, arranged to register the destination 120 of the vehicle. Furthermore, the processor circuit 820 is arranged to register the desired arrival time to the destination 120. The processor circuit 820 is also arranged to assess the degree of urgency to reach the destination 120 within the desired arrival time. The processor circuit 820 is also arranged to detect the geographical position and time of the vehicle. Further, the processor circuit 820 is arranged to determine route 110 from the detected geographical position of the vehicle to the destination 120. The processor circuit 820 is also arranged to calculate the distance between the position of the vehicle and the destination 120 along the determined route 110. In addition, the processor circuit 820 is also arranged to obtain information average travel time to destination 120 along the established route 110. The processor circuit 820 is arranged to obtain statistical information regarding average travel time to the destination 120 along the route 110, as well as a density function for spreading deviations from this average travel time. The processor circuit 820 is furthermore also arranged for calculating vehicle speed so that the vehicle 100 arrives at the destination 120 within the desired arrival time with as low fuel consumption as possible, where the calculation of vehicle speed is based on the calculated distance, the difference in time between desired arrival time and detected time. the estimated degree of urgency to reach the destination 120 within the desired arrival time as well as the obtained statistical information and the density function; whereby the processor circuit 820 enables a driving of the vehicle 100 at the calculated vehicle speed.

The processor circuit 820 may be, for example, one or more Central Processing Unit (CPU), microprocessor or other logic designed to interpret and execute instructions and / or to read and write data. The processor circuit 820 may handle data for inflow, outflow or data processing of data including including buffering of data, control functions and the like.

The device 310 may also include a signal receiver 810, which may be arranged to receive a position determination of the vehicle 100 from a positioning unit 330 included in the vehicle 100, according to certain embodiments. Furthermore, the signal receiver 810 may be arranged to receive input data from an input device 320. The signal receiver 810 is also arranged to receive statistical information from a database 350.

Furthermore, the device 310 may also comprise a memory unit 825 according to certain embodiments, arranged to store information related to the method 700, temporarily or permanently.

The memory unit 525 can be, for example, a memory card, flash memory, USB memory, hard disk or other similar data storage device, for example one of the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (ErasablePROM), Flash memory, EEPROM (Electrically ErasablePROM), etc. in different embodiments.

Furthermore, the device 310 according to certain embodiments may also comprise a transmitting circuit 830, arranged to send a control signal for controlling the speed of the vehicle to a speed control 315 over a wireless or wired interface. In some embodiments, the transmitting circuit 830, as well as the signal receiver 810, may be included in the device 310 so that they form a common unit.

Furthermore, the invention includes a computer program for calculating and adjusting a vehicle speed to a desired arrival time at a destination 120 by performing a method 700 comprising at least one of the previously described steps 701-710 when the computer program is executed in a processor circuit 820 in a device 310. This device 310 may be located in the vehicle 100, or alternatively outside the vehicle 100 according to various embodiments.

The method 700 of steps 701-710 for calculating and adjusting the speed of a vehicle 100 to the desired arrival time may be implemented by one or more processor circuits 820 in the device 310, together with computer program code in a non-volatile computer carrier, for performing any, some, some or all of the steps 701-710 described above. Thereby, a computer program may include instructions for performing steps 701-710, when the computer program is loaded into the processor circuit 820 of the device 310.

Furthermore, certain embodiments also include a system for calculating and adjusting the speed of a vehicle to a desired time of arrival at a destination 120. This system includes an input device 320, arranged to record the destination 120 of the vehicle and the desired time of arrival. The system also includes a position detector 330, arranged to detect the geographical position of the vehicle. In addition, the system includes a database 350 arranged for storing statistical information regarding average travel time to the destination 120 along the route 110, as well as a density function for spreading deviations from this average travel time. The system also includes a device 310.

Some embodiments of the invention also include a vehicle 100, which includes at least a subset of the system for calculating and adjusting a vehicle speed to a desired time of arrival at a destination 120. This vehicle 100 thereby includes an input device 320, arranged to record the destination of the vehicle 120. and desired arrival time; a position detector 330, arranged to detect the geographical position of the vehicle; a database 350 arranged for storing statistical information regarding average travel time to the destination 120 along the route 110, and a density function for spreading deviations from this average travel time; and an apparatus 310, for calculating and adjusting the speed of the vehicle 100 to a desired time of arrival at a destination 120, as described above.

Figure 9 shows two different scenarios, where the outcomes become different as a result of different scattering of the density function, for example (t). The total route is referred to here as z, and it comprises a first section x and a second section y. meters, some or a few kilometers, some or a few miles, some or a few tens of miles, some or a few hundred miles, etc. Furthermore, the sections x and y, respectively, can be the same length or have different lengths according to different embodiments.

In the illustrated example, scenario 1 and scenario 2, for example, can be density functions eg (t) and fy (t) at different times of the day, different days of the week, different seasons or the like.

In scenario 2, if the outcome is a short travel time (in the left part of the bell shape) on the first section x, you can drive calmly, ie with a reduced vehicle speed on the rest of the section y to the destination 120. This then the spread fy (t) for the second section y is low in this scenario, and one therefore does not need to have a larger safety margin to still be relatively sure of arriving at the destination 120 within the set arrival time.

In scenario 1, the outcome on the second section y will be uncertain due to the bushy density function fy (t) and therefore one should choose a high speed on the first section x, in order to have a margin for the large uncertainty on the second section y. In this example, eg (t) and fy (t) density functions are given a certain target speed on the respective distance x and y, respectively. The spread is determined partly by the selected target speed, but also largely by the prevailing traffic situation, weather etc.

Furthermore, in some embodiments, different target speeds may be used for the different sections x and y, respectively, depending on, for example, different speed limits on these respective road sections, power limits of the vehicle 100 which means that the target speed cannot be maintained due to uphill, e.g. The total total route z may in different embodiments comprise an arbitrary number of sections x, y. Furthermore, the adjustment of the speed of the vehicle 100 to a desired arrival time to the destination 120 may comprise an adjustment of each respective target speed for the respective sections x, y, and include a recurring update of the calculation of the remaining travel time to the destination 120 in order to arrive at the destination 120 within the desired arrival time with as low fuel consumption as possible.

Claims (18)

A method (700) for calculating and adjusting the speed of a vehicle (100) with a processor circuit to a desired time of arrival at a destination (120), the method (700) being characterized by: recording (701) the destination of the vehicle (120) ; registering (702) the desired arrival time to the registered (701) destination (120); indicating (703) the degree of urgency to reach the destination (120) within the desired time of arrival; detecting (704) the geographical position of the vehicle; detecting (705) the current time; determining (706) route (110) from the geographical position of the vehicle detected (704) to the destination (120); calculating (707) the distance between the position of the vehicle and the destination (120) along the determined (706) route (110); retrieving (708) statistical information regarding average travel time to the destination (120) along the route (110), and a density function for spreading deviations from this average travel time of the vehicle (100); calculation (709) of vehicle speed for the vehicle (100) to arrive at the destination (120) within the desired arrival time with as low fuel consumption as possible, where the calculation (709) of vehicle speed is based on the calculated (707) distance, the difference in time between desired arrival time and detected (705) time, the specified (703) degree of urgency to reach the destination (120) within the desired arrival time, and the retrieved (708) statistical information and density function; and enabling (710) to drive the vehicle (100) at the calculated (709) vehicle speed. The method (700) of claim 1, wherein the indication (703) of urgency to reach the destination (120) is specified by the driver of the vehicle or the owner of the vehicle, or is taken from a register where the urgency is associated with the destination of the vehicle (120), or consists of a preset value; and that a stated (703) high degree of urgency to reach the destination (120) within the desired arrival time means that, in the calculation (709) of vehicle speed, a speed is selected which adds a time margin to the desired arrival time, which is related to the size of the retrieved (708) the density function for spreading on deviations from the average travel time. The method (700) of any of claims 1-2, further comprising determining at least one vehicle specific property of the vehicle (100) such as vehicle type, vehicle load, vehicle owner, vehicle driver, engine type, engine size and / or cruise control; and wherein the retrieval (708) of information is filtered with respect to the determined vehicle-specific property of the vehicle (100), so that the information is retrieved from vehicles having the corresponding vehicle-specific property; and that the calculation (709) of vehicle speed is based on the acquired vehicle-specific property of the vehicle (100), such as the maximum permitted speed or possible maximum speed for this type of vehicle at the current topography. The method (700) of any of claims 1-3, wherein the detected (705) time comprises time of day, time of year and / or year; and where an estimate is made of the time when the vehicle (100) is expected to pass a road section, and where the acquisition (708) of information regarding said road section is filtered with respect to the estimated time, so that the information is collected for average travel times and deviations therefrom, which were recorded at the corresponding time; and that the calculation (709) of vehicle speed is based on this information obtained and the estimated time. The method (700) of any of claims 1-4, wherein determining (706) the route (110) to the destination also comprises determining the maximum allowable speed on the route (110), or on different sub-sections of the route (110); and that the calculated (709) vehicle speed is limited by the maximum permitted speed. The method (700) of any of claims 1-5, further comprising collecting information related to an expected vehicle stop for the vehicle (100) before the destination (120) is reached, as in need of refueling, of a urea-based liquid intended for exhaust gas cleaning and / or rest needs of the driver according to driving and rest time rules and data from the tachograph in the vehicle (100); and that the calculation (709) of vehicle speed takes into account the extension of the travel time caused by the expected vehicle stop. The method (700) of claim 6, further comprising obtaining possible locations along the route (110) to perform the expected vehicle stop, and selecting the expected vehicle stop location for the vehicle (100) and presenting this selection of the proposed vehicle stop location for the driver of the vehicle. The method (700) of any of claims 1-8, further comprising collecting up-to-date accessibility information on the route (110); and that the calculation (709) of vehicle speed takes into account the current information regarding accessibility on the route (110). The method (700) of claim 8, wherein the collection of current information regarding passability on the route (110) comprises average travel time and expected density function for spreading in deviations from this average travel time for a vehicle passing at the current time (110) from a news service providing such information, information regarding traffic accidents or queues and / or information regarding current road conditions, for example based on rain sensor or thermometer in the vehicle (100) alternatively obtained from a news service providing this information, alternatively obtained from an oncoming vehicle, which has passed at least a section of the route (110), over a wireless interface through vehicle-to-vehicle communication. The method (700) according to any one of claims 1-9, wherein the method (700) according to at least some of method steps 704-710 is performed iteratively so that the calculation (709) of vehicle speed is updated for each iteration, and that this iteration is done continuously. The method (700) of claim 10, further comprising dividing the mileage into sub-stages (410) with a respective sub-stage destination (420), and calculating (709) the vehicle speed for the vehicle (100) to arrive at the destination (120). within the desired arrival time, it is corrected depending on the outcome of the travel time traveled when the intermediate stage goal has been reached (420) compared with a travel time forecast in advance to achieve this partial stage goal (420). The method (700) of claim 11, further comprising an indication of the degree of urgency to reach each sub-stage target (420) within an estimated passage time for each sub-stage target (420), and that the calculation (709) of vehicle speed for the vehicle (100) to arrive to the destination (120) within the desired arrival time is corrected depending on the outcome of the travel time traveled at the achieved intermediate stage goal (420) compared to the pre-forecast passing time at this partial stage goal (420) and the stated degree of urgency to reach the partial stage goal (420) within the forecast passing time. The method (700) of any of claims 1-12, further comprising obtaining information, such as departure and departure times, for a vehicle train departing along at least a portion of the route (110) toward the destination (120); and that the calculation (709) of the vehicle speed of the vehicle (100) is adapted to the departure time or passage time of the vehicle train so that the vehicle (100) can connect to the vehicle train. The method (700) of any of claims 1-13, wherein enabling (710) to drive the vehicle (100) at the calculated (709) vehicle speed comprises generating a control signal to drive the vehicle (100) at the calculated (709) vehicle speed . An apparatus (310) for calculating and adjusting the speed of a vehicle (100) to a desired time of arrival at a destination (120), the apparatus (310) being characterized by: a processor circuit (820), arranged to record the destination of the vehicle ( 120); and arranged for registration of the desired arrival time; and arranged to indicate the degree of urgency to reach the destination (120) within the desired time of arrival; and also arranged to detect the geographical position of the vehicle and the current time; and also arranged to determine the route (110) from the detected geographical position of the vehicle to the destination (120); and further arranged for calculating the distance between the position of the vehicle and the destination (120) along the determined route (110); and further arranged to obtain information regarding average travel time to the destination (120) along the determined route (110); and also provided for obtaining statistical information regarding average travel time to the destination (120) along the route (110), and a density function for spreading deviations from this average travel time; and further arranged for calculating vehicle speed so that the vehicle (100) arrives at the destination (120) within the desired arrival time with as low fuel consumption as possible, where the calculation of vehicle speed is based on the calculated distance, the difference in time between desired arrival time and detected time , the stated degree of urgency to reach the destination (120) within the desired time of arrival as well as the obtained statistical information and the density function; whereby the processor circuit (820) enables the vehicle (100) to be driven at the calculated vehicle speed. A computer program for calculating and adjusting the speed of a vehicle to a desired time of arrival at a destination (120) by performing a method (700) according to any one of claims 1 to 14, wherein the computer program is executed in a processor circuit (820) in a device ( 310) according to claim 15. A system for calculating and adjusting the speed of a vehicle to a desired time of arrival at a destination (120), comprising: an input device (320), arranged to record the destination of the vehicle (120) and the desired time of arrival; a position detector (330), arranged to detect the geographical position of the vehicle; a database (350) arranged for storing statistical information regarding average travel time to the destination (120) along the route (110), and a density function for spreading deviations from this average travel time; and a device (310) according to claim 15. A vehicle (100) comprising: an input device (320), arranged to record the destination of the vehicle (120) and the desired arrival time; a position detector (330), arranged to detect the geographical position of the vehicle; a database (350) arranged for storing statistical information regarding average travel time to the destination (120) along the route (110), and a density function for spreading deviations from this average travel time; and a device (310) according to claim 15.