SE539648C2 - Overtake Advisor - Google Patents

Abstract

SUMMARY Method (500) and calculation unit (120) in a vehicle (100) to facilitate the planning of overtaking of a vehicle in front (140). The method (500) comprises collecting (501) data associated with a speed change of the vehicle in front (140), during a first section of road (210), from a sensor (130) and a calculation (502) of the speed change of the vehicle in front (140). . (500) (503) speed-related information associated with the own vehicle (100), the vehicle collection method. on the preceding second section (220), based on the calculated (502) speed change, the collected (503) speed-related information and collected (504) route-related data; and presentation (506) of this calculation (505) to the driver, thereby facilitating the planning of the overtaking of the vehicle in front (140). (Pub. Fig. 4)

Description

The invention relates to a method and a calculation unit in a vehicle.

More particularly, the invention provides an aid for a vehicle driver, to plan overtaking of a vehicle in front.

BACKGROUND A problem that can arise when driving a vehicle when driving in front of another vehicle, in front of a vehicle, is that it can be difficult to know in advance, before overtaking, if your own vehicle is able to overtake the other vehicle. This can lead to the driver in the vehicle behind taking a chance and trying to re-drive the vehicle in front on a certain mileage without success, thereby blocking oncoming lanes for a longer period of time, which can lead to an increased risk of accidents. In addition, road users behind can be blocked for an extended period of time, which can lead to increased dissatisfaction among these road users, also possibly resulting in an increased risk of accidents.

If the overtaking attempt has to be interrupted, for example with a rapid deceleration due to oncoming traffic or that the overtaking lane ends on a road mediating direction on a third lane, this can also lead to an increased risk of accidents as road users may have misunderstood the situation and even started overtaking behind it. vehicles attempting to overtake the vehicle in front.

An interrupted or unsuccessful overtaking attempt not only leads to an increased risk of accidents, but also entails increased fuel consumption and thus increased fuel costs and also an increased environmental impact in the form of increased exhaust emissions for the overtaking vehicle.

In this context, vehicles refer to, for example, a truck, truck, flatbed truck, truck, motorhome, vehicle, van, quad bike, forwarder, excavator, car, car, crane truck, tanker, transport vehicle, pickup truck, work car, passenger car, emergency vehicle, motorcycle, wheel loader, moped , scooter, limousine, sports car, race car, radio car, lawn mower, tank, snowmobile, snowmobile, off-road vehicle, tracked vehicle, tractor, go-kart, bus, combine, agricultural machine, or other similar motorized or unmanned means of transport, adapted for land-based geographical movement.

However, this is a particularly big problem for heavy traffic such as trucks, trucks, buses, timber trucks, etc., as these are often equipped with speed limiting throttling that makes speeds over a certain speed impossible, for example 90 km / h, partially drains more traction than lighter vehicles in uphill slopes. This leads to soap trucks on a straight line on a flat motorway section with good visibility and road conditions usually driving at 90 km / h, ie the maximum possible speed for heavy traffic (due to legal requirements in many countries, including Sweden). On the uphill slope, on the other hand, these vehicles may have different capacities or tensile strengths, for example due to differences in engine power or vehicle load. A heavy vehicle behind with better traction uphill may then want to try to drive overtaking vehicles, the problem for the driver is to know if this is possible before the uphill slope ends, as both vehicles will probably have the same speed downhill or on a flat road, ie where the driver still comes in handy. The driver of the vehicle behind does not usually know the performance and load conditions of the vehicle in front.

Another problem with overtaking is that the overtaking driver normally subscribes to what the road section in front looks like after overtaking; For example, there is a hidden curve or exit in front that makes overtaking dangerous or inappropriate.

Another problem for the driver in the vehicle behind is that he knows for sure what the traffic situation looks like in front of the vehicle in front. It can be, for example, a long vehicle queue as a result of a traffic accident or similar in front of the vehicle in front. A overtaking of this vehicle then entails increased fuel consumption without reaching the final destination faster, which makes the overtaking essentially meaningless.

It can be stated that much still remains to be done to make it easier for a driver in an overtaking situation.

SUMMARY It is therefore an object of this invention to facilitate planning for overtaking a vehicle in front, in order to solve at least some of the above problems and thereby achieve a vehicle improvement.

According to a first aspect of the invention, this object is achieved by a method in a calculation unit in a vehicle in order to facilitate planning for overtaking a vehicle in front. The method comprises collecting data associated with a speed change of the vehicle in front during a first road section in the direction of travel of the own vehicle, from a sensor. The method also includes calculating the speed change of the vehicle in front during the first road section. Furthermore, the method comprises collecting speed-related information associated with one's own vehicle. The method also includes the collection of route-related data, associated with a forward-facing second section of road in the direction of travel of the own vehicle. The method also includes calculating the overtaking of the vehicle in front of the second road section in question, based on the calculated speed change of the vehicle in front, the collected speed-related information associated with the own vehicle and collected route-related data associated with the present road. presentation of the calculation made of the overtaking vehicle's overtaking ability for the driver, in order to thereby facilitate his planning before the overtaking of the driving vehicle. said extra fuel consumption, and that the presentation of the calculation also includes the length of the calculated detour distance, overtaking time, extra fuel consumption in case of overtaking and / or costs d for said extra fuel consumption, the presentation being made on a monitor, attachable to the calculation unit.

According to a second aspect of the invention, this object is achieved by a single calculation unit in a vehicle in order to facilitate planning prior to overtaking a vehicle in front. The calculation unit comprises a receiver arranged to collect data associated with a change in speed of the vehicle in front, during a first section of road in the direction of travel of the own vehicle, from a single sensor. The calculation unit also comprises a processor circuit, arranged to calculate the speed change of the vehicle in front. The processor circuit is also arranged to collect speed-related information associated with its own vehicle and also arranged to collect route-related data, associated with a previous second section of road in its own vehicle travel direction. In addition, the processor circuit is arranged to calculate the reversibility of the vehicle in front of the second road section in front, based on the calculated speed change of the vehicle in front, the collected speed-related information associated with the own vehicle and collected route-related data associated with the other road. Furthermore, the calculation unit comprises a communication connection, arranged to communicate data representing the calculated calculation of the drivability of the vehicle in front to a single indicator, wherein the processor circuit is arranged to calculate the overtaking distance, overtaking time, extra fuel consumption when overtaking, and / or fuel in case of overtaking.

By measuring actual values of speed change for a vehicle in front during a first road section, this information can be used to calculate and forecast whether a vehicle overtaking is possible during a second road section in front. This way of assessing overtaking is more reliable than assessments based solely on map data and / or instantaneous relative speed between vehicles. This provides a more reliable assessment of whether the vehicle in front is drivable under a certain section of road, which provides a safer driving of the vehicle, but also saves fuel and thus money by avoiding unnecessary and / or hopeless overtaking attempts. By avoiding unsuccessful overtaking attempts, the environmental impact is also reduced. In addition, the passability of the road for other road users increases, as it is avoided that the overtaking lane is blocked by a vehicle that does not pass another vehicle.

Other advantages and additional features will become apparent from the following detailed description of the invention.

LIST OF FIGURES The invention will now be described in further detail with reference to the accompanying figures, which illustrate embodiments of the invention: Figure 1A is an illustration of a vehicle according to an embodiment.

Figure 1B is an illustration of a vehicle and parts of its interior according to one embodiment.

Figure 2A is a general illustration showing two vehicles when driving on a first hill along a travel route, according to an embodiment of the invention.

Figure 2B is a general illustration showing two vehicles when driving on a different hill along a route, according to an embodiment of the invention.

Figure 3A is an illustration showing a monitor, arranged to illustrate information related to the overtaking situation of the driver, according to an embodiment of the invention.

Figure 3B is an illustration showing a monitor, arranged to illustrate the calculated length of the overtaking distance, overtaking time and / or additional fuel consumption when overtaking, according to an embodiment of the invention.

Figure 3C is an illustration showing a monitor, arranged to dissuade the driver from overtaking, according to an embodiment of the invention.

Figure 4 is a combined signaling and flow chart illustrating an embodiment of the invention. Figure 5 is a flow chart illustrating an embodiment of the invention.

Figure 6 is an illustration of a calculation unit, according to an embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION The invention is defined as a method and a calculation unit for facilitating the planning of overtaking of a vehicle in front, which can be realized in any of the embodiments 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 intended to illustrate and illustrate various aspects of the invention.

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 prior 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 1A shows a vehicle 100 traveling in a direction of travel 105 on a horizontal base 110 towards a final destination. The vehicle 100 has a sensor 130, placed for example inside the wheelhouse behind the windscreen so that objects and / or vehicles in front of the own vehicle 100 can be detected. Other locations are also conceivable, for example the sensor 130 may be located on the outside or roof of the wheelhouse according to certain embodiments, or for example on the bumper or chassis of the vehicle. However, it is an advantage to have the sensor 130 placed inside the wheelhouse as it is relatively protected from dirt, dust and slush, which has a favorable effect on the sensor's function, operational reliability and service life. To some extent, the sensor 130 is also somewhat more protected from damage as a result of a traffic accident, theft, vandalism, and / or other injury by an unauthorized person when placed inside the wheelhouse.

Sensor 130 may comprise, or consist of, for example, a radar meter, a single laser meter such as a Light Detection And Ranging (LlDAR), sometimes also called a LADAR or laser radar, a camera such as a Time-of-Flight camera (ToF camera), a rangefinder based on ultrasonic waves or similar device configured for distance assessment.

A LIDAR is an optical measuring instrument that measures the properties of reflected light to find the distance (and / or other properties) of a remote object. The technology is very similar to radar, (Radio Detection and Ranging), the menu place for radio waves uses light. Typically, the distance to an object is measured by measuring the time delay between a transmitted laser pulse and the registered reflex.

A Time-of-Flight camera (ToF camera) is a camera system that takes a sequence of images and measures a distance to an object based on that celebrity light speed, by measuring the time required for a light signal between the camera and the subject / object. A Time-of-Flight camera can be said to be a kind of non-scanning LlDAR, where the entire scene is captured with each laser or light pulse, as opposed to point by point with a laser beam as when scanning with LIDAR systems.

The sensor 130 may also comprise, or consist of a communication module, arranged for wireless communication with a surrounding, in particular a vehicle in front and through this wireless communication obtain information related to the communicated vehicle, such as for example speed, speed change per unit time, type of vehicle , engine speed, gear selection, load quantity, total weight and similar information.

Furthermore, the vehicle 100 may comprise, or consist of, a plurality of sensors 130 using the same type of sensor 130 or different types of sensors 130 according to different embodiments. An advantage of having a plurality of sensors 130 is that one can then make more reliable assessments of distance / speed and / or identification of the vehicle or vehicle type in front.

It may further be advantageous to use sensors 130 already mounted in the vehicle 100 for other purposes, such as warning the driver that the distance of attack to the vehicle in front is too small, etc .; collision detector, or similar sensor 130. This avoids installing a special sensor 130 for this particular invention, which leads to lower manufacturing costs and better resource utilization. Figure 1B illustrates an example of the driver environment in the vehicle 100.

In support of overtaking, the vehicle 100 is provided with a calculation unit 120, located in, or adjacent to, the vehicle's wheelhouse. This computing unit 120 is arranged to communicate with the sensor 130 over a wired or wireless interface according to various embodiments.

The wired interface can, for example, be based on one of the following technologies: Controller Area Network (CAN), Media Oriented Systems Transport (MOST), Ethernet, Bus (USB), RS232, FireWire, Thunderbolt, to name just a few possibilities.

Universal Serial Serial The wireless interface may, for example, be based on any of the following technologies: Global System for Mobile Communications (GSM), Enhanced DataRates for GSM Evolution (EDGE), Universal Mobile Telecommunications System (UMTS), Code Division Access (CDMA), (CDMA) 2000), Synchronous CDMA (TD-SCDMA), Long Term Evolution (LTE); Wireless Fidelity Time Division (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 ), according to different embodiments.

A second vehicle 140 in front drives in front of its own vehicle 100. In the vehicle 100 there is furthermore an indicator 125, which may be included in or connected to the calculation unit 120. Such an indicator 125 may consist of a monitor, the menu indicator may also consist of one or more diodes / - you who can indicate close contact is appropriate and / or inappropriate. the indicator 125 may also consist of one or more loudspeakers which are arranged to emit an audible signal to command overtaking, and / or to give a warning signal to warn the driver of a dangerous or inappropriate overtaking.

The method for facilitating overtaking planning of a vehicle in front 140 comprises a calculation of how much speed the vehicle in front 140 loses in relation to its own vehicle 100 during a first road section. This first road section may, but need not, include an uphill slope in certain embodiments .

Based on this calculation, an assessment can then be made to estimate whether the vehicle in front 140 can be overtaken on a second road section in front, based on the calculated relative speed change between vehicles 100, 140 during the first road section.

The present second section of road can advantageously, according to certain embodiments, consist of a section of road of a similar nature as the first section of road, for example an uphill slope of similar or comparable slope and size. According to other embodiments, the first road section and the second road section may have different character.

A possible advantage of having the first road section and / or the second road section consist of a respective uphill slope is that certain vehicles 100, 140, especially heavily loaded vehicles such as trucks, buses, trucks and the like often have a limited speed on uphill slopes, as previously stated. .

Figure 2A shows a schematic example of a scenario where a method in a single calculation unit 120 in a vehicle 100 to facilitate planning of overtaking of a vehicle in front 140 can be used.

Both the own vehicle 100 and the vehicle in front 140 travel in a common direction 105.

The vehicle 100 has a sensor 130 for collecting data associated with one-speed change of the vehicle in front 140 during a first road section 210 in the direction of travel 105 of the own vehicle.

The first road section 210 may in certain embodiments have a positive slope u in relation to the horizontal plane 110, i.e. be constituted by an uphill slope.

Based on this collected data, a speed change of the forward vehicle 140 during the first road section 210 can be calculated. This speed change is then related to the speed change of the own vehicle during the first road section 210.

In some embodiments, the first road section 210 may be defined and the measurement of the relative speed change of the vehicles 100, 140 relative to each other initiated by the driver, for example by marking for the calculation unit 120 where the first road section 210 begins and ends, respectively.

In other embodiments, the calculation unit 120 may be arranged to initialize the relative speed change of the vehicles 100, 140 relative to each other, and thereby also define the first road section 210 when a forward vehicle 140 is detected within a certain distance in front of the own vehicle 100.

In further embodiments, the sensor 130 is arranged to identify the type of vehicle on the vehicle in front 140. According to some embodiments, the sensor 130 is arranged to specifically identify heavy traffic such as trucks, lorries, timber trucks, tankers, buses, etc. It will then be possible to activate the method according to a vehicle in front 140 of this type is detected by the sensor. 11 These embodiments have the advantage that it is possible to filter out private car traffic, which on the other hand does not lose speed on uphill slopes in the same way as heavy traffic, and on the other hand is not normally equipped with speed-limiting restriction such as 90 km / h, nor has a tachograph installed the journey and the speed of the vehicle (an official inspection may subsequently impose a fine if the speed limit has been exceeded during the journey).

Furthermore, a second road section 220 is shown, which is located in front of, or after the first road section 210, calculated in the direction of travel 105 of the vehicles.

The second road section 220 may in some embodiments have a positive slope ß relative to the horizontal plane 110, i.e. constitute an uphill slope.

The slope oi on the first road section 210 and the slope ß on the second road section 220 may be the same slope, similar to the slope within a certain range, or be completely different and / or unrelated to each other according to different embodiments. In some embodiments, at least some of the respective slope o, ß in relation to the horizontal plane 110 is equal to 0, i.e. consists of a horizontal path section. In some embodiments, at least one of the respective slopes d, ß relative to the horizontal plane 110 is less than 0, i.e. consists of a downhill slope. As previously mentioned, however, it is a particular advantage according to certain embodiments to let the respective slope d, ß in relation to the horizontal plane 110 be greater than 0, i.e. constitute a respective uphill slope.

Figure 2B also shows a schematic example of a scenario where a method in a calculation unit 120 in a vehicle 100 to facilitate planning of overtaking a vehicle in front 140 can be used. In Figure 2B, the vehicles 100, 140 have arrived at the second road section 220.

The vehicle behind 100 can now use the measured experience regarding relative speed change between the vehicles during the first road section 210 to calculate if a overtaking will be possible during the second road section 220. This is possible by estimating that the speed difference between the vehicles 100,140 during the second road section 220 will be the same as, or similar to, the already measured speed difference during the first road section 210, as well as with knowledge of the topographical and / or geographical conditions along the mileage of the vehicles.

Figure 3A shows a monitor 125 adjacent to the calculation unit 120 in the vehicle behind 100. In this exemplary illustration, the second road section 220 is marked, a calculation being made in the calculation unit 120 that the vehicle behind 100 has time to complete and end the overtaking before the tricky intersection. appears in the upper left corner of the figure.

In certain embodiments, the driver may be given an indication when it is appropriate to begin the overtaking of the vehicle 140 in front and / or when the overtaking is expected to be completed. This can in some cases be illustrated graphically as in Figure 3A, and / or with an audio signal, a light signal (green LED lights up when it is time to start overtaking, for example), a text message that is displayed or a recorded audio message that is played in a speaker, etc. in different embodiments.

Figure 3B also shows the display 125 of the vehicle behind 100. In this illustrative example, which may be shown in conjunction with the example of Figure 3A, or as an alternative to this view, or in conjunction with other indications that overtaking is advisable.

This example of information that can be displayed to the driver includes an indicator that shows when it is appropriate to start the overtaking, i.e. where the two-way section 220 begins. In this case, this indication is displayed in time (10 seconds), but can just as easily be displayed in distance / length (meters), or by reference to the geographic point ("start overtaking after the next right-hand curve"). Furthermore, in some embodiments, this indication may be counted down as the vehicle 100 approaches the beginning of the second road section 220. This information may also be communicated to the driver auditorily in the form of a voice message communicating this information. An advantage of communicating this information with a voice message may be that the driver 13 can focus on driving and does not have to look away from the road to read on screen 125.

Furthermore, a decision basis in the form of information related to overtaking can be shown to the driver. Such information may include, for example, how long the overtaking takes, the length of the overtaking in meters, the extra fuel consumption that the overtaking entails (in addition to the fuel consumption if the overtaking is not implemented) and the extra cost of this fuel, possibly also, or instead, how much extra emissions the overtaking forecast to give rise to.

The latter can also in some embodiments be displayed graphically in a bar, diagram, graph or the like. In other examples, the opposite can be seen, ie how much extra emission is not emitted as a result of an inhibited overtaking. The example whisper is shown graphically in the form of a colored bar, for example green, the size of which is accumulated / reduced during the distance traveled by the vehicle 100. Correspondingly, the additional fuel cost for overtaking and the savings made by inhibiting an overtaking are illustrated in a colored bar . The colors green and yellow mentioned here are only examples of possible colors, other arbitrary colors can be used alternatively.

In some embodiments, where the driver's bonus is related to fuel consumption, based on the current calculation algorithm for the bonus, added bonus impact due to inhibited bypass is displayed, as an accumulated sum in kronor, or graphically in a bar, chart, graph or the like.

In some embodiments, a graphical illustration of a shift scheme calculated to be appropriate during overtaking may also be displayed to the driver to facilitate shifting during overtaking. This applies to vehicle 100 with manual transmission. By proposing and displaying a shift schedule for the driver, it can be avoided that he enters the wrong gear, which can lead to the vehicle 100 tapping traction. This is particularly unsuitable just during overtaking, especially if overtaking is done on an uphill slope, as incorrect gear selection can lead to overtaking failure. Figure 3C also shows the monitor 125 in the vehicle behind 100. In this example, the calculation unit 120 has come to the conclusion that overtaking the vehicle 140 in front is not possible or suitable under the second road section 220.

An indication that dissuades the driver from overtaking can then be displayed on the screen 125, for example in the form of a warning text and / or a graphic figure with a detour warning meaning. In some embodiments, the indicator 125 may be a diode, lamp, or the like that is turned on or off. In certain embodiments, a green lamp / diode is lit when overtaking is required / possible to carry out and / or a red lamp / diode when overtaking is not possible or suitable.

In further embodiments, this information may also, or alternatively, also be communicated auditorily in the form of an audible signal, which may also include a voice message, meaning that the driver is warned to overtake.

In some embodiments, this information may also be further supplemented, for example by informing of another, present third section of road on which overtaking is advisable, and distances in time (minutes) or length (meters) thereof. An advantage of notifying the driver of such information is that he then calms down and becomes less inclined to take a chance of overtaking despite a warning to this effect.

Furthermore, according to certain embodiments, when the calculation unit 120 finds that an overtaking attempt will fail, or for other reasons is inappropriate, the driver may be prevented from overtaking the vehicle 140 in front, for example by power reduction on the engine when the vehicle 100 swings out into the overtaking lane certain embodiments. As a result, hopeless overtaking attempts can be prevented, which leads to fuel savings.

Figure 4 shows an example of a method in a calculation unit 120 in a vehicle 100, in order to facilitate planning before overtaking a vehicle in front 140.

In a first step, measurement data related to the vehicle in front 140 can be collected by the calculation unit 120 according to certain embodiments. Such measurement data may be collected, for example, from one or more different sensors 130 in the vehicle 110 and may refer to the configuration of the vehicle in front, such as the type of vehicle, and / or the speed of the vehicle in front. According to certain embodiments, this collection of measurement data from the sensor 130 can be initiated by the driver by marking the start and end, respectively, of the first road section 210, over which a measurement is made.

According to certain other embodiments, such data collection may be done continuously or periodically with a certain predetermined or configurable time interval, as topographic data and / or geographical information of the current road section along the road in the direction of travel 105 indicates that a road section which may be of particular interest for measurement is achieved. in front of the vehicle 140, such as, for example, an approaching uphill slope.

However, according to certain embodiments, the sensor 130 may be arranged to independently collect and send measurement data to the calculation unit 120, over a wired or wireless interface as previously described. Such transmission of measurement data may, for example, be initiated by the sensor 130 when a vehicle in front 140 is detected within a certain distance from its own vehicle 100, and / or when a vehicle 140 of a certain vehicle type, such as a truck, is detected within a certain distance from the vehicle. own vehicle 100, possibly in certain embodiments, in combination with insight into topographical and / or geographical information that indicates, for example, uphill.

Based on received measurement data related to the vehicle in front 140, the calculation unit 120 can then calculate the speed change of the vehicle in front during the first road section 210.

Furthermore, the calculation unit 120 can collect speed-related information relating to the own vehicle 100. This collection can be done, for example, from the off-vehicle navigation system, GPS equipment or the like, or simply from the off-vehicle speedometer according to various embodiments. This speed-related information may also include that a timing function starts when the vehicle 100 reaches the first road section 210, and ends when the vehicle 100 exits the first road section 210. The average speed of the vehicle can then be calculated as the length of the first road section can be extracted from either map. the information on this road section 210, GPS measurement, measurement based on the vehicle's trip meter, or a distance measurement made with, for example, the vehicle's sensor 130, to name just a few possible possibilities.

Measurement data can be collected, for example, from a positioning system such as a Global Positioning System (GPS), Gallileo Global Navigation Satellite System (GNSS) GLObalnaja NAvigatsionnaja Sputnikovaja Sistema (GLONASS) or similar, which enables determination of the vehicle's existing position in terms of longitude, latitude and / or altitude. Furthermore, the route of the route, topographical driving conditions and the like can be determined. In some embodiments, previously received and saved values from sensors, accelerometers, gyro and / or positioning systems which in some embodiments are stored in a memory, can be used.

Based on the above information, the speed of the own vehicle can be calculated. This calculated speed may include, for example, an average speed, a final speed when the far end of the first road section 210 is reached, difference in speed between the entrance to, and the exit from the first road section 210, or similar.

A comparison between the respective speeds of the vehicles below the first road section 210 can then be made. According to certain embodiments, the calculation unit 120 may instead, or even calculate, the relative speed difference between the vehicles 100, 140 at the entrance to and exit of the first lane section 210, respectively. velocity velocity the own vehicle 100 drops under the same road section 210 can then be used to forecast the possibility of overtaking the front vehicle 140 under a front second road section 220.

This assessment may also include detecting a forward two-way section 220, during which the overtakability is assessed or calculated. This detection of the second road section 220 may include a search among topographic data for a second road section 220 which exhibits a topographic characteristic that resembles, or is comparable to, the measured first road section 210, according to certain embodiments. According to certain embodiments, information regarding the destination and / or route of the vehicle can be obtained, for example from the vehicle navigation system, which can be used to find a relevant second road section 220, for example from a topographical or other point of view.

When a second road section 220 in the direction of travel 105 of the vehicle has been detected and the calculation unit 120 has been determined, a calculation and assessment of the drivability of the vehicle in front during this second road section 220 can be made.

This assessment may be based on the collected relative speed difference between the own vehicle 100 and the vehicle in front 140 during the first road section 210. If the own vehicle 100 has a relatively higher speed during the first road section 210 than the vehicle in front 140, possibly with the addition of a hysteresis, or a threshold value which, for example, may be vehicle type dependent, the vehicle 140 may be judged to be drivable.

According to certain embodiments, the calculation of the vehicle overtaking in front of the vehicle may also include an evaluation of the existing geographical limitations for overtaking, such as, for example, hidden exits, unguarded intersections, curves with poor visibility and the like. If such a geographical restriction is encountered on the second road section 220, for example when analyzing geographical data obtained from a memory, or from the vehicle's navigation system, GPS receiver or the like, a detour from overtaking on the current road section 220 can be issued and displayed to the driver.

According to certain embodiments, the calculation of the vehicle overtaking in front of the vehicle may also include an assessment of the traffic situation present and an assessment of the meaningfulness of carrying out this overtaking. According to some embodiments, this may involve obtaining traffic information and / or detecting one or more accessibility limiting factors in the vehicle's direction of travel 105, in front of the second road section 220. Examples of such accessibility limiting factor may be traffic accident, queue formation, 18 damaged or closed roadway, bridge intersection, speed limit, Road work, traffic lights, roundabout, fog, slipperiness, precipitation or similar. This information can also be combined with time acquisition, or be time-controlled, such as that traffic volume / queue formation often has a tendency to increase in certain well-known directions around cities in rush hour traffic.

Such information related to a limitation factor in the direction of travel 105 can be obtained from either or a plurality of, for example, a traffic monitoring service, traffic police, traffic radio, information database, weather service or the like.

Detection of such a traffic limiting factor may result in a detour from overtaking according to certain embodiments. An advantage of this is that it is possible to avoid carrying out a costly overtaking "ion emergency" from the point of view of fuel consumption, if there is still a traffic restriction such as, for example, a queue formation behind the ridge in front.

Furthermore, according to certain embodiments, an assessment of the vehicle's estimated arrival time to the destination can also be taken into account according to certain embodiments. In this case, the calculation unit 120 can perform a calculation of whether the vehicle 100 is expected to arrive before or after the estimated and / or agreed arrival time, and if the calculation indicates that the vehicle 100 is ahead of the time schedule, i.e. it is judged to arrive before the agreed arrival time. according to certain embodiments. In this case, overtaking can be avoided as these lead to the driver of the vehicle 100 having to wait at the destination, which can be, for example, a ferry terminal, or a loading dock where the staff has not yet arrived.

Furthermore, when it is determined whether / that the vehicle in front 140 can / should be overtaken during the second road section 220, the calculation unit 120 can send a signal to the indicator 125 to present the result of the estimate of the overtaking of the vehicle in front of the driver, to facilitate planning. of the overtaking of the vehicle in front 140. 19 This can be done, for example, by lighting a green light, a recording speech message calling for overtaking and / or information related to the situation that has arisen is displayed on a screen.

According to certain embodiments, the driver can then use this information as a basis for deciding whether or not to overtake. It may, of course, be the case that the driver sees other reasons not to make a detour, such as, for example, that a third, rear vehicle has already begun a detour of his own vehicle 100; or that the vehicle in front 140 enters into a cooperation with its own vehicle 100, such as for example a vehicle train in so-called platooning; or that the driver simply does not want to drive reversibly because it is technically possible.

The calculation unit 120 can also in certain embodiments calculate a shift scheme which may be suitable or optimal to use the undertaking. This can reduce the risk of the driver failing to overtake due to incorrect gear selection.

According to certain embodiments, the vehicle 100 may be arranged, in whole or in part, for autonomous driving. Such an autonomous vehicle 100 may, when the calculation unit 120 estimates the vehicle in front 140 as reversible under the second road section 220, independently initiate and carry out a overtaking of the vehicle in front 140 under the second road section 220.

According to some embodiments, when the calculation unit 120 estimates that the vehicle in front 140 is not able, or is suitable, to overtake under the two-way section 220, the driver can be prevented from overtaking, for example by reducing the engine power when the vehicle 100 enters the overtaking lane. for example, it is detected that the sensor 130 detects that the vehicle 100 is crossing a dashed file sharing line according to certain embodiments. In some embodiments, positioning from a positioning service such as GPS may be used to determine that the vehicle 100 is in the overtaking lane.

Figure 5 illustrates an example embodiment of the invention. The flow chart of Figure 5 illustrates a method 500 of a computing unit 120 in a vehicle 100 for facilitating planning prior to overtaking a vehicle in front 140.

The vehicle 100 comprises a calculation unit 120 installed in the vehicle 100, arranged to collect data regarding the vehicle in front 140, the own vehicle 100 and topographical / geographical information related to at least parts of the vehicle's travel distance.

According to certain embodiments, information related to the vehicle 140 in front may be collected from one or more sensors 130 in the vehicle 100.

The purpose of the method 500 is to provide a tool for the driver to enable the planning of overtaking of a vehicle in front 140. Thereby, according to various embodiments, unsuccessful overtaking attempts can be avoided or made impossible, dangerous overtaking is avoided or made impossible, unnecessary overtaking is avoided or made impossible or impossible a suitable road section 220.

In order to facilitate the planning of overtaking of the vehicle in front 140 in a correct manner, the method 500 may comprise a number of steps 501-508. It should be noted, however, that some of the described steps 501-508 may be performed in a slightly different chronological order than the numerical order suggests and some of them may be performed in parallel with each other, according to different embodiments. or 508 only in certain embodiments of the method. The method 500 comprises the following steps: Step 501 Data associated with a speed change of the vehicle in front 140 is collected, during a first road section 210 in the direction of travel of the own vehicle 105, from a sensor 130. The first road section 210 may comprise an uphill slope, with a positive road slope or in relation to a horizontal plane 110, according to certain embodiments.

The sensor 130 may comprise, or be constituted by, a radar meter, a laser meter, a single camera, a distance meter based on ultrasonic waves or a communication unit for wireless communication, arranged to communicate with the vehicle in front 140 and thereby obtain data associated with a speed change. of the vehicle in front 140, during a first road section 210, the direction of travel 105 of the own vehicle directly from this vehicle 140, according to certain embodiments. Furthermore, a plurality of sensors 130 can be used according to certain embodiments, for example to obtain a more reliable measurement result. This plurality of sensors 130 may be sensors 130 of the same type, or of different types. The transfer of data associated with a speed change related to the vehicle 140, from the sensor 130 in the vehicle 100 to the computing unit 110, certain embodiments may be made over a wireless interface, based for example on any of the following technologies: Global System for Mobile Communications (GSM), Enhanced Data Rates for GSM Evolution (EDGE), Universal Mobile Tele-communications System (UMTS), Code Division Access (CDMA), (CDMA 2000), Time Division Synchronous CDMA (TD-SCDMA), Long Term Evolution (LTE), Wireless Fidelity (Wi-Fi) ), defined according to one of the Institute of Electrical and Electronics Engineers (IEEE) standards 802.11 a, ac, b, g and / or n, InternetProtocol (IP), Bluetooth and / or Near Field Communication, (NFC). in the vehicle 100 and the computing unit 110 over a wireless interface, the information transfer By transferring information between the sensor 130 can be done without the said units having to be connected to a wired connection such as the vehicle bus (CAN), which can facilitate mounting of these units, especially retrofitting, updating of devices or replacement of these devices.

According to some embodiments, however, the information can be made over a wired interface such as Controller Area Network (CAN), Media Oriented Systems 22 Transport (MOST), Ethernet, Universal Serial Bus (USB), Serial RS232, FireWire, Thunderbolt, to name just a few possibilities. .

According to certain embodiments, the transmission can be made continuously, for example with a certain time interval and / or when a triggering event occurs, such as for example that the vehicle in front 140 is detected by the sensor 130.

By continuously transmitting information, one can reduce the risk of the driver planning the route of travel on the mobile unit 130 without having access to the latest navigation information available in the vehicle navigation system 120.

Step 502 The speed change of the vehicle in front 140 under the first road section 210 is calculated.

This speed change may include, for example, calculating the average speed when the vehicle in front 140 passes through the first lane section 210, the final speed when the vehicle in front leaves the first lane 210, the speed change between when the vehicle 140 leaves the first lane 210 and when the vehicle enters road section 210, or similar speed change according to various embodiments.Step 503Speed-related information associated with one's own vehicle 100 is collected.

This speed change may include, for example, calculating the average speed when the own vehicle 100 passes through the first road section 210, the final speed when the own vehicle 100 leaves the first road section 210, the speed change between when the own vehicle 100 leaves the first road section 210 and when the own vehicle 100 enters the first road section 210, or similar speed change according to various embodiments. 23 Step 504 Route-related data, associated with a pre-existing second road section 220 in the direction of travel 105 of the own vehicle is collected.

Such route-related data may include topographical information regarding elevation differences under the aforementioned second road section 220, geographical information regarding road alignment and road conditions, and / or accessibility limiting information such as information about queues, accidents, road conditions, etc.

The second section of road 220 may comprise an uphill slope, with a positive road slope ß relative to a horizontal plane 110, according to certain embodiments. certain embodiments. These path slopes a, ß can also be unrelated to each other according to certain embodiments. Furthermore, said road slopes a, ß may be identical to 0, i.e. be horizontal, and / or include a negative slope, i.e. constitute a downhill slope according to certain embodiments. Step 505 calculated 502 the speed change of the vehicle in front 140, the collected 503 speed related information associated with the own vehicle 100 and collected 504 route related data associated with the present second road section 220.

The calculation of the overtaking ability of the vehicle in front may also include, for example, an estimate of the length of the overtaking distance, overtaking time, extra fuel consumption when overtaking, and / or the cost of said extra fuel consumption, according to certain embodiments. The calculation of the overtaking of the vehicle in front may also include a detection, based on collected 504 road-related data, associated with the front second road section 220, of overtaking limiting obstacles on said road section 220, or other road section in the direction of the front road 105.

The calculation of the overtaking ability of the vehicle in front may also include a dissuasion from overtaking, as overtaking is deemed impossible, inappropriate or unnecessary.

The vehicle in front 140 can be calculated to be overtaken when the own vehicle 100 under the first road section 210 has a speed which exceeds the speed of the vehicle in front, and that the relative speed difference between the vehicles 100, 140 exceeds a certain threshold value, according to certain embodiments.

Step 506 The calculation made 505 of the drivability of the vehicle in front is presented to the driver, in order thereby to facilitate the planning of the overtaking of the vehicle in front 140.

The presentation of the performed calculation 505 may also include the estimated length of the overtaking distance, overtaking time, additional fuel access by overtaking and / or cost of said additional fuel access, the presentation being made on a monitor 125 connectable to the calculation unit 120 according to certain embodiments.

The presentation may also include an illustration of a detection of an overtaking restriction obstacle according to certain embodiments.

The presentation may also include a dissuasion from overtaking, as the calculation unit 120 has calculated that the overtaking is impossible, inappropriate or unnecessary.

Step 507 This method step is included in some, but not necessarily all, embodiments of the invention when the vehicle 100 is arranged for autonomous driving.

The vehicle 140 in front is driven over, as said vehicle 140 is judged to be negotiable.

Step 508 This process step is included in some, but not necessarily all, embodiments of the invention.

Overtaking and / or attempting to bypass the vehicle in front 140 is prevented, as said vehicle 140 is calculated 505 not to be reversible.

Figure 6 illustrates an embodiment of a computing unit 120 in a vehicle 100 to facilitate scheduling of overtaking a vehicle in front 140.

The calculation unit 120 is configured to perform at least some of the previously described method steps 501-508, including in the description the method 500 to facilitate planning of overtaking of a vehicle in front 140.

The purpose of the calculation unit 120, as with the said method 500, is to perform a calculation of a relative speed difference between the vehicle in front 140 and the own vehicle 100 during a first road section 210, and then use this calculation to predict the outcome of a bypass attempt during a present second road section 220, based on the measured experience of the first road section 210.

This first road section 210 and second road section 220 may comprise a respective uphill slope according to some, but not necessarily all embodiments of the invention. Furthermore, the first road section 210 and the second road section 220 may comprise a positive road slope d, ß in relation to a horizontal plane 110 according to certain shapes. In order to be able to do this correctly, the calculation unit 120 contains a number of components which in the following text, as well as in Figure 6, are described in more detail. Some of the described units and / or components occur in some, but not necessarily all, embodiments. There may also be additional electronics in the computing unit 120, which is not absolutely necessary to understand the method 500 of steps 501-508 described above. Such additional electronics have been omitted from Figure 6 for the sake of clarity so as not to unnecessarily complicate the understanding of the invention.

The calculation unit 120 comprises a receiver 610 arranged to collect data associated with a speed change of the vehicle in front 140, during a first road section 210 in the direction of travel 105 of the own vehicle, from a sensor 130.

Further, the computing unit 120 includes a processor circuit 620 disposed 140.

The processor circuit 620 is also arranged to collect velocity-related compute speed change of front vehicle information associated with its own vehicle 100 and further arranged to collect lane-related data associated with a front road section 220 in the direction of travel of its own vehicle 105. the reversibility of the vehicle on the front second road section 220, based on the calculated speed change of the front vehicle 140, the collected speed-related information associated with the own vehicle 100 and collected route-related data associated with the front second road section 220.

The processor circuit 620 may be, for example, one or more Central Processing Units (CPUs), microprocessors or other logic designed to interpret and execute instructions and / or to read and write data. The processor circuit 620 may handle data for inflow, outflow or data processing of data including including buffering of data, control functions and the like. The processor circuit 620 may, according to certain embodiments, be arranged to calculate the length of the overtaking distance, the overtaking time, additional fuel consumption when overtaking, and / or the cost of said additional fuel consumption, or similar data.

The processor circuit 620 may also be arranged to detect an overtaking restriction obstacle on the front second road section 220, based on collected route related data, associated with the front second road section 220.

Furthermore, the processor circuit 620 according to certain forms may be arranged to determine whether the own vehicle 100 under the first road section 210 has a speed exceeding the speed of the vehicle in front, and to calculate the relative speed difference between the vehicles 100, 140, compare said difference with a threshold value and to calculate the vehicle in front. as overtaking when the relative speed difference between the vehicles 100, 140 exceeds the threshold value.

Furthermore, the processor circuit 620 according to certain forms can also be arranged to initiate a bypass of the vehicle in front 140, when said vehicle 140 is calculated to be overtaken when the own vehicle 100 is arranged, in whole or in part, for autonomous driving.

The processor circuit 620 may also be arranged to prevent overtaking and bypass attempts of the vehicle in front 140, as said vehicle 140 is not judged to be overtaken, according to certain embodiments.

The calculation unit 120 also comprises a communication connection 630, arranged to communicate data representing the calculation made of the drivability of the vehicle in front to an indicator 125.

Such an indicator 125 may consist, for example, of a monitor, which may also be referred to as a computer monitor, display or monitor, which may be an output device which displays an electronically created text or image. Furthermore, such a monitor may comprise a screen with cathode ray tubes, a so-called CRT screen in certain embodiments. In other embodiments, such a screen may be in the form of 28 liquid crystal displays (LCD), plasma screen, SED (Surface-conduction electron-emitter display) and / or OLED (Organic light-emitting diode), Light EmittingDiods (LED), Thin Film Transistor (TFT) to name a few different examples of monitors.

Said indicator 125 may also, or alternatively comprise one or more of: lamp / diode, colored lamp / diode, loudspeaker, signaling unit, etc.

Furthermore, the computing unit 120 may include, or be connected to, a single memory unit 625, which in some embodiments may be a data storage medium. The memory unit 625 can consist of, 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 (ProgrammableRead-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), etc., in various embodiments.

Furthermore, the invention includes a computer program in the computing unit 120, to facilitate planning of overtaking of a vehicle in front 140 by performing the method 500 according to at least one of the method steps 501-508, when the computer program is loaded in the processor circuit 620 in the computing unit 120.

The method 500 of steps 501-508 for facilitating overtaking planning may be implemented by one or more processor circuits 620 in the computing unit 120, together with computer program code for performing any, some, some or all of the method steps 501-508 described above. Thereby, a computer program including instructions for performing any, some or all of the process steps 501-508 may be when the program is loaded into the processor circuit 620.

The receivers 610 described and discussed above and / or communication connection 630 may in certain embodiments be separate transmitters and / or receivers. However, the receiver 610 and / or the communication connection 630 in the computing unit 120 may in some embodiments be a transceiver, or transceiver, adapted to transmit and receive radio signals, or to transmit wired signals, and where parts of the structure, for example the antenna 29 in the case of wireless communication, is common to transmitters and receivers. Board communication can be adapted for wireless information transmission, via radio waves, WLAN, Bluetooth or infrared transmitter / receiver module. However, in some embodiments, the receiver 610 and / or the transmitter 630 may be particularly adapted for wired information exchange.

The invention further includes a system 600 in a vehicle 100 for facilitating planning prior to overtaking a vehicle in front 140. The system 600 includes a computing unit 120 as described above, a sensor 130, arranged to measure speed related data of the vehicle in front 140, and an indicator 125 , arranged to illustrate the calculation made of the drivability of the vehicle in front of the driver, in order thereby to facilitate the planning before the overtaking of the vehicle in front 140.

The sensor 130 in the system 600 may further also comprise a radar meter, single laser meter, a camera, a distance meter based on ultrasonic waves or a single communication unit for wireless communication, arranged to communicate with the front vehicle 140 and thereby obtain data associated with a single speed change of the front vehicle 140, first road section 210 in the direction of travel 105 of the own vehicle directly from this vehicle 140, according to certain embodiments. The indicator 125 in such a system 600 may, for example, comprise one or more monitors, arranged to illustrate the length of the calculated overtaking distance, overtaking time, additional fuel consumption when overtaking, and / or cost of said additional fuel consumption according to certain embodiments. The indicator 125 may also be arranged to illustrate the detection of overtaking restrictive obstacles along the route, such as, for example, curves with limited visibility, hidden exit, slipperiness, poor visibility, traffic accident, queuing, reduced speed, road work or other similar overriding and / or factor limiting.

Some embodiments of the invention also include a vehicle 100, which includes a system 600 as described above and illustrated in Figure 6.

Claims (19)

A method (500) in a calculation unit (120) in a vehicle (100) for facilitating the planning of overtaking of a vehicle in front (140), the method (500) being characterized by: collecting (501) data associated with a speed change of the vehicle in front (140), during a first road section (210) in the direction of travel of the own vehicle (105), from a sensor (130), calculating (502) the speed change of the vehicle in front (140) during the first road section (210), collection (503) of speed-related information associated with the own vehicle (100), collection (504) of route-related data, associated with a forward second section of road (220) in the direction of travel of the own vehicle (105), calculation (505) of the overtaking of the preceding vehicle on the forward second road section (220), based on the calculated (502) speed change of the vehicle in front (140), the collected (503) speed-related information associated with ed own vehicle (100) and collected (504) route-related data, associated with the foregoing second section of road (220), and presentation (506) of the calculation (505) of the drivability of the preceding vehicle to the driver, thereby facilitating the planning of the overtaking of the vehicle in front (140), wherein the calculation (505) of the overtaking ability of the vehicle in front also includes a calculation of the length of the overtaking distance, overtaking time, extra fuel consumption when overtaking, and / or cost of said extra fuel consumption, and that the presentation (506) (505) the length of the bypass distance, overtaking time, extra fuel consumption when overtaking the calculation also includes the calculated 32 and / or cost of said extra fuel consumption, the presentation (506) being made on a monitor (125), connectable to the calculation unit (120). The method (500) of claim 1, wherein the calculation (505) of the overtaking vehicle of the forward vehicle also comprises a detection, based on collected (504) route-related data, associated with the second road section (220) present, of overtaking limiting obstacles on said road section, and that the presentation (506) comprises illustrating the detection of said overtaking restriction barrier. The method (500) of any of claims 1-2, wherein the calculation (505) of the overtaking of the vehicle in front comprises a dissuasive overtaking, when overtaking is deemed impossible or inappropriate, and that the presentation (506) comprises a dissuading from overtaking. The method (500) of any of claims 1-3, wherein said first road section (210) and second road sections (220) comprise a respective uphill slope, with a positive road slope (a, ß) relative to a horizontal plane (110). The method (500) of any of claims 1-4, wherein the sensor (130) comprises a radar meter, a laser meter, a camera, a distance meter based on ultrasound waves or a communication unit for wireless communication, arranged to communicate with the vehicle in front (140) and thereby obtained data associated with a change in speed of the vehicle in front (140), during a first section of road (210) in the direction of travel (105) of the own vehicle directly from this vehicle (140). The method (500) of any of claims 1-5, wherein the vehicle in front (140) is calculated (505) to be overtaken when its own vehicle (100) under the first road section (210) has a speed exceeding that of the vehicle in front speed, and that the relative speed difference between the vehicles (100, 140) exceeds a threshold value. The method (500) of any of claims 1-6, further comprising, when the vehicle (100) is arranged for autonomous travel: overtaking (507) the vehicle in front (140), said vehicle (140) being judged to be overtakable. The method (500) of any of claims 1-7, further comprising: preventing (508) overtaking and / or overtaking attempts of the vehicle in front (140), said vehicle (140) being calculated (505) not to be overtaken. A calculation unit (120) in a vehicle (100) for facilitating the overtaking of a vehicle in front (140), the calculation unit (120) being characterized by: a receiver (610) arranged to collect data associated with a single speed change of the vehicle in front ( 140), during a first road section (210) in the direction of travel (105) of the own vehicle, from a sensor (130), a processor circuit (620) arranged to calculate the speed change of the vehicle in front (140), and arranged to collect speed related information associated therewith. own vehicle (100) and further arranged to collect road-related data, associated with a pre-existing section of road (220) in the direction of travel of the own vehicle (105), and arranged to calculate the overtaking of the preceding vehicle on the present other section of road (220), based on the calculated speed of in front of the vehicle (140), the collected speed-related information for associated with the own vehicle (100) and collected route-related data, associated with the present second section of the road (220), and a communication connection (630), arranged to communicate to the data representative the calculation of the preceding vehicle switchability to an indicator (125), (620) is arranged to calculate the overtaking distance, overtaking time, extra fuel consumption in the event of overtaking, and / or cost the aforementioned extra fuel consumption. 34 The computing unit (120) of claim 9, wherein the processor circuit (620) is arranged to detect an overtaking limiting obstacle on the front second section of road (220), based on collected route related data associated with the second road section (220). Road section (210) and second road sections (220) comprise a respective uphill slope, the Calculation Unit (120) according to any one of claims 9-10, wherein said first has a positive road slope (a, ß) relative to a horizontal plane (110). The calculation unit (120) according to any one of claims 9-11, wherein the processor circuit (620) is arranged to determine whether the own vehicle (100) under the first road section (210) has a speed exceeding the speed of the preceding vehicle, and to calculate relative speed difference intermediate vehicles (100, 140), comparing said difference with a threshold value and calculating the vehicle in front (140) as reversible when the relative speed difference between the vehicles (100, 140) exceeds the threshold value. Arranged for autonomous driving and wherein the Calculating Unit (120) according to any one of claims 9-12, when the vehicle (100) is the processor circuit (620) is arranged to initiate a overtaking of the preceding vehicle (140), when said vehicle (140) is judged be negotiable. The calculation unit (120) according to any one of claims 9-13, wherein the processor circuit (620) is arranged to prevent overtaking and overtaking attempts of the vehicle in front (140), when said vehicle (140) is not judged to be overtaken. Facilitating planning of overtaking of a vehicle in front (140) by Computer program in a computing unit (120), according to any one of claims 9-14, for performing the method (500) according to any one of claims 1-8, when the computer program is loaded into the processor circuit (620) in the calculation unit (120). Of a vehicle in front (140), the system (600) comprising: A system (600) in a vehicle (100) for facilitating overtaking planning a calculation unit (120) according to any one of claims 9-14, a sensor (130 ), arranged to measure speed-related data of the vehicle in front (140), and an indicator (125), arranged to illustrate the calculation made of the drivability of the vehicle in front of the driver, thereby facilitating the planning of the overtaking of the vehicle in front (140), wherein indicated (125) comprises a display, arranged to illustrate the length of the calculated overtaking distance, overtaking time, additional fuel consumption when overtaking, and / or cost at said additional fuel consumption. A radar meter, a laser meter, a camera, a rangefinder based on the System (600) of claim 16, wherein the sensor (130) comprises an ultrasonic wave or a communication unit for wireless communication, arranged to communicate with the vehicle in front (140) and thereby obtain data associated with it. with a change in speed of the vehicle in front (140), during a first section of road (210) in the direction of travel (105) of the own vehicle directly from this vehicle (140). Arranged to illustrate the detection of overtaking restriction obstacles. The system (600) of any of claims 16-17 wherein the indicator (125) is A vehicle (100) comprising the system (600) of any of claims 16-18.