SE541060C2 - Level adjustment of vehicles - Google Patents

Abstract

Method (500) and control unit (410) for level adjustment of a vehicle (100). The method (500) comprises calculating (501) the existing level (310) of the vehicle at the existing position (210) of the vehicle; determining (502) a target level (330) at the subsequent destination (240) of the vehicle; determining (503) a transport level (320), based on a level limit (220) on a distance traveled (230) between the vehicle's existing position (210) and the vehicle's subsequent destination (240); and changing (504) the level of the vehicle (100), from the calculated (501) existing level (310) to the determined (502) target level (330) at the subsequent destination (240) of the vehicle, if this target level (330) is higher than the determined (503) transport level (320); or otherwise to the determined (503) transport level (320).

Description

LEVEL ADJUSTMENT OF VEHICLES TECHNICAL FIELD This document describes a procedure and a control unit in a vehicle. More specifically, a method and a control unit for level adaptation of the vehicle to a target level are specified.

BACKGROUND There is often a need to be able to regulate the level of a vehicle to facilitate loading and unloading, or loading / unloading of passengers.

In this context, vehicles refer to, for example, trucks, lorries, flatbed trucks, transport vehicles, buses, off-road vehicles, or other similar motorized or unmanned means of transport, adapted for land-based geographical movement.

The level of the vehicle is generally regulated manually by the driver, by adjusting the level pneumatically, via a switch, when the vehicle reaches a bus stop, curb, loading dock or the like. Before the vehicle leaves the bus stop or the loading dock, the driver raises the vehicle to a driving level, which is then maintained until the following bus stop or loading dock, when the driver changes the vehicle level again, ie raises or lowers the level. This change of vehicle level is usually made with compressed air, which is generated by a compressor in the vehicle.

This driving level that the vehicle has between the stops is usually predefined and often includes a certain safety margin, in order to avoid the vehicle's chassis scratching the ground if a wall up, a curb or a pit is passed.

A problem that arises in this context is that it requires a manual procedure of the driver to raise or lower the vehicle, which distracts from the traffic situation and the environment. On a bus that has stopped at a bus stop, the driver often has a lot to keep track of in connection with stops at the stop, for example opening / closing doors, answering questions from passengers, checking travel documents or charging for a ticket, checking if any person is at risk of getting stuck in the doors if these are closed, ensure that no one sneaks on board without a ticket, see if any further boarders approach the bus from the outside, check that no cyclist is about to overtake the bus on the inside, etc., why even a moderate distraction from the surroundings is very disturbing for the driver and may cause an accident.

Furthermore, this step of regulating the vehicle height takes time unnecessarily, as the vehicle generally must first be driven to the destination and stopped completely, in order to only then be lowered to a suitable level, after which passengers can be released on board. Upon departure, this procedure is repeated in reverse order.

Another problem in this context is that large and repeated level changes in the vehicle level consume a lot of energy. The compressed air that is needed needs to be replaced by generating new compressed air with a compressor in the vehicle, which increases fuel consumption.

Another problem is that an unexpected obstacle in the vehicle's road, such as a road bump or wall uplift, may require manual raising of the vehicle level by the driver, which also risks distracting the driver from the surrounding traffic situation.

Document WO2010141472 shows an adjustable gas spring which can be controlled by a height control system. The gas spring is arranged to be mounted in a vehicle with wheels such as a car. Thereby, the height of the vehicle can be regulated by supplying and evacuating compressed air from the adjustable gas spring, respectively. The document says nothing about how this adjustment of the chassis level should be controlled.

Document US2011035104 discloses a method and apparatus for modifying the height of a vehicle chassis by pneumatically adjusting air springs in the vehicle. For example, the height of the vehicle can be lowered so that boarding for a passenger, for example a wheelchair-bound one, is facilitated. The document says nothing about how this adjustment of the chassis level should be controlled.

Document US2003193149 shows a device for being able to quickly raise or lower the chassis level of a vehicle and thereby facilitate entry and exit from the vehicle. The document says nothing about how this adjustment of the chassis level should be controlled.

Document EP0530366 shows another vehicle height adjusting device which enables raising and lowering of a vehicle chassis. The document says nothing about how this adjustment of the chassis level should be controlled.

Document US4341398 shows a system for raising and lowering a vehicle chassis, respectively, where the vehicle has air suspension elements mounted to the vehicle's wheels. The document says nothing about how this adjustment of the chassis level should be controlled.

Document W02006071169 shows a truck with adjustable chassis height. The vehicle has a height adjustment device, which can be of hydraulic or pneumatic type, adapted for adjusting the chassis height of the vehicle. Elevation adjustment can be made automatically to a predetermined height when certain predetermined conditions are met, such as that the vehicle is at a certain geographical position (which is measured with GPS) and / or that the vehicle has a speed that exceeds or falls below a certain limit speed.

Disadvantages of this solution include, for example, that the vehicle changes height position to the same extent as according to a completely manual procedure, between a predetermined value at a predetermined position and the ordinary driving position, respectively. This saves no compressed air and thus no energy. A further disadvantage of this solution is that it presupposes that the vehicle travels at a predetermined geographical position in order to be able to regulate the altitude, and that this altitude is predetermined and stored in a computer memory or the like, associated with the respective geographical position. Thus, this solution is sensitive to changes in the road network, or in the vehicle's driving route.

It can be stated that much remains to be done to make it easier and simpler for a driver to adjust the height of a vehicle.

SUMMARY It is therefore an object of this invention to be able to solve at least some of the above problems and achieve improved level adaptation of a vehicle.

According to a first aspect of the invention, this object is achieved by a method for leveling a vehicle. The method involves calculating the existing level of the vehicle at the existing position of the vehicle. Furthermore, the method also includes determining a target level at the subsequent destination of the vehicle. The method also includes determining a transport level, based on a level restriction on a mileage between the vehicle's existing position and the vehicle's subsequent destination and changing the level of the vehicle, from the calculated existing level to the determined target level at the vehicle's subsequent destination, if this target level is higher than the established level of transport; or otherwise to the determined transport level.

According to a second aspect of the invention, this object is achieved by a control unit, arranged for level adjustment of a vehicle. The control unit comprises a processor circuit, arranged to calculate the existing level of the vehicle at the existing position of the vehicle. Furthermore, the processor circuit is arranged to determine a target level at the subsequent destination of the vehicle and further arranged to determine a transport level, based on a level limitation on the distance traveled between the existing position of the vehicle and the subsequent destination of the vehicle. In addition, the processor circuit is also arranged to generate a control signal for changing the level of the vehicle, from the calculated existing level to the determined target level at the subsequent destination of the vehicle, if this target level is higher than the determined transport level; or otherwise to the determined transport level.

By determining the existing vehicle level, determining a target level at the vehicle's destination and detecting any level limiting obstacles along a route to the destination and determining what level is needed to overcome this detected obstacle, the number of level adjustments of the vehicle level during a road section, as well as the size of these level adjustments reduced, which can lead to reduced energy consumption to, for example, charge a compressor that compresses compressed air in a compressed air tank in the vehicle. This saves energy. By making a level change adapted to the destination already during travel, before the destination is reached, the stop time at a bus stop or loading dock can be shortened, which saves time and reduces unnecessary time delay. By adjusting the level of the vehicle without active effort from the driver, a work step for the driver is reduced, which can thus focus on the surrounding traffic to a correspondingly increased degree, which reduces the risk of accidents.

By determining which vehicle level is suitable to use for a certain vehicle at a certain geographical position and storing this information, one can then in a vehicle, with knowledge of its geographical position, retrieve information regarding which vehicle level is suitable to choose at this geographical position. position from a database, for example. This provides a decision support for the driver, which indicates which vehicle level is suitable to choose, or an automated choice of vehicle level that completely relieves the driver from worries in connection with vehicle level selection. In this way, an optimal vehicle level can be consistently selected, without the driver having to make a special effort for this, which makes it easier for the driver at the same time as fuel can be saved, passability can be ensured and maneuvering can be facilitated.

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 according to an embodiment.

Figure 2A illustrates a representation of a landscape from a helicopter perspective according to an embodiment.

Figure 2B illustrates a representation of a landscape from a side perspective according to an embodiment.

Figure 3A illustrates an example of different vehicle levels of a vehicle and how this level varies with the position of the vehicle according to one embodiment.

Figure 3B illustrates an example of different vehicle levels of a vehicle and how this level varies with the position of the vehicle according to one embodiment.

Figure 4A illustrates an example of the driver environment in a vehicle arranged according to an embodiment.

Figure 4B illustrates an example of an interface that enables fine-tuning of vehicle level for a driver according to one embodiment.

Figure 4C illustrates an example where a vehicle according to one embodiment backs towards a loading dock and thereby changes vehicle level, triggered by a radio signal. Figure 4D illustrates an example where a vehicle according to an embodiment drives in the direction of an intersecting viaduct and thereby changes vehicle level, triggered by a radio signal.

Figure 4E illustrates an example of the driver environment in a vehicle arranged according to an embodiment.

Figure 5 is a flow chart illustrating a method according to one embodiment. Figure 6 is an illustration of a control unit according to an embodiment, arranged for level adjustment of a vehicle.

DETAILED DESCRIPTION Embodiments of the invention comprise a method and a control unit, 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 motorized driving in, inter alia, a first direction of travel 105. For example, but not necessarily, the vehicle 100 may be a truck, a bus, or consist of any of the previously listed types of vehicles, or similar land-based means of subsistence. The vehicle 100 may, for example, also, but not necessarily, be specially adapted for passenger transport, animal transport, cargo transport or the like.

The vehicle 100 is arranged for level control with pneumatically or alternatively hydraulically controlled shock absorbers, for example one of those described in the background part. The object of the invention described here is to save compressed air, or other transmission medium, by not raising the vehicle more than necessary while driving between stations or loading bays due to road obstacles, etc., and partly to avoid changing vehicle level unnecessarily, for example routinely lower the vehicle at a bus stop if no passenger is to get on or off, or to raise the vehicle level between two stops if, for example, there is no obstacle on the roadway and the vehicle is driving at low speed.

According to various embodiments, sensors are used to determine vehicle level, presence of wall ups, potholes in the road or other level control obstacles that may be present along a route to a destination, presence of a loading bay such as a loading dock, bus stop or the like, presence of passengers at the bus stop and the like . According to other embodiments, positioning equipment is used, for example based on GPS, to determine the current position of the vehicle. In a database, different vehicle levels can also be stored, associated with certain geographical positions, and the vehicle 100 can be arranged to, for example, lower at least a part of the vehicle 100 in order to facilitate boarding and disembarking of the vehicle, respectively.

According to one embodiment, the vehicle 100 may be arranged to determine the geographical position of the vehicle with a position determining unit such as, for example, GPS or the like. Furthermore, a vehicle level that is found to be suitable for use at a certain geographical position can be determined and stored in a database, associated with the determined geographical position in the database.

A vehicle level can be found to be suitable for at a certain geographical position, for example by the driver actively choosing to associate a certain vehicle level with a certain geographical position or area; or that a counter keeps track of the number of times the driver selects a certain vehicle level at a position and when a limit value is exceeded, for example that the driver selects a certain vehicle level three times out of three passages of a certain geographical area, causes this vehicle level to be selected, or recommended to the driver, according to different embodiments.

When the vehicle subsequently passes this geographical position, alternatively when another vehicle passes this geographical position, a search can be made in the database and the vehicle level associated with the geographical position can be selected, according to certain embodiments. This makes driving easier for the driver, who does not have to manually select the vehicle level.

A certain geographical position can be associated with a certain level of the vehicle 100, however, in some embodiments the position can be determined without necessarily using GPS, or only GPS. For example, a sensor in the vehicle 100 can detect a bus stop sign, alternatively passengers standing at a bus stop. In some embodiments, a bus stop or loading dock may include a radio transmitter or other device configured for wireless transmission that can transmit information, such as how many passengers are waiting (which can be detected by a sensor at the bus stop), what vehicle level the vehicle 100 needs, and similar information. .

According to certain embodiments, the driving offset level of the vehicle can be calculated between the existing (current) position and the next subsequent destination or destination. This is done by obtaining information about the next possible target, by information stored in a database, via sensors or obtaining information over a wireless connection. The purpose is to return to a suitable vehicle level before driving to make the journey comfortable, as close to the next target level as possible. If there are no obstacles on the road between two bus stops and the distance between them is short, the vehicle 100 in some embodiments need not return at all.

The vehicle's driving level, or offset level as it is sometimes called, can be limited by various inputs such as road condition (which can be detected and evaluated using sensors), vehicle speed (may be different for different vehicle ranges) and / or vehicle type.

According to certain embodiments, vehicle height limiting obstacles along the route can be detected, for example road bumps, which cause an increase in the vehicle level, intersecting bridges, which can lead to a lowering of the vehicle level and the like. In this case, additional offset from driving can also automatically correct the vehicle height (memory management, GPS, sign reading, communication with the obstacle, etc.). Obstacles can also be detected by stored reading of the obstacle's position and correction with the desired / stored offset, for example to be able to be used as a back-up if a sensor is defective or missing.

When driving and / or when the vehicle 100 approaches the next destination, an evaluation can be made of the target level to ensure that the previously obtained information about the target level was correct, for example by updating information about the target levels.

Then, as the vehicle 100 approaches the next destination, the target level can be activated automatically when, for example, one or more of the following conditions are met: communication with the target that says the cargo / passenger wants attention; the vehicle speed is lower than a certain limit level and the turn signal or auxiliary brake is requested or applied; switches to enable the function in the "on" position and / or no vehicle is present in front of the vehicle 100, or no stop light is present in front of the vehicle 100.

If the target level is not activated as a result of such a condition not being met, the vehicle 100 remains at the same level as before and makes a new evaluation for the next possible target level for the subsequent destination. The new target level can then be corrected while driving as described.

According to certain embodiments, it is possible to evaluate whether or where the subsequent target level is to be corrected by detection made by a sensor that detects where passengers are inside a bus or outside, at a bus stop. It must also be possible to determine with the help of switches or parameters where the last automatic level adjustment for the target is made. In some embodiments, it is possible to only change the vehicle height on a part of the vehicle 100, for example only the right side or to completely skip the last target adjustment if you think the current offset is good enough, or if you want to manually correct the last fine adjustment. The tolerance for the offset towards the target level can in certain embodiments be adjustable within certain limits when, for example, purchasing the vehicle 100, or from a workshop, or from the driver through a menu selection. This makes it possible to adapt this offset to the special conditions of the individual vehicle. For example, an airport bus that carries passengers from the gate to the plane may have a small need for an extra margin, while a road bus that runs on bumpy gravel roads may have a greater need for a larger margin.

Communication can be made between the vehicle 100 and the destination through, for example, a wireless interface such as V2X, where information about the desired vehicle stop can be obtained. In some embodiments, it is possible to define certain goals as suspended due to few stops, based on statistics, experience or estimation. In these exceptional cases, the driver can manually adjust the level if necessary.

This reduces the consumption of compressed air, or other transmission medium, which saves fuel because the compressor does not need to be operated as much. This saves money. In addition, emissions are reduced. By adjusting the vehicle level while driving, time is saved. In addition, the driver is relieved of a work step in connection with an often stressful work situation, which reduces the risk of accidents in connection with the loading / unloading of passengers and unloading / loading.

A number of examples of the practice will now be described.

Figure 2A illustrates an example of a representation of a landscape. In this arbitrary example, the vehicle 100 is represented by an avatar showing the vehicle's existing position 210 in the surrounding landscape. In this case, a clear map view is given of the upper vehicle 100, which is located at the existing position 210, and moves along a distance 230 on which there is a level restriction 220 on the way to a destination 240.

In an imaginary journey, the vehicle 100 can travel along a stretch of road which consists of a paved country road. For example, the vehicle 100 may be a bus, the level limiter 220 may be a bump / wall up and the destination 240 may be a bus stop.

Figure 2B shows the same scenario as in Figure 2A but in a topographical side view. The intention here is to show an example of a route by which the vehicle 100 is moved. The proportions in the figure are therefore rather symbolic.

Figure 3A shows an example of the method according to an embodiment. When the vehicle 100 is at a certain arbitrary position 210, for example a bus stop, it is ascertained that the vehicle 100 has a certain existing vehicle level 310. It can then be ascertained that the destination 240 which the vehicle 100 has has a certain target level 330, which is determined e.g. of the pavement height at the bus stop which may, for example, constitute the destination 240. This target level 330 in this example is lower than the existing level 310, but it may sometimes be higher, or at the same level. However, a lowering of the vehicle level from the existing level 310 to the target level 330 cannot be done directly, before the level limitation 220, for example a road bump, has been passed. In order to be able to pass this level limitation 220 in a good way, the vehicle 100 therefore needs to raise its vehicle level to the transport level 320. It can be stated that this transport level 320 is lower than a traditional normal driving level, as this contains a certain margin to avoid the suspension bottom and / or the vehicle 100 scrapes against the ground. The transport level can be limited, for example, by the suspension components and requirements for the vehicle's comfort at the current level. When the level limit 220 has been passed, the vehicle level can be lowered to the target level 330 while driving. When the vehicle 100 arrives at the bus stop, it is therefore already lowered to the target level 330 and can therefore immediately open the doors and drop on / off passengers.

Detection of the level restriction 220 on the distance 230 to the destination 240 can be done by determining the position of the vehicle, for example with GPS, and extracting level restrictions 220 in the vicinity of the vehicle along a route 230 towards the destination 240. In some embodiments the vehicle has a sensor that detects obstacles in the vehicle. 105 in the route 230. In certain embodiments, a transmitter may be arranged in connection with a level limit 220, and transmit information thereon via a wireless interface (V2X), which information the vehicle 100 may receive via a receiver arranged therefor as the level limit is approached. 220. In some embodiments, some or all of these means of detecting level constraints 220 along route 230 may be combined with each other. Other variables such as speed, current level of the vehicle 100, signal from the comfort sensor, etc., can also be used in combination with the above-mentioned method of detecting level limitations 220 along the route 230.

Figure 3B shows an example of the method according to an embodiment, when the vehicle 100 travels along the same route 230 as before, or another similar route towards a destination 240.

As the vehicle 100 approaches a first level limit 220-1, a level adjustment of the vehicle 100 is made from the existing level 310, to a transport level 320 which is adapted to the detected first level limit 220-1.

When the first level constraint 220-1 has been passed, which can be detected by sensor, with positioning and / or by a radio signal or other wireless information transmission, a subsequent second level constraint 220-2 is detected, which has a different and higher level than the first level constraint 220. -1 in this example. It may be mentioned that such level limitation 220 does not necessarily have to consist of a physical limitation on the route 230, such as a bump / wall up, bumpy road surface, edge to be driven over, etc., but can also consist of changed speed. In some embodiments, the level of the vehicle 100 may be adjusted to the speed, so that the vehicle 100 at a low speed has a lower driving level 320 than at a higher speed. Different limit values can be defined that control this.

When the second level limit 220-2 has been passed and a third level limit 220-3 is detected, or when the vehicle 100 slows down below a predetermined limit value, the driving level 320 is adjusted again, so that, when this third level limit 220-3 has also been passed, the vehicle level can is lowered to the target level 330 while driving, for example in embodiments where flow is prioritized in terms of parameters or no detection of special passenger needs is made. When the vehicle 100 arrives at the destination 240, the vehicle 100 is already lowered to the target level 330 and can therefore immediately open the doors and let on / off passengers, which provides a fast and smooth boarding / disembarking for passengers and can be particularly valuable for increasing traffic flow during rush hour traffic. .

According to certain embodiments, for example when air consumption is prioritized in terms of parameters or detection of special passenger needs is made, the vehicle 100 can be lowered to a level just above, for example one or a few centimeters or decimeters above the target level, and allow a final fine adjustment. for this is fulfilled. In this way it is possible to save compressed air / other pressure-transmitting medium and thus energy if the said conditions are not met; for example, when a passenger who has signaled for disembarkation changes when the bus has stopped, or when a waiting passenger at a bus stop turns out to be waiting for another bus.

Figure 4A shows an example of vehicle interior in the vehicle 100, which includes a system 400, arranged for level adjustment of the vehicle 100.

The vehicle 100 includes a control unit 410, arranged to calculate and / or determine the vehicle level of the vehicle 100. It may be pointed out that a plurality of cooperating control units 410 may be used in certain embodiments to calculate and / or determine the vehicle level of the vehicle 100. These may be interconnected. or arranged for communication with each other, for example over one or more communication buses in the vehicle 100. To facilitate the use of language in this presentation, the control unit 410 is indicated in singular form, but this is to be interpreted as one or more control units 410.

In one embodiment, the vehicle 100 may also include a monitor 420, which may display, for example, the current vehicle level above ground; a future target level and / or include an interface driver to fine-tune the vehicle height, as illustrated in Figure 4B.

The vehicle 100 may also include a position determining unit 430. This position determining unit 430 may be arranged to determine the geographical position of the vehicle, based on a satellite navigation system such as the Navigation Signal Timing and Ranging (Navstar) Global Positioning System (GPS), Differential GPS (DGPS) ), Galileo, GLONASS, or the like.

The position determining unit 430 in the vehicle 100 can determine the geographical position of the vehicle in certain embodiments. This position determination can be done continuously with a certain predetermined or configurable time interval according to different embodiments. Furthermore, alternatively, the driver himself, or a fellow passenger, may register or mark his position, for example via a keyboard, an interactive display 420 or similar input means.

Position determination based on satellite navigation is based on distance measurement with triangulation from a number of satellites 460-1, 460-2, 460-3, 460-4. The satellites 460-1, 460-2, 460-3, 460-4 continuously send out information about time and date (for example in coded form), identity (which satellite 460-1, 460-2, 460-3, 460-4 transmitting), status and location of the satellite 460-1, 460-2, 460-3, 460-4 at any given time. The GPS satellites 460-1, 460-2, 460-3, 460-4 send information coded with code separation, for example based on Code Division Multiple Access (CDMA). In this way, information from an individual satellite 460-1, 460-2, 460-3, 460-4 can be distinguished from the information of the others, based on a unique code for each respective satellite 460-1, 460-2, 460-3, 460 -4. This transmitted information can then be received by a GPS receiver adapted for this purpose, such as for example the position determining unit 430.

According to certain embodiments, the distance measurement can take place so that the position determining unit 430 measures the difference in time it takes for each respective satellite signal to reach the position determining unit 430. Since these signals travel at the speed of light, it is possible to calculate how far it is to each satellite 460 -1, 460-2, 460-3, 460-4. 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 460-1, 460-2, 460-3, 460-4 by triangulation. To determine the altitude, signals from at least four satellites 460-1, 460-2, 460-3, 460-4 may be used according to certain embodiments.

The control unit 410 may further be arranged to determine the geographical position of the vehicle based on information from the position determining unit 430. Furthermore, the control unit 410 may be arranged to determine the existing vehicle level 310, by measuring with a sensor 490, arranged in connection with the vehicle 100. Such a sensor 490 may for example, include distance measurement with lasers, radar, ultrasonic waves or the like.

The control unit 410 may also be arranged to determine an appropriate level of the vehicle 100, based on the determined geographical position of the vehicle. For example, different vehicle levels may be associated with different respective geographical positions in a memory unit 450. This memory unit 450 or database as it may also be called may in some embodiments be located in the vehicle 100. In other embodiments as illustrated in Figure 4A, the memory unit 450 may be located outside the vehicle 100.

The control unit 410 may in turn be arranged to send control signals for controlling the vehicle level, based on a determined geographical position and an extracted vehicle level associated with this geographical position.

The control algorithm that controls the vehicle level can be affected by one or more parameters, such as vehicle inclination, vehicle weight, vehicle type, ride comfort, vehicle speed, performance selection, engine speed, accelerator pedal position, accelerator pedal change rate and / or passenger number, to name but a few.

The control system in the vehicle 100 may be a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers / controllers, and various components located on the vehicle 100. Such a control system may comprise a large number of control units and / or control units, and the responsibility for a specific function may be divided into more than one control unit and / or control unit. Likewise, a control unit and / or control unit can be arranged to be responsible for several functions.

The control unit 410 can also be arranged to communicate with other units, in order to receive signals and measured values and possibly also trigger a measurement, for instance at a certain time interval. Furthermore, the control unit 410 can also be arranged to communicate, for example, via the vehicle's communication bus, which may be constituted by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration. The control unit 410 may also, or alternatively, be arranged for wireless communication over a wireless interface according to certain embodiments.

Such communication may, for example, also include discrete communication via an input or output which, when the limit value has been passed, indicates that this limit value has been exceeded, or the like.

Furthermore, the vehicle 100 may also comprise a communication device 440, 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 Rates 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 different embodiments. This enables communication or transmission of data including geographical positions associated with respective different vehicle levels, and retrieval from an external memory unit 450 with data for selecting vehicle level based on the determined geographical position in certain embodiments. In the illustrated example, the memory unit 450 is located outside the vehicle 100. An advantage of this is that collected data can then be shared between different vehicles, for example belonging to the same haulier, the same type of vehicle, vehicles with the same owner or all vehicles allowed access to this data according to different embodiments. In this way, for example, vehicle level choices made by an experienced driver for certain geographical positions can be stored and associated with them, whereupon a less experienced driver can have his vehicle make the same vehicle level choice when it reaches the same or corresponding geographical position, according to certain embodiments.

In some embodiments, the memory unit 450 may alternatively be located in the vehicle 100. This has the advantage that the vehicle 100 need not include the communication device 440, arranged for wireless communication. Furthermore, increased robustness is achieved in the system when one is not dependent on radio communication with an external memory unit 450 according to these embodiments. In addition, time delay due to such communication can be eliminated.

According to certain embodiments, the driver may associate certain geographical positions with a suitable vehicle level on a map, for example via a computer screen, a tablet, a touch screen, a mobile phone or similar device, which may be located in or outside the vehicle 100. This information may then be stored. in the memory unit 450 inside or outside the vehicle 100 and is kept accessible to the vehicle 100, and in some embodiments also other vehicles, when the geographical position is reached. In this case, the driver can define geographical areas in advance and select the appropriate vehicle level for this geographical area, based on his experience and / or insight into the driving conditions prevailing at each geographical area.

An advantage of such an embodiment is that one can relatively quickly and easily build up a database where a selected vehicle level has been associated with a certain geographical position or area. For example, one can thereby take advantage of the knowledge regarding the choice of vehicle level of an experienced driver, a knowledge that can then be disseminated and communicated to less experienced drivers.

According to another embodiment, the control unit 410 in the vehicle 100 can determine which vehicle level the driver selects at a certain geographical position, and also include a counter which counts the number of times a certain vehicle level is selected at a certain geographical position within a certain time interval, and then in advance defined, or configurable limit value is reached, this vehicle level is selected and associated with this geographical position. Alternatively, a proposal to switch to this vehicle level may be illustrated to the driver of the vehicle visually on the screen 420, auditorily by a voice message or an audible signal, or in any other suitable manner.

An advantage of this embodiment is that real driving conditions on site are taken into account, which may differ from the conditions prevailing, for example, on a map as a result of traffic works, rebuilding, asphalting and other things that may differ between map and reality. Also through this embodiment, one can take advantage of the knowledge regarding the choice of vehicle level of an experienced driver and spread this to less experienced drivers.

Furthermore, the vehicle 100 may comprise one or more additional sensors for reading, for example, topographically related data such as the height and / or inclination of the vehicle 100. Alternatively, the level and / or inclination of the vehicle may be determined by combining read values from several such topology related instruments, or by the driver makes measurements or estimates of the height and registers these via an input means, such as a keyboard, a touch screen, a tablet, a mobile phone or the like.

In some embodiments, rolling resistance / driving resistance can be measured and stored by detectors provided therefor, associated with the geographical position where they are measured. In this way, the type of surface can be detected for the geographical position, such as gravel, wet clay or asphalt. This information can in turn be used as a basis for decision-making to select the appropriate vehicle height on the vehicle 100.

In one embodiment, the control unit 410 may communicate with the position determining unit 430 in the vehicle 100, as well as with various sensors and detectors 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 Systems Transport), or any other bus configuration.

The control unit 410 may also, or alternatively, be arranged for wireless communication over a wireless interface according to certain embodiments, for example one of the wireless interfaces listed above.

Figure 4B shows an example of how a vehicle level determined by the control unit 410, associated with a determined geographical position where the vehicle 100 is found to be located, is displayed on a screen 420 for the driver of the vehicle. The driver can be given an opportunity to fine-tune the vehicle level, for example because a passenger with special needs, such as a pram, wheelchair or the like, needs to board.

Figure 4C shows an example of how a vehicle 100, in this case a truck, approaches a loading dock 470, which constitutes the destination 240 of the vehicle. In this embodiment, a radio transmitter 480 is located adjacent to the loading dock 470. This radio transmitter 480 may be arranged to transmit information regarding the appropriate vehicle level for the vehicle 100 for loading / unloading at the loading dock 470. The radio transmitter 480 may be arranged for wireless communication based on wireless communication technology such as 3rd Generation Partnership Project (3GPP) Long Term Evolution (LTE), LTE-Advanced, Evolved Universal Terrestrial Radio Access Network (E-UTRAN), Universal Mobile Telecommunications System (UMTS), Global System for Mobile Communications / Enhanced Data rate for GSM Evolution (GSM / EDGE), Wideband Code Division Multiple Access (WCDMA), World-Wide Interoperability for Microwave Access (WiMax), Wireless Local Area Network (WLAN), Ultra Mobile Broadband (UMB), Bluetooth (BT), Near Field Communication (NFC) or infrared transmitter to name just a few possible examples of wireless communication. The vehicle 100 may also be arranged to receive these wireless signals, for example through the signal receiver 440, and then adjust the vehicle level based on the transmitted information.

Figure 4D shows an example of how a vehicle 100, in this case a truck, approaches a level limit 220, which constitutes a limit with respect to the maximum permissible vehicle height. For example, this could be a tunnel, a crossing bridge, a garage opening, the ceiling height of a gas station, or the like. A radio transmitter 480 may be arranged in connection with said level limit 220, for example built into it, or be located at a distance before the level limit 220.

Hereby, the vehicle 100 may be arranged to receive these wireless signals from the radio transmitter 480, for example through the signal receiver 440, and then adjust the vehicle level based on the transmitted information.

Figure 4E shows a further example of vehicle interior in the vehicle 100, which comprises a system 400, arranged for level adjustment of the vehicle 100, comprising a plurality of the units previously presented in connection with Figures 4A-4D, as control unit 410, display 420, communication unit 430 and the memory unit 450, which in this embodiment is located in the vehicle 100.

A sensor 490 in the vehicle 100 is arranged to detect a bus stop 470, which constitutes the destination 240 of the vehicle. The bus stop 470 can be detected, for example, by a visual signal with a camera, laser scanner, microwave transmitter or similar device mounted in the vehicle 100, where the visual signal contains a instruction to switch to a specific driving mode. For example, a certain text, sign, bar code, QR code or the like can be detected, which can be interpreted by the vehicle's control unit 410 as setting a certain vehicle level as the target level. This embodiment can also be applied, for example, as a complement to the embodiments listed above, and constitute a side condition for changing or fine-tuning the vehicle level according to certain embodiments. Furthermore, the sensor 490 may also be arranged to detect the presence of one or more passengers at the bus stop 470. The sensor may also in certain embodiments be arranged to detect a passenger with special needs at the bus stop 470, such as for example a wheelchair-bound passenger, passenger with pram, disabled passenger , passengers with a lot of luggage, drunk passengers or the like. For example, such detection may be based on image analysis of movement patterns of the detected passengers.

In some embodiments, the loading dock / bus stop 470 may be height-adjustable. In these cases, the vehicle 100 may emit a signal indicating the desired level at the loading dock / bus stop 470, without any change in the level of the vehicle 100 being made. In these embodiments, such a signal may be sent to the loading dock / bus stop 470 with a certain advance, which corresponds to the time it takes for the loading dock / bus stop 470 to adjust its level to the desired level. The desired level may correspond to the existing level of the vehicle at the time it approaches the loading dock / bus stop 470 and sends the wireless signal indicating the desired level of the loading dock / bus stop 470, or another desired level, such as a subsequent target level or restriction.

Figure 5 illustrates an example embodiment of the invention. The flow chart in Figure 5 illustrates a method 500 for leveling a vehicle 100. This leveling of the vehicle 100 can be done in order to reduce level changes of the vehicle 100 and thereby save compressed air, and to adjust the level of the vehicle 100 to a future target level already while driving, which speeds up the boarding and disembarking of passengers at a bus stop, respectively the loading / unloading of goods. In addition, level adjustment can be done automatically, without active intervention from the driver, or alternatively with a reduced level adjustment for the driver, the driver is released from a work step in connection with a vehicle stop. This reduces the risk of the driver being distracted from the surrounding traffic situation, which leads to increased traffic safety.

The vehicle 100 is at an existing position 210 on a road 230, on its way to a destination 240. At this destination 240, the vehicle occupies a target level 330. Information regarding the vehicle position 210, destination 240 and / or target level 330 can be transmitted to the environment over a wireless interface.

In the level adjustment of the vehicle 100, the method 500 may include a number of steps 501-505.

Furthermore, the described steps 501-505 can be performed in a slightly different chronological order than what the number order suggests. Furthermore, some of these steps are only included in certain embodiments of the method 500, such as for example steps 505. Some of the described steps 501-505 may also be performed in parallel with each other. The method 500 comprises the following steps: Step 501 The existing level 310 of the vehicle, at the existing position 210 of the vehicle is calculated. For example, this level 310 can be calculated by a measurement with a sensor 490. Such a sensor 490 can sometimes be called a level sensor, and can measure the height of the vehicle above the ground, for example, or a specific offset from the ground to a normal level, based on laser, ultrasound, radar, image analysis, or the like. Such an offset can in certain embodiments be determined from the time the vehicle 100 is calibrated, for example during production or later in the case of, for example, a finished body 100.

The determination of the existing position of the vehicle 100 can be based on: a satellite-based positioning system, triangulation of signals sent from base stations in a mobile telephone network, route planning data, trip meter position in combination with road number, a wireless signal, image recognition and / or manual input of the vehicle driver.

In some embodiments, the existing position 210 of the vehicle may be determined by a position determining unit 430, for example, by satellite positioning.

Such satellite-based positioning may include or be based on, for example, GPS, Navstar, DGPS, Galileo, GLONASS, or the like. Other forms of positioning may, however, be included according to certain embodiments, for example the driver himself may mark his current position, for example on a touch screen, a keyboard or other input means to the position determining unit 430.

In some embodiments, the positioning may include determining the lane / road number, determining the starting point, and determining the distance traveled from this starting point along the determined road, through the vehicle's trip meter.

The positioning may also in some embodiments include detection of a visual code 495, which by image recognition can be interpreted as a position indication. In some embodiments, detection can be made of a wireless signal which can be perceived within a certain geographical area, which indicates a position determination for the receiver, to that geographical area.

In some embodiments, the positioning may include determining the direction of travel 105 of the vehicle at the determined geographic position. In certain embodiments, the direction of travel 105 of the vehicle at the geographic position may be determined by determining from which direction the vehicle 100 entered the geographic position, and in which direction the vehicle 100 departed from the geographic position, respectively.

Step 502 A target level 330 at the vehicle's subsequent destination 240 is determined.

This step may thus include determining the subsequent destination 240 of the vehicle and determining the target level 330 associated with the determined subsequent destination 240 of the vehicle 100.

Determining the target level 330 at the vehicle's subsequent destination 240 may include determining the subsequent destination 240 and determining a target level 330 associated with that subsequent destination 240 stored in a memory unit 450.

Determining the target level 330 at the vehicle's subsequent destination 240 may also include determining said destination 240, based on information from a sensor 490 indicating boarding and / or disembarking passengers or loading / unloading, at said destination 240.

For example, a stop signal from a passenger in the vehicle 100 can be detected. In certain embodiments, the sensor 490 may include a camera arranged to detect passenger presence at a bus stop 470, a motion detector adjacent to a bus stop 470, a camera adjacent to a bus stop 470 and / or a heat detector adjacent to a bus stop 470, to now just to name a few examples.

The determined target level 330 at the subsequent destination 240 of the vehicle may in some embodiments be adjusted in connection with said destination 240, includes an assessment of level requirements at the destination 240, based on a detection made by a sensor 490 which detects a particular need, such as a disabled passenger. , a passenger with a pram, a passenger with a limitation of movement, a passenger with luggage, a passenger with children, size of cargo to be loaded or the like.

Step 503 A transport level 320 of the vehicle 100 is determined, based on a level restriction 220 on a distance 230 between the existing position 210 of the vehicle and the subsequent destination 240 of the vehicle.

Such level limitation 220 may be environment related and include, for example: speed bumps, road condition, vehicle type, vehicle speed, bridge, stop signal, road sign and / or comfort level. Alternatively, or as a complement, said level limitation 220 may be vehicle related and also take into account the technical level limitations of the vehicle, the durability of the suspension components at the current level for specific speed or statutory level limitations to name just a few examples.

The determination of the transport level 320 may in some embodiments be based on a level restriction 220 on the distance 230 between the existing position 210 of the vehicle and the subsequent destination 240 of the vehicle made continuously during transport, with a certain time interval, or when a level restriction 220 is detected or passed.

In certain embodiments, the level restriction 220 on the distance traveled 230 between the vehicle's existing position 210 and the vehicle's subsequent destination 240 may be detected by a sensor 290 in the vehicle 100.

Step 504 The vehicle level changes on the vehicle 100, from the calculated level 310 of the calculated 501 to the determined 502 target level 330 at the subsequent destination 240 of the vehicle, if this target level 330 is higher than the determined 503 transport level 320; or else to the determined 503 transport level 320.

Such a change of the level of the vehicle 100 may in some embodiments be based on vehicle type, such as bus, truck etc. Since the vehicle type is for example a bus and one has a lower transport level 320 than target level 330 and sensors such as cameras think a level change is suitable to further facilitate boarding. In some cases, for example, a too low level can be a problem with curbs and prams, etc., in these cases you can, for example, go to the target level 330. The change of the level of the vehicle 100 from the transport level 320 to the target level 330 can be made when the vehicle 100 is at a certain predetermined distance from the destination 240, turn signals are activated and the speed of the vehicle is below a predetermined limit value according to certain embodiments.

Furthermore, the change of the level of the vehicle 100 from the transport level 320 to the target level 330 can be made on only a part of the vehicle 100, based on a sensor-detected need. Such sensor-detected need may be that only the right side of the vehicle 100 should be lowered to let on / off passengers; that only the front part on the right side should be lowered to let on / off passengers; that only the rear part on the right side should be lowered to let on / off passengers; that only the rear part of the vehicle 100 should be lowered to drop on / off passengers or cargo; or similar.

Said change of the level of the vehicle 100 to the target level 330 only on a part of the vehicle 100, may in certain embodiments presuppose that additional conditions are met, such as that a brake is activated and / or the speed of the vehicle is below a certain limit value. Furthermore, this level change can be made automatically in certain embodiments when these conditions are met, or be manually operated.

In some embodiments, the change in the level of the vehicle 100 may depend on a selected vehicle lowering strategy, such as a fuel saving strategy or a flow maximization strategy. When a fuel saving strategy is chosen and the vehicle type is, for example, a city bus or a detected need for special boarding / disembarking, the horizontal level can be stopped a bit before the target level so that, for example, tilting or partial raising / lowering can be done. When a flow maximization strategy is chosen, you can instead lower the vehicle level as quickly as possible.

According to some embodiments, a return is made from the partially changed level of the vehicle 100 to an even level before the vehicle 100 departs.

In some embodiments, a level adjustment of the vehicle 100 may be requested via a wireless interface of a vehicle external unit 480, 495.

Step 505 This method step may be included in some, but not necessarily all, embodiments of the method 500, for example when the determined 502 target level 330 at the subsequent destination 240 of the vehicle is not higher than the determined 503 transport level 320: The level of the vehicle 100 changes, from the determined 503 transport level 320, to the target level 330 when the level limit 220 on the distance 230 has been passed.

For example, this can be done when the target level 330 is lower than the determined 503 transport level 320. However, in other embodiments the target level may also alternatively be higher than the transport level, but may not be able to change to the target level while traveling in any case due to limitations. The level can then be changed even when the target level is higher than the established transport level.

Such a change in the level of the vehicle 100 may in some embodiments be based on vehicle type, such as bus, truck, etc. The change of the level of the vehicle 100 from the transport level 320 to the target level 330 can be made when the vehicle 100 is at a certain predetermined distance from the destination 240, turn signals are activated and the speed of the vehicle is below a predetermined limit value according to certain embodiments.

Furthermore, the change of the level of the vehicle 100 from the transport level 320 to the target level 330 can be made on only a part of the vehicle 100, based on a sensor-detected need.

Such sensor-detected need may be that only the right side of the vehicle 100 should be lowered to let on / off passengers; that only the front part on the right side should be lowered to let on / off passengers; that only the rear part on the right side should be lowered to let on / off passengers; that only the rear part of the vehicle 100 should be lowered to drop on / off passengers or cargo; or similar.

Said change of the level of the vehicle 100 to the target level 330 only on a part of the vehicle 100, may in certain embodiments presuppose that additional conditions are met, such as that a brake is activated and / or the speed of the vehicle is below a certain limit value. Furthermore, this level change can be made automatically in certain embodiments when these conditions are met, or be manually operated.

According to some embodiments, a return is made from the partially changed level of the vehicle 100 to an even level before the vehicle 100 departs.

According to certain embodiments, the method 400 may also include checking that certain conditions are met before level adjustment is made. For example, a partial level lowering of the vehicle 100, or niggling may require special requirements for auxiliary brakes such as stop brake and when those conditions end, it is in some cases that normal normal level occurs, in these cases the systems may feel that it should go to horizontal position before the transport level instead in certain embodiments.

In some embodiments, a level adjustment of the vehicle 100 may be requested via a wireless interface of a vehicle external unit 480, 495.

Figure 6 illustrates an embodiment of a control unit 410 for level adjustment of a vehicle 100.

This control unit 410 is configured to perform at least some of the previously described method steps 501-505, included in the method 500 for leveling a vehicle 100.

To enable such level adjustment of the vehicle 100, the control unit 410 contains a number of components which are described in more detail in the following text. Some of the described sub-components occur in some, but not necessarily all, embodiments. There may also be additional electronics in the control unit 410, which is not absolutely necessary to understand the function of the control unit 410 according to the invention and is therefore omitted in Figure 6, as well as from this description.

The control unit 410 comprises a processor circuit 620, arranged to calculate the existing level 310 of the vehicle at the existing position 210 of the vehicle. In addition, the processor circuit 620 is arranged to determine a target level 330 at the subsequent destination 240 of the vehicle. level limit 220 on the distance 230 between the existing position 210 of the vehicle and the subsequent destination 240 of the vehicle. In addition, the processor circuit 620 is also arranged to generate a control signal for changing the level of the vehicle 100, from the calculated existing level 310 to the determined target level 330 at the subsequent destination , if this target level 330 is higher than the determined transport level 320; or otherwise to the determined transport level 320.

The processor circuit 620 may also in certain embodiments where the determined target level 330 at the subsequent destination 240 of the vehicle is not higher than the determined transport level 320 be arranged to change the level of the vehicle 100, from the determined transport level 320, to the target level 330 when the level limit 220 on the distance 230 has passed, when the target level 330 is lower than the determined transport level 320 according to certain embodiments.

Furthermore, the processor circuit 620 may also in certain embodiments be arranged to determine the subsequent destination 240 and determine a target level 330 associated with this subsequent destination 240 which is stored in a memory unit 450.

In this case, the processor circuit 620 may in certain embodiments be arranged to change the level of the vehicle 100 based on the type of vehicle, such as, for example, passenger transport vehicles, buses, lorries, etc.

According to certain embodiments, the processor circuit 620 may be arranged to determine said destination 240, based on information from a sensor 490 indicating boarding and / or disembarking passengers or loading / unloading, at said destination 240.

Furthermore, the processor circuit 620 may also be arranged to determine the transport level 320, based on a level limit 220 on the distance 230 between the vehicle's existing position 210 and the vehicle's subsequent destination 240 is made continuously during transport, at a certain time interval, or when a level limit 220 is detected or passed.

The processor circuit 620 may also be arranged to adjust the determined target level 330 at the subsequent destination 240 of the vehicle adjacent to said destination 240, by making an assessment of level requirements at the destination 240, based on a detection of a sensor 490 which detects a particular need such as e.g. a disabled passenger, a passenger with a pram, a passenger with a limitation of movement, a passenger with luggage, a passenger with children, size of cargo to be loaded.

The processor circuit 620 may also be arranged to determine the geographical position of the vehicle via a position determining unit 430. Furthermore, the processor circuit 620 may also be arranged to determine the direction of travel of the vehicle at the determined geographical position. The processor circuit 620 may further also be arranged to detect and store the vehicle level selected by the driver at said geographical position and in further certain embodiments count the number of times the driver has selected this vehicle level selected at said geographical position. In certain embodiments, storage of the selected vehicle level, associated with the determined geographical position, can be done in the data memory 625 when the number of times the driver has selected this vehicle level at said geographical position, reaches a limit value.

Furthermore, the processor circuit 620 may also be arranged to change the level of the vehicle 100 from the transport level 320 to the target level 330 when the vehicle 100 is at a certain predetermined distance from the destination 240, turn signals are activated and the vehicle speed is below a predetermined limit value, in certain embodiments.

The processor circuit 620 may also be arranged to change the level of the vehicle 100 to the target level 330 only on a part of the vehicle 100, based on a sensor detected need.

In some embodiments, the processor circuit 620 may also be arranged to change the level of the vehicle 100 to the target level 330 only on a part of the vehicle 100, provided that a brake on the vehicle 100 is activated and the speed of the vehicle is below a certain limit and is done automatically, or manually according to different embodiments.

The processor circuit 620 may also be arranged to determine the existing position of the vehicle 100 based on: a satellite-based positioning system, triangulation of signals sent from base stations in a mobile telephone network, route planning data, trip meter position in combination with road number, a wireless signal, image recognition and / or manual vehicle input. driver.

The processor circuit 620 may also in certain embodiments be arranged to detect a location-related instruction to switch to a specified vehicle level. This location-related instruction may include a wireless signal in some embodiments, or a graphical signal.

The processor circuit 620 may also be arranged to determine the geographical position of the vehicle via a position determining unit 430. Furthermore, the processor circuit 620 may also be arranged to extract a vehicle level associated with the determined geographical position of the vehicle from a data memory 450.

The processor circuit 620 may also in certain embodiments be arranged to detect a wireless signal comprising an instruction to switch to a certain vehicle level and to generate a control signal for changing vehicle level when the wireless signal has been detected.

The processor circuit 620 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 620 may handle data for inflow, outflow or data processing of data including including buffering of data, control functions and the like.

The control unit 410 may also comprise a signal receiver 610, arranged to receive a position determination of the vehicle 100 from a positioning unit 430 included in the vehicle 100, according to certain embodiments. Furthermore, the signal receiver 610 may also be arranged to receive values from other sensors 490 or meters in, or associated with the vehicle 100, such as altimeters, distance meters, inclinometers, speedometers, thermometers, clocks, etc. Such measurement data may refer to, for example, altitude, inclination, driving resistance against the ground, curvature of the plane, average speed, time, date, weather, temperature, speed, gear engaged, vehicle type and / or vehicle weight. Furthermore, the signal receiver 610 may also be arranged to receive data from the database 450 according to certain embodiments.

Furthermore, the control unit 410 may also comprise a memory unit 625 according to certain embodiments, arranged to store one or more vehicle levels, associated with a geographical position. The memory unit 625 may in some embodiments comprise, or form part of, the database 450.

The memory unit 625 may consist of, for example, a memory card, flash memory, USB memory, hard disk or other similar non-volatile data storage device of a permanent nature, for example one of the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), etc. in various embodiments.

Furthermore, according to certain embodiments, the control unit 410 may also comprise a transmitting circuit 630, arranged to send measured data or detected location-related data to the database 450, over a wireless or wired interface. In some embodiments, the transmitting circuit 630 may be included in the control unit 410, so that they form a common unit. Furthermore, in certain embodiments, the control unit 410 may be arranged to send data to a monitor 420.

Furthermore, the invention comprises a computer program for leveling a vehicle 100, by performing a method 500 according to at least one of method steps 501-505, when the computer program is executed in a processor circuit 620 in a control unit 410.

Furthermore, certain embodiments also comprise a system 400 for level adjustment of a vehicle 100. This system 400 may comprise a sensor 490 in the vehicle 100, arranged to measure existing vehicle level 310 for the vehicle 100, for example in relation to the ground of the vehicle. The sensor 490 can, for example, make such a measurement with laser, radar, ultrasonic waves or the like. Furthermore, system 400 may also comprise a position determining unit 430 in the vehicle 100 and a control unit 410. The position determining unit 430 may be arranged to determine the geographical position of the vehicle, for example based on GPS.

Claims (17)

A method (500) for automated level adjustment of a vehicle (100), the method (500) characterized by: calculating (501) the existing level (310) of the vehicle at the existing position (210) of the vehicle; determining (502) a target level (330) at the subsequent destination (240) of the vehicle; determining (503) at least one transport level (320), based on a level limit (220) on a distance traveled (230) between the vehicle's existing position (210) and the vehicle's subsequent destination (240); and changing (504) the level of the vehicle (100), from the calculated (501) existing level (310) to the determined (502) target level (330) at the subsequent destination (240) of the vehicle, if this target level (330) is higher than the determined (503) transport level (320); or otherwise to the determined (503) transport level (320). The method (500) of claim 1, further comprising, when the determined (502) target level (330) at the subsequent destination (240) of the vehicle is not higher than the determined (503) transport level (320): change (505) of the level on the vehicle (100), from the determined (503) transport level (320), to the target level (330) when the level limit (220) on the distance traveled (230) has been passed. The method (500) of any of claims 1-2, wherein determining (502) the target level (330) at the subsequent destination (240) of the vehicle comprises determining the subsequent destination (240) and determining a target level (330) associated therewith. subsequent destination (240) stored in a memory device (450). The method (500) of any of claims 1-3, wherein the change (504, 505) of the level of the vehicle (100) is based on vehicle type. The method (500) of any of claims 1-4, wherein determining (502) the target level (330) at the subsequent destination (240) of the vehicle comprises determining said destination (240), based on information from a sensor (490) which indicates boarding and / or disembarking passengers or loading / unloading, at said destination (240). The method (500) of any of claims 1-5, wherein the level limitation (220) comprises an environment-related parameter such as: speed barrier, road condition, vehicle speed, bridge, stop signal, road sign and / or a vehicle-related parameter such as vehicle technical level limitations, comfort level, limitations of suspension components in the vehicle 100, level limitations at the current speed and / or statutory level limitations. The method (500) according to any one of claims 1 to 6, wherein the determination (503) of the transport level (320), based on a level restriction (220) on the distance traveled (230) between the vehicle's existing position (210) and the vehicle's subsequent destination (240). ) is made continuously during transport, with a certain time interval, or when a level limitation (220) is detected or passed. The method (500) according to any one of claims 1 to 7, wherein the determined (502) target level (330) at the subsequent destination (240) of the vehicle is adjusted in connection with said destination (240), comprising an assessment of level requirements at the destination (240). ), based on a detection of a sensor (490) that detects a special need such as a disabled passenger, a passenger with a pram, a passenger with a limitation of movement, a passenger with luggage, a passenger with children, size of cargo to be loaded . The method (500) of any of claims 1-8, wherein the calculation (501) of existing position of the vehicle (100) is based on: a satellite-based positioning system, triangulation of signals sent from base stations in a mobile telephone network, route planning data, trip meter position in combination with road number, a wireless signal, image recognition and / or manual entry of the vehicle driver. The method (500) of claim 2, wherein changing (505) the level of the vehicle (100) from the transport level (320) to the target level (330) is done when the vehicle (100) is at a certain predetermined distance from the destination (240) , turn signals are activated and the vehicle speed is below a predetermined limit value. The method (500) of any of claims 1-10, wherein changing (504, 505) the level of the vehicle (100) to the target level (330) is done on only a portion of the vehicle (100), based on a sensor detected need. The method (500) of claim 11, wherein said changing (504, 505) of the level of the vehicle (100) to the target level (330) of only a portion of the vehicle (100) assumes that a brake in the vehicle (100) is activated and the vehicle speed is below a certain limit value and is done automatically or is a manual driver request. The method (500) of any of claims 11-12, wherein a return from the partially changed level of the vehicle (100) is made to an even level before the vehicle (100) departs. The method (500) of any of claims 1 to 13, wherein the level adjustment of the vehicle (100) is requested via a wireless interface of a vehicle external unit (480, 495). A control unit (410) for level adjustment of a vehicle (100), comprising: a processor circuit (620), arranged to calculate the existing level (310) of the vehicle at the existing position of the vehicle (210); and arranged to determine a target level (330) at the subsequent destination of the vehicle (240); and further arranged to determine a transport level (320), based on a level restriction (220) on the distance traveled (230) between the existing position of the vehicle (210) and the subsequent destination (240) of the vehicle; and in addition also arranged to generate a control signal for changing the level of the vehicle (100), from the calculated existing level (310) to the determined target level (330) at the subsequent destination (240) of the vehicle, if this target level (330) is higher than the determined level of transport (320); or otherwise to the determined level of transport (320). A computer program for leveling a vehicle (100), by performing a method (500) according to any one of claims 1-14, wherein the computer program is executed in a processor circuit (620) in a control unit (410) according to claim 15. A system (400) for leveling a vehicle (100), comprising: a sensor (490) in the vehicle (100), arranged to measure the existing vehicle level (310) of the vehicle (100) relative to the vehicle base; a position determining unit (430) in the vehicle (100), arranged to determine the geographical position of the vehicle; and a control unit (410) according to claim 15.