WO2015047177A1 - Procédé et système de statégie de conduite commune pour des convois de véhicules - Google Patents

Procédé et système de statégie de conduite commune pour des convois de véhicules Download PDF

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Publication number
WO2015047177A1
WO2015047177A1 PCT/SE2014/051117 SE2014051117W WO2015047177A1 WO 2015047177 A1 WO2015047177 A1 WO 2015047177A1 SE 2014051117 W SE2014051117 W SE 2014051117W WO 2015047177 A1 WO2015047177 A1 WO 2015047177A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
driving
vehicles
road
platoon
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Application number
PCT/SE2014/051117
Other languages
English (en)
Inventor
Kuo-Yun LIANG
Henrik Pettersson
Jonas Mårtensson
Karl Henrik JOHANSSON
Assad ALAM
Original Assignee
Scania Cv Ab
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Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to DE112014003989.6T priority Critical patent/DE112014003989T5/de
Publication of WO2015047177A1 publication Critical patent/WO2015047177A1/fr

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/60—Intended control result
    • G05D1/69—Coordinated control of the position or course of two or more vehicles
    • G05D1/695—Coordinated control of the position or course of two or more vehicles for maintaining a fixed relative position of the vehicles, e.g. for convoy travelling or formation flight
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
    • G05D1/0223—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving speed control of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
    • G05D1/0217—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory in accordance with energy consumption, time reduction or distance reduction criteria
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0291—Fleet control
    • G05D1/0295—Fleet control by at least one leading vehicle of the fleet
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/22—Platooning, i.e. convoy of communicating vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle

Definitions

  • the present invention relates to a system and a method to control a vehicle platoon.
  • the vehicle platoon comprises at least one leader vehicle and one further vehicle, each of which has a positioning unit and a unit for wireless
  • vehicle platoon is here used to denote a number of vehicles with short distances between them, being driven as a single unit.
  • the short distances lead to it being possible for more traffic to use the road, and the energy consumption for an individual vehicle will be reduced since the drag is reduced.
  • the vehicles in the vehicle platoon are driven with at least one of an automated control of the speed of the vehicle and an automated control of its direction. This leads to vehicle drivers such as truck drivers being subject to a reduced load, accidents based on erroneous human decisions being reduced, and the possibility of reducing fuel consumption.
  • the reduced fuel consumption gives a corresponding reduction in the emission of CO2.
  • One possibility to enable vehicles to act proactively is to arrange that the vehicles communicate and exchange information.
  • IEEE-standard 802.1 1 for WLAN wireless local area networks
  • 802.1 1 p wireless local area networks
  • Different types of information such as vehicle parameters and strategies, can be transmitted to and from the vehicles.
  • the development of communication technology thus, has made it possible to design vehicles and infrastructure that can interact and act proactively. Vehicles can be controlled as a unit and thus a shorter distance between them, and better global traffic flow, are made possible.
  • the desired speed can in this case be set by the driver by, for example, a regulator in the dashboard, and a cruise-control system in the vehicle subsequently influences a control system such that it accelerates and brakes the vehicle as appropriate, in order to maintain the desired speed. If the vehicle is equipped with an automatic gear-change system, the gear in which the vehicle is being driven is changed, such that the vehicle can maintain the desired speed.
  • the cruise-control system When the cruise-control system is used in hilly terrain, the cruise-control system will attempt to maintain the preset speed along uphill sections. This sometimes has the consequence that the vehicle accelerates over the crown of the hill and possibly into a subsequent downhill section such that it subsequently must be braked in order not to exceed the preset speed, and this constitutes a manner of driving a vehicle that is wasteful of fuel.
  • fuel By varying the speed of the vehicle in hilly terrain, fuel can be saved, compared with the fuel consumption of a vehicle with a conventional cruise-control system. If the topology that lies ahead is made known through the vehicle having map data and positioning equipment, such systems can be made more robust, and they can change the speed of the vehicle before events have occurred. This is achieved with what is known as "look-ahead cruise control", abbreviated as "LAC”.
  • LAC look-ahead cruise control
  • JP2010176353 mentions the problem of keeping a vehicle platoon together when the road has a gradient.
  • the control strategy that is applied uses an acceleration error at the road gradient.
  • US2013/0041576 describes various methods of driving a vehicle platoon, and describes in general that other measures to optimise fuel consumption can be used.
  • the object of the invention is to provide a system that can control in a more efficient manner than previously suggested solutions a vehicle platoon in the event of variations in the design of the carriageway ahead, such as at least one of hills and bends.
  • the object described above is at least partially achieved through a method to control a vehicle platoon that comprises at least one leader vehicle and one further vehicle, each of which has a positioning unit and a unit for wireless communication.
  • the method comprises to provide a driving profile for at least one vehicle f k in the vehicle platoon along a road horizon for the road ahead of the vehicle, wherein the driving profile contains target values b, and associated positions p, for the vehicle f k along the road horizon, to determine a position-based driving strategy for the vehicles in the vehicle platoon based at least on the driving profile for the vehicle f k , after which the vehicles in the vehicle platoon are controlled according to the position-based driving strategy.
  • the driving strategy is not time-based.
  • the vehicles that follow will receive target value b,.
  • An appropriate control unit in the vehicle subsequently controls the vehicle according to the target value bi. This means that the problem with unnecessary braking in downhill sections or impossible accelerations in uphill sections is avoided.
  • the driving strategy is thus based on an optimal speed profile for the complete vehicle platoon, which speed profile is point-based. When driving in hills or around bends, small changes in distances will thus be permitted in order to achieve optimal fuel consumption.
  • a well organised vehicle platoon is achieved in which consideration is taken of what is best for the complete vehicle platoon when driving in a hill and in a bend, or when driving in a hill or in a bend.
  • the vehicles can be kept together, which has been shown to give savings in fuel compared to dividing the vehicle platoon.
  • the common profile is drawn up by, for example, calculating an optimal LAC speed profile for each individual vehicle. After this, it is determined which vehicle must carry out the largest changes in speed in order to drive in a fuel- efficient manner in the hill ahead, and the driving profile of this vehicle becomes the common selected driving profile.
  • the selected driving profile can be
  • Each vehicle in the vehicle platoon can in this way follow the same driving profile that has been started from the same point along the road, i.e. not at the same time.
  • the invention gives a driving strategy that ensures that the vehicle platoon is held together, i.e. it minimises disturbances in the form of gaps being created and closed due to saturation of control signals.
  • the invention can manage variations in topography with few and simple control actions. Through the invention, a manner to determine a common regulatory for the vehicles in the vehicle platoon is achieved that does not require such heavy calculations and is thus more suitable to be implemented in real time than other calculation solutions.
  • the object described above is achieved, at least partially, through a system to control a vehicle platoon.
  • the vehicle platoon comprises at least one leader vehicle and one further vehicle, each of which has a positioning unit and a unit for wireless communication.
  • the system comprises further an analysis unit that is configured to: receive a driving profile for at least one vehicle fk in the vehicle platoon along a road horizon for the road ahead of the vehicle, wherein the driving profile contains target values b, and associated positions p, for the vehicle fk along the road horizon; to determine a position-based driving strategy for the vehicles in the vehicle platoon, based on at least the driving profile for the vehicle f ⁇ after which the vehicles in the vehicle platoon are controlled according to the position-based driving strategy.
  • the object is at least partially achieved through a computer program P at a system, where the said computer program P comprises program code in order to cause the system to carry out any one of the method steps that are described in this application.
  • the object is at least partially achieved through a computer program product comprising a program code stored on a medium that can be read by a computer in order to carry out any one of the method steps described in this application.
  • a computer program product comprising a program code stored on a medium that can be read by a computer in order to carry out any one of the method steps described in this application.
  • Figure 1 shows an example of a vehicle platoon that is travelling up a hill.
  • Figure 2 shows an example of a vehicle platoon that is travelling around a bend.
  • Figure 3 shows an example of a vehicle in a vehicle platoon.
  • Figures 4A-4D show different examples of the design of the system.
  • FIG. 5 shows a flow diagram for the method according to one embodiment of the invention. Detailed description of preferred embodiments of the invention
  • LAC look-ahead cruise control
  • a cruise-control system that uses information about the topography of the road ahead, and calculates an optimal driving profile in the form of a speed trajectory for a vehicle. Also known as a "predictive cruise- control system”.
  • LAP look-ahead cruise control for platoons
  • a cooperative cruise-control system that uses information about the topography of the road ahead, and calculates an optimal driving trajectory for all vehicles in a vehicle platoon. Also known as a "predictive cruise-control system for vehicle platoons".
  • the regulatory strategy is determined by, for example, dynamic programming.
  • v k the speed of vehicle f k in the vehicle platoon with N vehicles.
  • V2V-communication vehicle-to-vehicle: wireless communication between vehicles, also known as vehicle-to-vehicle communication.
  • V2l-communication vehicle-to-infrastructure: wireless communication between vehicles and infrastructure, such as road junctions and computer systems.
  • FIG. 1 shows a vehicle platoon with N heavy vehicles f k that is driving with small spaces d k , k +i between the vehicles, driving up a hill.
  • the gradient at vehicle f k when it drives over the hill is shown as ⁇ 3 ⁇ 4.
  • Each vehicle f k may be equipped with a receiver and a transmitter for wireless signals, partially shown with an aerial.
  • the vehicles f k in the vehicle platoon can thus communicate with each other through V2V-communication or through other means such as, for example, mobile communication units, through an application in a communication unit, or through a server. They can communicate also with infrastructure in the form of V2I- communication.
  • the different vehicles f k have different masses m k .
  • Each of the vehicle platoons has a leader vehicle, i.e. the first vehicle fi .
  • Each vehicle f k in the vehicle platoon has, for example, a unique vehicle identity and a vehicle platoon identity that is common for the complete vehicle platoon, in order to be able to maintain knowledge of which vehicles are members of the vehicle platoon.
  • Data that are transmitted wirelessly between the vehicles in the vehicle platoon can be tagged with these identities such that the vehicle of origin of the data that are received can be determined.
  • FIG. 3 shows an example of a vehicle f, in the vehicle platoon and illustrates how it may be equipped.
  • the vehicle f k is equipped with a positioning unit 1 that can determine the position of the vehicle f k .
  • the positioning unit 1 may be, for example, configured to receive signals from a global positioning system such as GNSS (Global Navigation Satellite System), for example GPS (Global Positioning System), GLONASS, Galileo or Compass.
  • GNSS Global Navigation Satellite System
  • GPS Global Positioning System
  • GLONASS Global Positioning System
  • Galileo Compass
  • the positioning unit 1 may be configured to receive signals from, for example, one or several detectors in the vehicle that measure relative distances to, for example, a road junction, vehicles in the surroundings, or similar entities, with known positions. Based on the relative distances, the positioning unit 1 can subsequently determine the position of the vehicle fk.
  • a detector may be configured also to detect a signature in, for example, a road junction, wherein the signature represents a certain position.
  • the positioning unit 1 may in this case be configured to determine its position through detection of the signature.
  • the positioning unit 1 may instead be configured to determine the signal strength of one or several signals from several base stations or road junctions, or base stations and road junctions, etc., with known positions, and in this way to determine the position of the vehicle fk by triangulation. The position of the vehicle fk can in this way be determined.
  • the positioning unit 1 may in this case be configured to determine its position through detection of the signature.
  • the positioning unit 1 may instead be configured to determine the signal strength of one or several signals from several base stations or road junctions, or base stations and road junctions, etc., with known positions, and in this way to determine the position of the vehicle fk by triangulation. The position of the vehicle fk can in this way be determined.
  • the positioning unit 1 may in this case be configured to determine its position through detection of the signature.
  • the positioning unit 1 is configured to generate a positioning signal that contains the position of the vehicle fk, and to transmit this signal to one or several units in the vehicle fk.
  • the vehicle fk is, as has been mentioned above, equipped also with a unit 2 for wireless communication.
  • the unit 2 is configured to function as receiver and transmitter of wireless signals.
  • the unit 2 can receive at least one of wireless signals from other vehicles and wireless signals from infrastructure around the vehicle fk, and it can transmit at least one of wireless signals to other vehicles and wireless signals to infrastructure around the vehicle fk.
  • the wireless signals can comprise vehicle parameters from other vehicles, for example their mass, torque developed, speed, and also more complex information such as, for example, the currently used driving profile, driving strategy, etc.
  • the wireless signals may contain also information about the surroundings, such as the gradient a of the road, the radius of curvature r, etc.
  • the vehicle fk may be equipped also with one or several detectors 3 in order to detect the surroundings, for example a radar unit, a laser unit, a gradient gauge, etc. These detectors are generally labelled in Figure 3 as a detector unit 3, but they may be constituted by several different detectors located at different locations in the vehicle.
  • the detector unit 3 is configured to determine a parameter, such as a relative distance, speed, gradient, lateral acceleration, rotation, etc., and to generate a detector signal that contains the parameter.
  • the detector unit 3 is further configured to transmit the detector signal to one or several units in the vehicle fk.
  • the vehicle may be equipped also with a map unit that can provide map information about the road ahead.
  • the map unit may, for example, be a part of the positioning unit 1 .
  • the driver may, for example, specify a final position and the map unit can then, given that it has knowledge of the current position of the vehicle, provide relevant map data about the road ahead between the current position and the final destination.
  • the vehicle fk communicates internally between its various units through, for example, a bus, such as a CAN bus (controller area network), which uses a message-based protocol. Examples of other communication protocols that can be used are TTP (time-triggered protocol), Flexray, etc. Signals and data as described above can in this way be exchanged between various units in the vehicle fk. Signals and data can instead be transferred in a wireless manner, for example, between the various units.
  • a system 4 fully or partially in the vehicle fk, that will be described below with reference to Figures 4A-4D, which show various examples of the system 4.
  • the dashed lines in the drawings indicate that this is a case of the wireless transfer of data.
  • the system 4 is generally for the purpose of controlling the vehicle platoon, and to establish a common driving strategy for the complete vehicle platoon, based on information about the road ahead.
  • the system 4 thus implements a type of cooperative cruise-control system, an LAP, for the vehicle platoon.
  • the system 4 is useful for the vehicle platoon in particular when it is driving in a hill or around a bend, or in a hill and around a bend.
  • the system 4 comprises an analysis unit 7 that is configured to receive a driving profile for at least one vehicle fk in the vehicle platoon along a road horizon for the road ahead of the vehicle, wherein the driving profile contains target values b, for the vehicle fk at positions p, along the road horizon.
  • This driving profile may have been determined by, for example, an existing cruise-control system, such as an LAC or other form of predictive cruise-control system, and passed to the analysis unit 7.
  • the target values b may be, for example, target speeds v,, target accelerations a,, or target separation distances d,.
  • the analysis unit 7 is further configured to determine a position-based driving strategy for the vehicles in the vehicle platoon, based on at least the driving profile for the vehicle fk.
  • the vehicles in the vehicle platoon are subsequently controlled according to the driving strategy.
  • the analysis unit 7 is configured to generate a driving strategy signal that indicates the position-based driving strategy, and to transmit the driving strategy signal through the unit 2 to all vehicles in the vehicle platoon, after which the vehicles in the vehicle platoon are controlled according to the driving strategy.
  • the vehicles in the vehicle platoon are controlled according to the driving strategy as this is determined, which will be explained in more detail below.
  • a driving profile for an individual vehicle fk can be achieved through the use of a previously determined driving profile designed by a predictive cruise-control system located in the vehicle or other external unit.
  • Predictive cruise control is a predictive control plan that has knowledge about some of the disturbances, in this case the topography of the road, that lie ahead.
  • An optimisation is carried out with respect to a criterion, which optimisation involves a predicted behaviour of the system.
  • An optimal solution is here sought for the problem along a limited road horizon, which is obtained by truncating the horizon of the complete driving session.
  • the road horizon is typically of length 2 km.
  • the objective of the optimisation is to minimise the energy and the time required for the driving session, while the speed of the vehicle is held within a predetermined interval.
  • the optimisation can be carried out using, for example, MPC (model predictive control) or an LQR (linear quadratic regulator) with respect to minimising fuel consumption and time in a cost function/ , based on a non-linear dynamics model and fuel consumption model for the vehicle f k , limitations on the input control signals, and limitations on the maximum absolute deviation, for example 5 km/h, from the speed limit for the road.
  • MPC model predictive control
  • LQR linear quadratic regulator
  • « describes the gradient of the road, 3 ⁇ 4 and are characteristic coefficients, s describes the force of gravity, .3 ⁇ 4 is the air density, 3 ⁇ 4 is the wheel radius, and , ' , " are constants specific for the transmission and gearing.
  • the accelerating mass of the vehicle m * ( m« / ** 11> 1 ⁇ l ⁇ ) depends on the gross mass ⁇ , wheel inertia engine inertia is , the gear ratio and efficiency of the gearbox 5 ⁇ * *!* and the final gear ratio and efficiency l f r t " .
  • the predictive cruise-control system LAC increases the speed of the vehicle in advance when approaching a steep uphill section, and thus the vehicle at least partially obtains a higher mean speed when the vehicle travels along the steep uphill section. In the same manner, the speed is reduced before the vehicle enters a steep downhill section.
  • the speed of the vehicle can be allowed to fall to a minimum in an uphill section and to regain the lost speed until after the vehicle has passed the crown, i.e. now on a flat road. If the uphill section is followed by a downhill section, the speed can be maintained at a lower level in the uphill section in order to avoid having to brake in the downhill section as the speed of the vehicle becomes too high, and instead to exploit the potential energy that the vehicle obtains from its weight in the downhill section. Both time and fuel can be saved in this way.
  • a low gradient of the road G can be described according to
  • 3 ⁇ 4 is the steepest gradient at which the speed can be maintained in an uphill section with maximum engine torque
  • 3 ⁇ 4 is the steepest gradient in which a heavy vehicle can maintain a constant speed through coasting, without requiring to brake.
  • Steep hills are defined as segments of road with a gradient outside of the interval in (2).
  • the system 4 comprises at least one horizon unit 5 and one driving profile unit 6.
  • the horizon unit 5 is configured to determine a road horizon for at least one vehicle fk in the vehicle platoon with the aid of positional data and map data for a road ahead, which road horizon contains one or several properties of the road ahead.
  • the road horizon can be divided into several road segments.
  • One property may be, for example, that a road segment in the road horizon is classified as a steep uphill or downhill section with a gradient outside of the interval in (2).
  • the driving profile unit 6 is configured to determine a driving profile for at least one vehicle fk in the vehicle platoon based on properties of the road horizon, wherein the driving profile contains one or several target values b, and the associated positions p, for the vehicle fk along the road horizon.
  • the target values b may be, for example, target speeds v,, target accelerations a,, or target separation distances d,.
  • the system 4 may be configured to determine independently one or several driving profiles for the vehicles in the vehicle platoon, by, for example, the driving profile unit 6 determining an optimal driving speed profile in the same manner as the LAC described above.
  • the function of the system 4 may be configured to come into operation when the road demonstrates special properties, such as, for example, a steep gradient or a small radius of curvature (a tight bend). These properties are reflected in the driving profile that is drawn up through the target values b, that have been generated, and also as properties in the road horizon.
  • the vehicles in the vehicle platoon normally obey a road speed limit, also known as a "preset speed" v se t, which is the highest speed that the speed limit for the road allows. It may be appropriate on hills, in bends, etc. to change the speed in order to achieve improved fuel economy or to improve or maintain safety. It may be appropriate in a bend to reduce the speed, if the radius of curvature is small .
  • An equation that expresses the maximum vehicle speed that can be used, based on the mass of the vehicle and the radius of curvature of the bend, can be used to calculate the maximum speed of the vehicle in the bend.
  • the LAC calculates at least one of fuel-optimal target values and time-optimal target values b,, for example target speeds v,, at positions p, and these target speeds v, can differ from the preset speed v se t in order to achieve economic or safe driving, or economic and safe driving.
  • the analysis unit 7 is configured according to one embodiment to compare the target speeds v, with a preset speed v se t and to determine a difference ⁇ between v, and v se t-
  • the analysis unit 7 is further configured to compare ⁇ with a threshold value, and to initiate determination of the position- based driving strategy should ⁇ exceed the threshold value.
  • the vehicle platoon can in this way be controlled according to the common driving strategy in selected situations or along special road segments, while in other cases the vehicles in the vehicle platoon can be controlled based on their customary driving profiles. When the vehicle platoon in its entirety has left the bend or has reached the top or bottom of the hill, all the vehicles in the vehicle platoon can return to their customary driving profiles.
  • Figure 4A shows an example of the system 4, where the system 4 is located in the vehicle fk, for example, the leader vehicle fi .
  • the system 4 can in this case be a part of a control unit in the vehicle fi .
  • the system 4 is shown here to comprise a horizon unit 5 and a driving profile unit 6 that provide a driving profile for the vehicle fi to the analysis unit 7. Map data and positional are then transmitted through, for example, the internal network in the vehicle fi to the horizon unit 5.
  • an existing LAC in the vehicle fi can provide a driving profile for the vehicle fi to the analysis unit 7.
  • the system 4 can be located instead in an external unit such as, for example, a road junction or a computer system. In this case, positional data, etc. can be transmitted by V2I to the external unit.
  • the analysis unit 7 determines that it is the driving profile for the vehicle fi that is the selected driving profile for the complete vehicle platoon.
  • the driving strategy is passed to the vehicles in the vehicle platoon through a wireless signal.
  • the driving strategy comprises, for example, a message that means that all the vehicles in the vehicle platoon except the leader vehicle are to measure how the vehicle in front of them in the vehicle platoon behaves, and to adapt their own speed accordingly, in order to maintain the distance d, , j between the vehicles.
  • the vehicles can use, for example, radar to determine the speed of the vehicle in front.
  • the vehicles in the vehicle platoon will in this way follow the speed profile of the leader vehicle fi without it being necessary that they are aware of the speed profile themselves.
  • the vehicles in the vehicle platoon are arranged in a certain order, such that the most limited vehicle is located at the front of the vehicle platoon as the leader vehicle fi , and the remaining vehicles are arranged in a descending order such that the least limited vehicle is located at the rear of the vehicle platoon. It is possible in this manner to ensure that all vehicles in the vehicle platoon can follow the driving profile of the leader vehicle.
  • the most limited vehicle is, for example, the vehicle that has the greatest mass or at lowest available engine torque, or a combination of both.
  • the analysis unit 7 is configured to receive a driving profile for each one of several vehicles in the vehicle platoon.
  • the analysis unit 7 is, according to this embodiment, configured to analyse the driving profiles in order to determine one selected driving profile as position-based driving strategy for the vehicles in the vehicle platoon.
  • the selected driving profile can subsequently be passed, for example, to all vehicles in the vehicle platoon, after which each individual vehicle in the vehicle platoon will follow the same selected driving profile at the same positions.
  • the positions p, in the driving profile can be mapped to actual positions along the road ahead, such that the vehicles in vehicle platoons can be controlled, with respect to, for example, their speed, according to target values b, at the same actual positions along the road. This is the case for all embodiments described in this application.
  • the selected driving profile can, for example, be determined to be the driving profile that has been determined for the most limited vehicle in the vehicle platoon. Examples of the most limited vehicle have been described above.
  • the most limited vehicle can also be determined to be the vehicle that has the largest speed fluctuations in its driving profile in and close to, or in or close to, an approaching hill or curve, or hill and curve.
  • the analysis unit 7 is configured to determine a difference ⁇ for each driving profile that indicates the largest difference between a maximum speed v max and a minimum speed v min , to compare the difference ⁇ for the different driving profiles with each other and to determine a selected driving profile that has the largest difference ⁇ based on the comparison.
  • the maximum speed v max is one of the speed targets v, in the driving profile
  • the minimum speed v min is one of the target speeds v, in the driving profile in and close to, or in or close to, an approaching hill or curve, or hill and curve.
  • Figure 4B shows an example of the system 4, in which a driving profile is determined for each vehicle, in each vehicle f k .
  • the driving profiles are
  • the analysis unit 7 is in this case located in an external unit, and the various driving profiles are transmitted to the analysis unit through V2l-communication.
  • the driving strategy is passed to the vehicles in the vehicle platoon through V2l-communication, thus through one or several wireless signals.
  • the driving strategy comprises, for example, a message that means that all the vehicles in the vehicle platoon except the leader vehicle are to measure how the vehicle in front of them in the vehicle platoon behaves, and to adapt their own speed accordingly, in order to maintain the distance d, , j between the vehicles.
  • the vehicles can use, for example, radar to determine the speed of the vehicle in front.
  • the driving strategy comprises also a message to the leader vehicle fi that it is to follow the selected driving profile, and the actual driving profile, in cases in which it is not already the driving profile of the leader vehicle.
  • the vehicles in the vehicle platoon will in this way come to follow the selected speed profile without themselves needing to be aware which of the vehicles' speed profiles they are following.
  • the selected driving profile can be passed to all vehicles in the vehicle platoon, after which each individual vehicle in the vehicle platoon will follow the same selected driving profile.
  • FIG 4C shows a further example, in which the analysis unit 7 in the system 4 is located in a vehicle, here the leader vehicle fi .
  • a driving profile is determined for each of the vehicles, in each of the vehicles f k .
  • the driving profiles are transmitted by V2V communication to the analysis unit 7 in order to determine a position-based driving strategy based on one selected driving profile.
  • the driving strategy is passed to the vehicles in the vehicle platoon through V2V-communication, thus through one or several wireless signals, and it is passed as a message or a signal to the vehicle f k in which the analysis unit 7 is located, in this case fi .
  • the driving strategy can in this case be the same as those in the example that is illustrated in Figure 4B.
  • the vehicles in the vehicle platoon subsequently control their speed according to the selected driving profile.
  • Figure 4D shows an example of how a position-based strategy can be
  • Each vehicle f k is here equipped with an analysis unit 7 k , or a part of the analysis unit 7.
  • the final vehicle ⁇ N determines its driving profile, and transmits it to the analysis unit 7 N- i in the vehicle f N -i that lies immediately in front of it.
  • the vehicle f N -i determines its driving profile and the two driving profiles are compared in the analysis unit 7 N- i in order to determine which of the driving profiles is the most limited.
  • the analysis unit 7 is here configured to sequentially compare differences ⁇ . The way in which this may be carried out has previously been described.
  • the most limited driving profile of the two is subsequently transmitted onwards to the next vehicle ⁇ -2 that lies immediately in front, for continued comparison.
  • a selected driving profile that requires the greatest changes in speed has been determined.
  • the leader vehicle follows this selected driving profile, and the other vehicles in the vehicle platoon follow the speed of the vehicle immediately in front of them in the vehicle platoon without further communication, through, for example, radar detection, as has been previously explained.
  • the other vehicles in the vehicle platoon can be informed of the same selected driving profile, which they subsequently follow.
  • the analysis unit 7, the driving profile unit 6 and the horizon unit 5 may comprise or be constituted by one or several processor units and one or several memory units.
  • a processor unit may be constituted by a CPU (central processing unit).
  • the memory unit may comprise a transient or a non-transient memory or it may comprise a transient and a non-transient memory, such as flash memory or RAM (random access memory).
  • the processor unit may be a part of a computer or a computer system, for example an ECU (electronic control unit), in a vehicle 2.
  • Figure 5 shows a flow diagram for a method to control the vehicle platoon that has been described above. The method may be implemented as program code in a computer program P.
  • the computer program is shown in Figures 4A-4D as a part in the analysis unit 7, and thus the computer program P is stored at a memory unit that may be a part of the analysis unit 7.
  • the program code can cause the system 4 to carry out any one of the steps according to the method when it is run on a processor unit in the system 4.
  • the method will now be explained with reference to the flow diagram in Figure 5.
  • the method comprises to receive a driving profile for at least one vehicle fk in the vehicle platoon along a road horizon for the road ahead of the vehicle, wherein the driving profile contains target values b, and associated positions p, for the vehicle fk along the road horizon (A1 ).
  • the target values b may be, for example, target speeds v,, target accelerations a,, or target separation distances d,.
  • the method comprises to provide a driving profile for each one of several vehicles in the vehicle platoon.
  • a driving profile can be obtained by, for example, determining a road horizon for at least one vehicle fk in the vehicle platoon with the aid of positional data and map data for a road ahead, which road horizon contains one or several properties of the road ahead, and by determining a driving profile for at least one vehicle fk in the vehicle platoon based on properties of the road horizon, wherein the driving profile contains target values b, and the associated positions p, for the vehicle fk along the road horizon.
  • the method comprises also the determination of a position-based driving strategy for the vehicles in the vehicle platoon, based on at least the driving profile for the vehicle fk (A2).
  • the vehicles in the vehicle platoon are subsequently controlled according to the position-based driving strategy (A3).
  • the step (A3) comprises the passing of the position-based driving strategy to all vehicles in the vehicle platoon, after which the vehicles in the vehicle platoon are controlled according to the position-based driving strategy.
  • (A1 ) comprises analysis of the driving profiles in order to determine one selected driving profile as position-based driving strategy for the vehicles in the vehicle platoon.
  • the analysis can be carried out through, for example, when the driving profile comprises target speeds v, determining a difference ⁇ for each driving profile that indicates the largest difference between a maximum speed v max and a minimum speed v min , comparing the differences ⁇ for the various driving profiles with each other, and determining a selected driving profile that has the largest difference ⁇ based on the comparison.
  • the step of comparing the difference ⁇ occurs sequentially, for example in each vehicle.
  • the method comprises one step before step A1 or A2 that comprises, when the driving profile comprises target speeds v,, comparing the target speeds v, with a preset speed v se t and determining a difference ⁇ between v, and v se t, comparing ⁇ with a threshold value and initiating
  • the invention includes also a computer program product comprising the program code P stored on a medium that can be read by a computer in order to carry out the method steps described above.
  • the computer program product may be, for example, a CD disk.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé et un système de commande d'un convoi de véhicules qui comprend au moins un véhicule en tête de convoi et un autre véhicule respectivement pourvus d'une unité de géolocalisation et d'une unité de communication sans fil. Le procédé comprend les étapes consistant à fournir un profil de conduite à au moins un véhicule fk du convoi le long d'un horizon routier pour la route restant à parcourir par le véhicule, le profil de conduite contenant les valeurs cibles b et les positions de localisation associées p destinées au véhicule fk sur l'horizon routier ; à déterminer une stratégie de conduite basée sur la position de localisation, pour les véhicules du convoi et sur la base au moins du profil de conduite destiné au véhicule fk, après quoi les véhicules du convoi sont commandés conformément à la stratégie de conduite basée sur la position de localisation.
PCT/SE2014/051117 2013-09-30 2014-09-26 Procédé et système de statégie de conduite commune pour des convois de véhicules WO2015047177A1 (fr)

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CN112158200A (zh) * 2020-09-25 2021-01-01 厦门大学 基于驾驶员特性的智能电动汽车跟车控制系统及方法

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