SE537618C2 - Method and system for common driving strategy for vehicle trains - Google Patents

Abstract

Summary A method and system for regulating a vehicle stay which comprises at least one conductor vehicle and an additional vehicle each having a positioning unit and a unit for wireless communication. The method comprises providing a driving profile for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future road, the carving profile containing the borehole bi and associated positions pi for the vehicle fk along the wagon horizon, determining a position-based cross strategy for the vehicle in the vehicle vehicle fk, after which the vehicles in the vehicle stay are regulated in accordance with the position-based crossover strategy.

Description

Field of the Invention The present invention relates to a system and a method for regulating a vehicle roof. The vehicle stay comprises at least one conductor vehicle and a further vehicle each having a positioning unit and a unit for wireless communication.

Background of the Invention Traffic intensity is high on Europe's major roads and is expected to increase from the start.

The increased transport of people and goods not only gives rise to traffic problems in the form of Vier but also requires more energy, which in the end gives rise to emissions of, for example, greenhouse gases. A possible contribution to solving these problems is that lazy vehicles travel tatare in so-called vehicle stays (platoons).

By vehicle roof is meant a number of vehicles such as' Drivers take advantage of this elective fact already today with a sacred road safety such as -WO. A fundamental question about vehicle stays is how the time gap between vehicles can be reduced by a recommended 3 seconds down to between 0.5 and 1 second without affecting traffic safety. With distance sensors and cameras, the driver's reaction time can be eliminated, a type of technology already used today by system 1 such as ACC (Adaptive Cruise Control) and LKA (Lane Keeping Assistance). One limitation, however, is that distance sensors and cameras require a clear view of the target, which means that it is difficult to detect trades more than a couple of vehicles at the front of the Icon. A further limitation is that the cruise control cannot react proactively, i.e. the cruise control can not react to actions that take place further in the traffic that will affect the traffic rhythm.

One way to get vehicles to act proactively is to get vehicles to communicate and exchange information. A development of the IEEE standard 802.11 for WLAN (Wireless Local Area Networks) called 802.11p enables wireless transmission of information between vehicles, and between vehicles and infrastructure. Different types of information can be sanded to and from the vehicles, such as vehicle parameters and strategies. The development of communication technology has thus made it possible to design vehicles and infrastructure that can interact and act proactively. Vehicles can be regulated as a unit and consequently shorter distances and a better global traffic flow are possible.

Many vehicles today are also equipped with a cruise control to make it easier for the driver to drive the vehicle. The desired speed can then be set by the driver through, for example, a control in the steering console, and a cruise control system in the vehicle then acts on a control system so that it accelerates and brakes the vehicle to maintain the desired speed. If the vehicle is equipped with an automatic night shifting system, the other person's vehicle's shift so that the vehicle can maintain the desired speed.

When cruise control is used in hilly terrain, the cruise control system will try to maintain the set speed through uphill slopes. This sometimes results in the vehicle accelerating over the crane and perhaps into a subsequent downhill slope, which then needs to be braked so as not to exceed the set speed, which constitutes a fuel-free way of driving the vehicle. By varying the vehicle's speed in hilly terrain, fuel can be saved at the same time as a conventional cruise control. If the future topology Ors kand because the vehicle has map data 2 and positioning equipment, such systems can be robust true even the other vehicle's speed before things have happened which is achieved with so-called predictive cruise control (Look-Ahead Cruise control, LAC).

However, when an industry-optimal cross-strategy is to be developed for an entire vehicle roof, the situation becomes more complex. Additional aspects must be taken into account, such as maintaining the optimal distance, physically possible speed profile for all vehicles with varying mass and engine capacity. An additional aspect of a vehicle roof during travel Over varying topography is that when the first vehicle has lost speed on an uphill slope, it resumes its seat speed after the hill. The subsequent vehicles that are then still on the uphill slope will be forced to accelerate on the hill, which is not industry efficient. It is also not always possible, which meant that gaps will be created in the vehicle roof, which in turn must be dropped again. This creates oscillations in the vehicle stay. Similar behavior is also observed under downhills, when the first vehicle is able to accelerate downhill due to the great mass. The following vehicles are then forced to accelerate before the downhill slope, as they try to maintain the distance to the vehicle in front. After the downhill slope, the leader vehicle begins to decelerate to return to the set speed. The subsequent vehicles, which are still on the downhill slope, will then be forced to bronze so as not to cause a collision, which is not industry efficient.

A similar problem occurs when cornering. Bile a single vehicle, one can calculate what maximum speed the vehicle should have through the curve. The maximum speed is based on various factors such as driver comfort, center of gravity, roll risk, curvature, etc., through a predictive cruise control. However, it is not obvious how a vehicle roof should take the curve. If the first vehicle in the vehicle stage needs to decelerate in the curve Than its set speed to complete the curve, it will resume its set speed after the curve. The subsequent vehicles which are then still in the curve will be forced to accelerate in the curve, which may not be possible without exposing the vehicles to risks such as, for example, awakening. 3 There are a number of publications that describe steering strategies for vehicle roofs. JP2010176353 mentions the problem of holding a vehicle stay together when sloping. The control strategy that is applied uses an acceleration error at the slope. US2013 / 0041576 describes different ways of driving vehicle roofs, and in general that other industry economic optimizations can be used.

The object of the invention is to provide a system which in a more efficient way than previously proposed solutions can regulate a vehicle roof in the event of variations in the design of the coming lane, such as slopes and / or curves.

SUMMARY OF THE INVENTION According to a first aspect, the object described above is achieved at least in part by a method for regulating a vehicle strut comprising at least one conductor vehicle and a further vehicle each having a positioning unit and a unit for wireless communication. The method comprises providing a carcass profile for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future carriage, the carcass profile containing the drill bit bi and associated positions pi for the vehicle fk along the carriageway horizon; determine a position-based crossover strategy for the vehicle in the vehicle roof based at least on the crane profile of the vehicle fk; after which the vehicles in the vehicle stay are regulated in accordance with the position-based crossover strategy.

All vehicles in the vehicle stay will thus essentially follow the same raft profile with the same drill bit bi at the same points pi. The cross strategy is therefore not time-based. When the respective vehicle fk is at the point pi or within the point pi, the vehicles will follow the obtained bore value bi. An appropriate control unit in the vehicle then regulates the vehicle according to the borehole bi. This means that the problem of unnecessary braking on a downhill slope or impossible acceleration on an uphill slope is avoided. The driving strategy is thus based on an optimal speed profile for the entire vehicle stay, which is point-based. During reversing or cornering, small distance changes will thus be allowed to achieve industry optimality. When cornering, it is avoided that an increase in speed of the conductor vehicle after a curve is followed in real time by the other vehicles during the curve, which can be both inconvenient for the driver and entail a roll risk or other safety risks. Instead, the speed change of the leader vehicle is followed by the other vehicles at the same position on the road as the leader vehicle performed the speed change. In this way, the other vehicles also come out of the curve before they increase speed again.

By developing a common raft profile that applies to the entire vehicle roof, you get a choice of organized vehicle roof where the consideration is given to what is best for the entire vehicle roof when cornering on slopes and / or curves. The vehicles can be held together, which has been shown to be more industry-saving than splitting the vehicle stay. The common profile is produced, for example, by calculating an optimal LAC speed profile for each individual vehicle. Then it is calculated which vehicle must perform the largest speed changes in order to drive industry-efficiently over the coming hill, which becomes the jointly selected raft profile. The selected raft profile can be sent to all vehicles at a time and is followed by each individual vehicle. In this way, each vehicle in the vehicle stay -160 can have the same raft profile that is started from the same point in the road, i.e. not real.

The invention provides a crossover strategy that ensures that the vehicle stay is held together, i.e. minimizes disturbances in the form of gaps being created and closed due to saturations in control signals. The invention can handle variations in topography with few and simple control interventions. The invention achieves a method of determining a common control strategy for the vehicles in the vehicle stay which is not so calculating and thus more suitable to be implemented in real time than other calculating solutions.

According to a second aspect, the purpose described above is achieved at least in part by a system for regulating a vehicle roof. The vehicle stay comprises at least one conductor vehicle and a further vehicle each having a positioning unit and a unit for wireless communication. The system further comprises an analysis unit configured to: receive a carcass profile for at least one vehicle fk the vehicle stay along a vagal horizon for the vehicle's early wave, the carcass profile containing the drill bit bi with associated positions pi for the vehicle fk along the vagus horizon; determine a position-based crossover strategy for the vehicles in the vehicle roof based at least on the crane profile of the vehicle fk; after which the vehicles in the vehicle stay are regulated in accordance with the position-based crossover strategy.

According to a third aspect, the purpose is achieved at least in part by a computer program P in a system, wherein said computer program P comprises program code for causing the system to perform some of the method steps described herein.

According to a fourth aspect, the object is achieved at least in part by a computer program product comprising a program code stored on a computer readable medium for performing some of the method steps described herein.

Preferred embodiments are described in the dependent claims and in the detailed description.

Brief description of the accompanying figures The invention will now be described with reference to the accompanying figures, of which: Fig. 1 shows an example of a vehicle roof which is driven up a hill.

Fig. 2 shows an example of a vehicle stay traveling in a curve.

Fig. 3 shows an example of a vehicle in a vehicle roof.

Figs. 4A-4D show different examples of the system design.

Fig. 5 shows a flow chart of the method according to an embodiment of the invention.

Detailed Description of Preferred Embodiments of the Invention Definitions LAC (Look-Ahead Cruise Control): A cruise control that uses information about the topography of the oncoming vehicle and calculates an optimal vehicle profile in the form of a speed trajectory for a vehicle. Also called predictive cruise control. 6 LAP (Look-Ahead cruise control for platoons): A cooperative cruise control that provides information on the topography of the oncoming vehicle and calculates an optimal speed trajectory for all vehicles in a vehicle roof. KaIlas is also a predictive speedometer for vehicle roofs. The control strategy is determined, for example, by dynamic programming. vk: the speed of the vehicle fk in the vehicle roof with N vehicle. dk, k + i - the distance between the vehicle fk and the vehicle behind fk + i in the vehicle stay. ak: the slope fOr the vehicle f ,.

V2V (Vehicle to vehicle) communication: Wireless communication between vehicles, also called vehicle-to-vehicle communication.

V21 communication (Vehicle to infrastructure): Tracilo's communication between vehicle and infrastructure, for example carriage or computer system.

Fig. 1 shows a vehicle stay with N heavy vehicles fk which travels at small intervals dk, k + 1 between the vehicles and which crosses a hill. The tilt of the vehicle fk when it Icor over the hill is shown as ak. Each vehicle fk can be equipped with a receiver and sanders for wireless signals, shown partly with an antenna. The vehicles fk in the vehicle stay can thus communicate with each other through V2V communication or other components such as through nobile communication units, via an application in a communication unit or via a server, and to infrastructure in the form of V21 communication. The different vehicles fk have different masses nnk.

Fig. 2 shows a vehicle stay with N = 6 heavy vehicles f which, like the example in Fig. 1, travel at small intervals dk, k + 1 between the vehicles, but which instead pass through a curve. Also, each vehicle is provided with a receiver and transmitter 2 (Fig. 3) for wireless signals, and can communicate via V2V and V21 communication. The curve shown has with the curve radius r.

The vehicle stays each have a leader vehicle, i.e. the first vehicle f1. Each vehicle fk in the vehicle roof has, for example, a unique vehicle identity, and a 7 vehicle roof identity that is true for the entire vehicle roof, in order to be able to keep track of which vehicles are in the vehicle roof. Data sent wirelessly between the vehicles in the vehicle stay can be tagged with these identities so that data received can be routed to the steering wheel of the vehicle.

Fig. 3 shows an example of a vehicle f in the vehicle roof and how it can be equipped. The vehicle fk is provided with a positioning unit 1 which can determine the position of the vehicle fk. The positioning unit 1 can for example be configured to receive signals Than a global positioning system such as GNSS (Global Navigation Satellite System) for example GPS (Global Positioning System), GLONASS, Galileo or Compass. Alternatively, the positioning unit 1 may be configured to receive signals from, for example, one or more detectors in the vehicle which feed relative distances to, for example, a vague node, vehicles in the vicinity or the like with a known position. Based on the relative distances, the positioning unit 1 can then determine the vehicle's own position. A detector can also be configured to detect a signature in, for example, a car node, the signature representing a certain position. The positioning unit 1 can then be configured to determine its position by scanning the signature. The positioning unit 1 can instead be configured to determine the signal strength in one or more signals tan several base stations and / or car nodes etc. with kand position, and thereby determine the position of the vehicle fk by triangulation. In this way, fk's own position can be determined. Of course, the above techniques can also be combined to secure the position of the vehicle fk. The positioning unit 1 is configured to generate a position signal containing the position of the vehicle fk, and to transmit this to one or more units in the vehicle fk. As already mentioned, the vehicle fk is also equipped with a unit 2 for wireless communication. The unit 2 is configured to act as a receiver and transmitter of wireless signals. The unit 2 can receive wireless signals Than other vehicles and / or wireless signals from the infrastructure around the vehicle fk, and true wireless signals to other vehicles and / or wireless signals to the infrastructure around the vehicle fk. The wireless signals may include vehicle parameters Than other vehicles, for example mass, torque, speed, and even more complex information such as gallbladder profile, driving strategy etc. The wireless signals may also contain information about the environment, for example the inclination of the carriage, curve radii r etc. The vehicle fk can also be provided with one or more detectors 3 to detect the indication, for example a radar unit, laser unit, tilt feeder etc. These detectors are in Fig. 3 generally marked as a detector unit 3, but can thus be constituted by a number of different detectors placed in different places in the vehicle. The detector unit 3 is configured to sense a parameter, for example a relative distance, speed, inclination, lateral acceleration, rotation, etc., and to generate a detector signal which contains the parameter.

The detector unit 3 is further configured to transmit the detector signal to one or more units in the vehicle fk. The vehicle can also be equipped with a map unit that can provide map information about the upcoming road. The map unit can, for example, be part of the positioning unit 1. The driver can, for example, enter an end position and the map unit can then, by knowing the current position of the vehicle, provide relevant map data about the coming road between the current position and the final destination.

The vehicle fk communicates internally between its various units through, for example, a bus, for example a CAN bus (Controller Area Network) which uses a division-based protocol. Examples of other communication protocols that can be used are TTP (Time-Triggered Protocol), Flexray and others. In this way, signals and data described above can be exchanged between different units in the vehicle fk. Signals and data can, for example, instead be transmitted wirelessly between the different devices.

In the vehicle fk there is also, in whole or in part, a system 4 which will be explained in more detail with reference to Figures 4A-4D, which show various examples of the system 4. The dashed lines in the figures indicate that there is wireless transmission of data. In general, the system 4 is there to regulate the vehicle roof, and to arrive at a common cross-strategy for the entire vehicle roof based on information about the future road. System 4 thus implements a type of cooperative cruise control for the vehicle stay, a LAP. In particular, the system 4 is usable 9 for the vehicle stay when driving on slopes and / or curves. To take Mann a common raft profile that applies to the entire vehicle roof, you get a choice of organized vehicle roof where the consideration is given to what is best for the entire vehicle roof when driving on a hill and / or curve.

The system 4 comprises an analysis unit 7 which is configured to receive a carriage profile for at least one vehicle fk in the vehicle roof along a vagal horizon for the vehicle's future carriage, the carcass profile containing the drill bit bi for the vehicle fk positions pi along the carriageway horizon. This course profile may, for example, have been determined by an existing cruise control, for example an LAC or other form of predictive cruise control, and communicated to the analysis unit 7. The drilling values bi may be, for example, the speed drilling we, the acceleration drilling ai, or the distance drilling di. The analysis unit 7 is further configured to determine a position-based crossover strategy for the vehicles in the vehicle roof based at least on the crane profile of the vehicle fk. The vehicles in the vehicle stay are then regulated in accordance with the cross strategy.

The analysis unit 7 is according to an embodiment configured to generate a cross-strategy signal indicating the position-based cross-strategy, and to send via the unit 2 the cross-strategy signal to all vehicles in the vehicle stay after which the vehicles in the vehicle stay are regulated in accordance with the cross-strategy. According to another embodiment, the vehicles in the vehicle stay are regulated according to the crossover strategy as it is determined, which will be explained in more detail in the following.

A choir profile for the individual vehicle fk can thus be achieved by using an already existing choir profile designed by a predictive cruise control located in the vehicle or other external unit. Predictive cruise control, also called predictive cruise control, is a predictive control scheme with knowledge of some of the future disturbances, has the guard topography. An optimization is performed with respect to a criterion that involves a predicted future behavior of the system. An optimal solution soks has Over the problem Over a limited vag horizon, which phase by truncating the entire choir mission horizon. The wagon horizon is typically 2 km long.

The aim of the optimization is to minimize the required energy and time for the chore assignment, while keeping the vehicle's speed within a certain range.

The thinning can be performed with, for example, MPC (Model Predictive Control) or an LQR (Linear Quadratic Regulator) m.a.p. to minimize fuel consumption and time in a cost function J based on a non-linear dynamics and fuel consumption model for the vehicle fk, limits on control input signals and limits on the maximum absolute deviation Than the vehicle speed, for example 5 km / h. An example of how such an optimization can be performed is described in "Look-ahead control of heavy vehicles", E. Hellstrom, LinkOping University, 2010. A vehicle model that describes the main forces that affect a moving vehicle is described therein according to: dv rmotor Fbrems Fluftmotstdnd (V) FruIlning (a) Fgravitet (a) dt itifneif T (we, 6) - Fbroms - —1 CgAapc1192 - crmg cos a - mg sin a, (1) rw2 dar a denotes vagen sloping, CD and cr are characteristic coefficients, g denotes the gravitational force, Pa is the air density, r is the wheel radius, and it, if, no rif is transmission and gear-specific constants. The accelerating vehicle mass mt (m, Jw, Je, it, if, nt, gf) depends on the gross mass m, wheel inertia Jw, engine inertia Je, gearshift gear ratio and efficiency i'r1 as well as the final co-gear ratio and efficiency if, rip The predictive cruise control LAC the vehicle's speed increases in advance in front of a steep uphill slope which then at least partially obtains a higher average speed when the vehicle travels along the steep uphill slope. In the same way, the speed is reduced before the vehicle enters a steep downhill slope. The speed of the vehicle can be allowed to decrease to the minimum speed on an uphill slope and accelerate again lost speed until after the crown, i.e. pa plan vag. If the uphill slope is followed by a downhill slope, the speed can be kept at a lower level in the uphill slope to avoid braking on the downhill slope so that the vehicle's speed becomes too high and instead utilizes the potential energy the vehicle receives from its weight on the downhill slope.

Both time and fuel can be saved. 11 A smaller vagal slope a can be described as: al <a <dar kr Te (Ornax, we) —kfiq f => 0 Icf kfTe (cue) -kfiv7 f (di_m) -kir <0 a1 = is the steepest slope for which the speed can be maintained on an uphill slope with maximum engine torque, and al is the steepest slope for which a heavy vehicle can maintain a constant speed by rolling out and not having to brake. Steep slopes are defined as road segments with a slope outside the range in (2).

According to one embodiment, the system 4 comprises at least one horizon unit 5 and a corpus profile unit 6. The horizon unit 5 is configured to determine a vaginal horizon for at least one vehicle fk in the vehicle roof using position data and map data of a future vag, which contains one or more properties for the future vagen. The road horizon can be divided into different road segments. A property may be, for example, that a road segment on the horizon is classified as a steep uphill or downhill slope with a slope outside the range in (2). The carcass profile unit 6 is configured to determine a carcass profile for at least one vehicle fk in the vehicle stay based on the characteristics of the vag horizon, the carcass profile containing one or more drill cores bi and associated positions pi for the vehicle fk along the vagus horizon. The drilling values bi can be, for example, the speed drilling value vi, the acceleration drilling value ai, or the distance drilling value di. The system 4 can thus be configured to independently determine one or more carcass profiles for the vehicles in the vehicle stay, for example by the carcass profile unit 6 determining an optimal speed carcass profile in the same way as the LAC described above.

The function of the system 4 can be configured to be started as the scales have special properties such as a steep slope or small radius of curvature (a 12 narrow curve). These properties are reflected in the corpus profile son taken tam by the borvarden bi that are generated, and also as properties in the vag horizon. The vehicles in the vehicle stay usually follow a carriage speed, also called seat speed vset, which is the highest speed that the speed limit according to the carriage allows. On slopes, curves, etc., it may be appropriate to vary the speed in order to achieve industry savings or to improve or maintain safety. In a curve, it can be appropriate to slow down if the curve radius is small. A relationship that expresses how high the vehicle's speed can at most be based on the vehicle's mass and the curve radius can be used to calculate the vehicle's maximum speed in the curve. The LAC brings out the industry- and / or time-optimal drilling values bi in positions p, for example the speed drilling we, and these speed drilling we can thus vary Than set speed vset to achieve an industry sled and / or things driving. The analysis unit 7 is according to an embodiment configured to compare the velocity drill value vi with a set velocity vset and determine a difference Av between vi and vset. The analysis unit 7 is further configured to compare Av with a threshold value, and initiate the determination of the position-based cross strategy if Av Exceeds the threshold value. In this way, the vehicle roof can be regulated according to the common cross-strategy in selected situations or under special road segments, and in other cases the vehicles in the vehicle roof can be regulated based on their usual raft profile.

When the vehicle stay in its entirety has come out of the curve or is up or down the hill, all the vehicles in the vehicle stay can return to their normal raft profile.

Fig. 4A shows an example of the system 4, where the system 4 is located in the vehicle fk, for example the conductor vehicle f1. The system 4 can then be part of a control unit in the vehicle f1. The system 4 shown has comprise a horizon unit 5 and a raft profile unit 6 which provides a raft profile for the vehicle -11 to the analysis unit 7. Map data and position data are then sent, for example, via the internal network in the vehicle f1 to the horizon unit 5. Alternatively, an existing LAC in the vehicle car profile for the vehicle f1 to the analysis unit 7. The system 4 can instead be placed in an external unit such as a vague node or a computer system. Position data etc. can then be sent via V2I to the external device. According to the example schematically illustrated in Fig. 4A, the analysis unit 7 determines the course strategy that it is the raft profile of the vehicle f1 which is the selected raft profile of the entire vehicle stay. The cross strategy is communicated to the vehicles in the vehicle roof via a wireless signal. The driving strategy includes, for example, a message meaning that all vehicles in the vehicle roof, except the leader vehicle, must feed how the vehicle in front of the vehicle behavior behaves and adjust its speed accordingly in order to maintain the distance between the vehicles. For example, vehicles may use radar to determine the speed of the vehicle in front. In this way, the vehicles in the vehicle stay will follow the leader vehicle speed profile without having to be aware of the speed profile itself.

According to one embodiment, the vehicles in the vehicle roof are arranged in a certain order, so that the most limited vehicle is located at the front of the vehicle roof as the lead vehicle f1, and the remaining vehicles in descending order said that the least limited vehicle is located last in the vehicle roof. In this way, it can be ensured that all vehicles in the vehicle roof can withstand the corps profile of the leader vehicle. The most limited vehicle is, for example, the vehicle that has the largest mass, or least available engine torque, or a combination of! Dada.

According to one embodiment, the analysis unit 7 is configured to receive a raft profile for each of a plurality of vehicles in the vehicle stay. According to this embodiment, the analysis unit 7 is configured to analyze the carcass profiles in order to determine a selected carcass profile as a position-based crossover strategy for the vehicles in the vehicle stay. The selected raft profile can then, for example, be communicated to all vehicles in the vehicle stay, after which each individual vehicle in the vehicle stay will follow the same selected raft profile in the same positions.

Before the raft profile is communicated to the vehicles, the positions pi in the raft profile can be mapped to actual positions along the coming road, so that the vehicles in the vehicle stays can be regulated, for example speed controlled, according to the drill values bi in the same actual positions along the road. This applies to all embodiments hari. 14 There are different ways to determine a selected corps profile. For example, the selected driving profile can be determined to be the driving profile determined for the most limited vehicle in the vehicle stay. Exennpel on the most limited vehicle has been described above. The most limited vehicle can also be determined to be the vehicle that has the largest speed fluctuations in its body profile in and / or around an upcoming hill and / or curve. In order to determine which choir profile it is, that is, the selected choir profile, the analysis unit 7 is configured to determine a difference value Off for each choir profile which indicates the largest difference between a maximum velocity vmax and minimum velocity vmin, comparing the difference value Av for the different the choir profiles with each other and to determine a selected choir profile that has the largest difference value of based on the comparison. The maximum velocity vmax is one of the velocity drilling values we in the raft profile, and the min velocity vmin is one of the velocity drilling values we in the raft profile in and / or around an upcoming hill and / or curve.

Fig. 4B shows an example of the system 4, in which a carcass profile is determined for each vehicle in each vehicle fk. The chorus profiles are then sent to the analysis unit 7 to determine a position-based crossover strategy based on a selected chorus profile.

The analysis unit 7 is located in an external unit, and the various corpus profiles are sent to the analysis unit via V21 communication. After the analysis unit 7 has determined a selected body profile, the cross strategy is divided into the vehicles in the vehicle stay via V21 communication, i.e. one or more wireless signals. The crossover strategy includes, for example, a message with the inboard that all the vehicles in the vehicle stay in front of the leader vehicle must observe how the absent vehicle in the vehicle stay behaves and adjust its speed accordingly in order to maintain the distance between the vehicles. For example, vehicles may use radar to determine the speed of the vehicle in front. The crossover strategy also includes a message to the leader vehicle f1 that it must follow the selected corps profile, as well as the corps profile itself if it is not already the leader vehicle's corps profile. In this way, the vehicles in the vehicle stay will follow the selected speed profile without having to be aware of which vehicle speed profile they follow. Alternatively, the selected raft profile can be communicated to all vehicles in the vehicle stay, after which each individual vehicle in the vehicle stay will follow the same selected raft profile.

Fig. 4C shows a further example, in which the analysis unit 7 in the system 4 is located in a vehicle, has the conductor vehicle fi. Similar to the example in Fig. 4B, a body profile is determined for each vehicle in each vehicle fk. The corps profiles are sent via V2V communication to the analysis unit 7 or communicated to the analysis unit 7 to determine a position-based cross strategy based on a selected corpus profile. After the analysis unit 7 has determined a selected body profile, the driving strategy is communicated to the vehicles in the vehicle roof via V2V communication, i.e. one or more wireless signals, and via message or signal to the vehicle fk in which the analysis unit 7 is located, has fi. The cross strategy may have been the same as those in the example illustrated in Fig. 4B. The vehicles in the vehicle roof then regulate their speed according to the selected raft profile.

Fig. 4D shows an example of how a position-based strategy can be determined sequentially. Each vehicle fk is provided with an analysis unit 7k, or a part of the analysis unit 7. The last vehicle fN determines its body profile, and sends it to the analysis unit 7N-1 in the nearest remaining vehicle fN-1. The vehicle fN-1 determines its raft profile and the dead raft profiles are compared in the analysis unit 7N_1 to determine which of the raft profiles is most limited. The analysis unit 7 is thus configured to compare the difference value Ay sequentially. How it can be performed has been described previously. The most limited chore profile of the [Ada is then forwarded to the next nearest forward vehicle fN-2 for further comparison. After a final comparison in the leader vehicle, a selected corps profile that requires the greatest speed changes has been determined. The conductor vehicle follows this selected body profile, and the other vehicles in the vehicle roof follow directly the speed of the vehicle in front of the vehicle roof without further communication, for example by radar detection as explained earlier. Alternatively, the other vehicles in the vehicle stay can be notified of the same selected raft profile that they then follow. The analysis unit 7, the corpus profile unit 6 and the horizon unit 5 may comprise or consist of one or more processor units and one or more memory units. A processor unit can be a CPU (Central Processing Unit). A memory device may include a volatile and / or non-volatile memory, such as flash memory or RAM (Random Access Memory). The processor unit may be part of a computer or computer system, such as an ECU (Electronic Control Unit), in a vehicle 2.

Fig. 5 shows a flow chart of a method for regulating the vehicle stay as described above. The method can be implemented as a program code in a computer program P. In Figures 4A-4D the computer program is shown as part of the analysis unit 7, and the computer program P is thus stored on a memory unit which may be part of the analysis unit 7. The program code can cause the system 4 to execute some of the steps according to the method when it 'cars on a processor unit in the system 4. The method will now be explained with reference to the flow chart in Fig. 5. The method comprises providing a body profile for at least one vehicle fk in the vehicle roof along a vehicle horizon for the vehicle's future vehicle. , wherein the raft profile contains the drill bit bi and associated positions pi for the vehicle fk along the vag horizon (Al).

The drilling values bi can be, for example, the speed drilling value vi, the acceleration drilling value ai, or the distance drilling value di. According to one embodiment, the method comprises providing a vehicle profile for each of a plurality of vehicles in the vehicle roof. A raft profile can be provided, for example, by determining a wagon horizon for at least one vehicle fk in the vehicle roof with the aid of position data and map data of a future wagon, which contains one or more properties for the future wagon, and to determine a raft profile for at least one vehicle fk I the vehicle roof based on the properties of the horizon, the body profile containing the borehole bi and associated positions on the vehicle fk along the vaginal horizon. The method also includes determining a position-based crossover strategy for the vehicles in the vehicle stay based at least on the crane profile of the vehicle fk (A2).

Thereafter, the vehicles in the vehicle stay are adjusted in accordance with the position-based crossover strategy (A3). According to one embodiment sa (A3) comprises communicating the 17 position-based cross-strategy to all vehicles in the vehicle stay, after which the vehicles in the vehicle stay are regulated in accordance with the position-based cross-strategy.

According to one embodiment, (A1) comprises analyzing raft profiles to determine a selected raft profile as a position-based cross strategy for the vehicles in the vehicle stay.

The analysis can be performed, for example, by determining the claw profile including the velocity drill value vi, determining a difference value Av for each chore profile indicating the largest difference between a maximum velocity vmax and minimum velocity vmm, comparing the difference value Av for the different chore profiles with each other and determining a selected has the largest difference value Off based on the comparison. According to one embodiment, the step takes place to compare the difference values Av sequentially, for example in each vehicle.

According to one embodiment, the method comprises a step before step A1 or A2, which comprises that when the corpus profile comprises the velocity drill value we compare the velocity drill value vi with a set speed v position-based cross-strategy if Av exceeds the threshold value.

Other embodiments that can also be applied as a method have been described in connection with the description of the system. The invention also comprises a computer program product comprising the program code P stored on a computer readable medium for performing the method steps described. The computer program product may be, for example, a CD.

The present invention is not limited to the embodiments described above. Various alternatives, modifications and equivalents can be used. Therefore, the above-mentioned embodiments do not limit the scope of the invention, which is defined by the appended claims. 18

Claims (14)

Patent claims A system (4) may all control a vehicle stay comprising at least one conductor vehicle and a further vehicle each having a positioning unit (1) and a unit (2) for wireless communication, the system (4) comprising an analysis unit (7) which is configured all - receiving a raft profile for each of a plurality of vehicles fk in the vehicle roof Wigs a wagon horizon for the vehicle's future wagon, the habitual corps profile containing the drill guard bi with associated positions pi for each vehicle fk along the wagon horizon; - analyze said corps profiles for all to determine a selected corps profile as position-based crossover strategy for the vehicles in the vehicle roof, after which the vehicles in the vehicle crest are regulated in accordance with the position-based crossover strategy. 15 The system of claim 1, wherein the analysis unit (7) is configured to - generate a crossover strategy signal indicating the position-based crossover strategy, and - true crossover strategy signal to all vehicles in the vehicle stay, after which the vehicles in the vehicle stay are regulated in accordance with the position-based crossover strategy. The system (4) according to claim 1, wherein the drilling values b are the velocity drilling value vi and the analysis unit (7) is configured all: - determining a difference value Av for habit corps profile indicating the largest difference between a maximum velocity vmax and min velocity vmin; - compare the difference values Off for the different corpus profiles with each other; - determine a selected choir profile that has the largest difference value Av based on the comparison. 30 The system (4) according to claim 3, wherein the analysis unit (7) is configured by comparing the difference value Av sequentially. 19 The system (4) according to any one of the preceding claims, wherein the drilling values b 6r the speed drilling value v and the analysis unit (7) are configured - compare the speed drilling values vi with a set speed vset and determine a difference Av between vi and vset; - compare Av with eft threshold value, and initiate the determination of the position-based cross strategy if Av exceeds the threshold value. The system (4) according to any one of the preceding claims, which comprises: - a horizon unit (5) configured to define a vaginal horizon for at least one vehicle fk in the vehicle roof using position data and map data of a future vag, which contains one or more properties for the future road; a raft profile unit (6) configured to define a raft profile for at least one vehicle fk in the vehicle roof based on the characteristics of the vag horizon, the raft profile containing the drill guard! Di and associated positions pi for the vehicle fk along the vag horizon. A method of controlling a vehicle train comprising at least one conductor vehicle and a further vehicle each having a positioning unit (1) and a unit for wireless communication (2), the method comprising: - providing a vessel profile for each of a plurality of vehicle fk in the vehicle roof along a vag horizon father the vehicle's future vag, whereby habit corps profile inneWaller borvarden la; and associated positions pi for each vehicle fk along the vagus horizon; - analyze said crane profiles in order to determine a selected crane profile as a position-based crossover strategy for the vehicles in the vehicle stage, after which the vehicles in the vehicle crest are regulated in accordance with the position-based crossover strategy. The method of claim 7, comprising aft communicating the position-based crossover strategy to all vehicles in the vehicle stay, The method of claim 7, wherein the drilling values [Di is the velocity drilling value vi and the analysis include 1. determining a difference value AN / far vane kOr profile that indicates the largest difference between a maximum velocity vma, and a minimum velocity vmin; 2. compare the difference values Off for the different corpus profiles with each other; - determine a selected choir profile that has the largest difference value Av based on the comparison. The method of claim 9, wherein the step of comparing the difference values occurs sequentially. The method according to any one of claims 7 to 10, wherein the drill values bi are the velocity bore vi and the method further comprises - comparing the velocity bore vi with a set velocity vset and determining a difference v between v and vset; 1. compare to / with a threshold value, and initiate the determination of a position-based cross-strategy if v exceeds the threshold value. The method according to any one of claims 7 to 10, which comprises providing a raft profile by: - determining a wagon horizon for at least one vehicle fk in the vehicle roof using position data and map data of a future wagon, which contains one or more properties for it. future road, - determine a carcass profile for at least one vehicle fk in the vehicle roof based on the characteristics of the horizon, the carcass profile containing the drill bit bi and associated positions pi for the vehicle fk along the carriageway horizon. Computer program (P) in a system (4), wherein said computer program (P) comprises program code for causing the system (4) to perform some of the steps according to claims 7 to 12. 21 A computer program product comprising a program code stored on a, by a computer & but, medium for performing the method steps according to any one of claims 7 to 12. 22 1/4