• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    the present invention relates to a method for transformation between a combination of a long vehicle (10) and a platoon (12) in motion. the present invention also relates to vehicles (14a? b; 14b-c) for such a method.
    公开号:BR112019018301A2
    申请号:R112019018301-9
    申请日:2017-03-06
    公开日:2020-03-31
    发明作者:Blomstrand Jesper；Laine Leo
    申请人:Volvo Truck Corporation；
    IPC主号:
    专利说明:

    METHOD FOR TRANSFORMATION BETWEEN A LONG VEHICLE COMBINATION AND A MOVING PELOTON
    TECHNICAL FIELD [0001] The present invention relates to a method for transformation between a combination of a long vehicle and a moving platoon. The present invention also relates to vehicles for such a method. The present invention can be applied to heavy commercial vehicles, such as trucks.
    BACKGROUND [0002] The automotive industry, research industry and others have explored possibilities for tractioning road vehicles in a so-called platoon with small spaces of time primarily in such a way as to save fuel, but also to decrease driver workload and road footprint. (road footprint). The small amount of time is enabled by vehicle-to-vehicle communication (V2V) and longitudinal control automation. The level of both longitudinal and lateral control can differ between different platoon concepts and road environments.
    [0003] Another concept is that of long vehicle combinations, in which several vehicles are mechanically coupled together one after the other. A long vehicle combination can have a benefit from a personnel perspective, for example, a driver driving two or three full 40-foot containers, which reduces driver costs. From an aerodynamic perspective the closer the vehicles can be
    Petition 870190086390, of 9/3/2019, p. 5/50
    2/29 pulled, less air drag is generated, and fuel costs can be reduced.
    [0004] US patent application document number 2011/0270520 (Kronenberg) presents methods for connecting two or more vehicles to achieve reduced aerodynamic drag while vehicles are traveling on the road. US patent application document number 2011/0270520 presents
    that the system link can to connect and disconnect the vehicles while the same They are in movement. 0 coupling (the connection) between vehicles in driving and in drag can be unplugged by both the drivers as desired, especially when at conditions in
    operation requires individual vehicle handling, such as in tight corners (tight curves) and weighing stations. In addition, the linkage system can include a programmable adaptive cruise control system to bring vehicles to be linked for close proximity and alignment with each other before activating an arm positioned over the drag vehicle. In addition, an energy source operatively associated with the arm can be automatically controlled by an automatic alignment system comprising an RF signal generator attached to one or embedded in a passive member on the driving vehicle, and an RF signal receiver and a microprocessor operatively connected to the power source and attached to one or embedded in an active member that includes the arm. However, it can be difficult to use adaptive cruise control - which typically depends on (counting on) a
    Petition 870190086390, of 9/3/2019, p. 6/50
    3/29 radar looking forward over the drag vehicle to get the vehicles close enough to connect, unless conditions are ideal, such as a long, straight road with no up or down slopes and with no traffic in front of the driving vehicle that suddenly brakes.
    SUMMARY [0005] An objective of the present invention is to provide an improved, precise and / or robust method and vehicles for automatic mechanical coupling / uncoupling in relation to a long vehicle combination.
    [0006] In accordance with a first aspect of the present invention, the objective is achieved by a method in accordance with the accompanying independent patent claim 1. In accordance with a second aspect of the present invention, the objective is achieved by a vehicle in accordance with the accompanying independent patent claim. In accordance with a third aspect of the present invention, the objective is achieved by a vehicle in accordance with the accompanying independent patent claim.
    [0007] In accordance with the first aspect of the present invention, there is provided a method for transformation between a long vehicle combination and a moving platoon, wherein the long vehicle combination comprises a plurality of vehicles mechanically coupled together one after the other , a method that comprises the steps of: detection that the long vehicle combination is approaching a first section of road ahead, first section of road that stipulates
    Petition 870190086390, of 9/3/2019, p. 7/50
    4/29 decoupling the vehicles from the long vehicle combination to form the platoon; automatically decoupling the vehicles from each other while the vehicles are in motion to form the platoon before reaching the first section of road; platoon traction through the first section of road; detection of a second section of road that stipulates coupling with vehicles in the platoon to form the long vehicle combination; a vehicle in the platoon immediately in front of a next vehicle in said platoon sending information to the next vehicle via vehicle-to-vehicle wireless communication, information that indicates the position and speed of a rear automatic vehicle coupling device immediately ahead; based at least on the position and speed indicated in the information sent, traction autonomously from the next vehicle in such a way that the vehicle's automatic rear coupling device immediately in front of the next vehicle is within an operational range of a front coupling element next vehicle; while in motion and when the rear automatic coupling device is within the operational range, the next vehicle automatically adjusts a front coupling device including said front coupling element in such a way that the position of the front coupling element matches (corresponds to) position of the rear automatic coupling device as indicated in the information sent; and coupling automatically together with the next vehicle and the vehicle immediately ahead while the vehicles are in
    Petition 870190086390, of 9/3/2019, p. 8/50
    5/29 movement to form at least part of the long vehicle combination.
    [0008] Part of the present invention is based on the understanding that through the information sent to the next vehicle via vehicle-to-vehicle wireless communication, the next vehicle can closely approach the vehicle immediately ahead before automatic coupling, even under non-ideal road conditions. In addition, by sending the position of the rear automatic coupling device from the vehicle immediately ahead to the next vehicle, the next vehicle can readily adjust its front coupling device in such a way that automatic coupling can be performed while in motion. Additionally, by transforming to / from a platoon, the following vehicles can automatically follow the driving vehicle also when not coupled together with the long vehicle combination.
    [0009] Each following vehicle may comprise a driver feature adapted to adjust the front coupling device. The driver feature may, for example, comprise at least one hydraulic cylinder or the like connected between the front coupling device and the chassis of the next vehicle. The front coupling device may, for example, be a drawbar, and the front coupling element may, for example, be a drawbar eye (draw rod).
    [0010] The trigger feature can be adapted to laterally adjust the coupling device
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    Front 6/29.
    [0011] The driver feature can (also) be adapted to adjust the front coupling device vertically. Alternatively, the vertical position or height of the front coupling element can be adjusted via the air suspension of the next vehicle.
    [0012] Each following vehicle may comprise a feature adapted to adjust the length of the front coupling device. The front coupling device can, for example, be telescopic, and the feature adapted to adjust the length of the front coupling device can, for example, be pneumatic or include a gear wheel and gear rack.
    [0013] The minimum and maximum adjustment (lateral, vertical, length) of the front coupling device can determine the previously mentioned operational range of the front coupling element.
    [0014] The method may additionally comprise the step of: shortening the length of the front coupling device while tractioning as the long vehicle combination, to additionally reduce aerodynamic drag.
    [0015] Each next vehicle can be adapted to estimate the position of its front coupling element based on the direction of the next vehicle, in the position of a part of the next vehicle as determined by a navigation system of the next vehicle, a model of vehicle representing the next vehicle, a first angle representing an adjustment
    Petition 870190086390, of 9/3/2019, p. 10/50
    7/29 side of the front coupling device, a second angle representing any vertical adjustment of the front coupling device, the length of the front coupling device, and a related height for the front coupling device. The direction of the next vehicle can be determined by the navigation system. The navigation system may, for example, be a GPS navigation system (Global Positioning System). Such a system is typically readily available in the next vehicle. The vehicle type may be a similar vehicle model in which a related coupling position for the front coupling device is defined. Linear vehicle models are known per se, see, for example, international patent application document number WO 2014/185828 A1, the content of which is incorporated herein by reference. The first angle can be the angle between the front coupling device and the direction of the next vehicle. The second angle can be the angle between the front coupling device and the road surface. The first angle and the second angle can, for example, be determined using one or more sensors or based on the state of the aforementioned triggering resources. The height of the front coupling device can, for example, be the height of the front coupling element, in the case where the front coupling device is not vertically adjustable, where the height can be estimated based on the entry from the height sensor of the next vehicle and a pre-shift (offset)
    Petition 870190086390, of 9/3/2019, p. 11/50
    8/29 determined between the height level sensor and the front coupling element. Alternatively, in the case where the front coupling device is vertically adjustable, the height of the front coupling device can be the height of a point where the front coupling device is connected on the chassis of the next vehicle, height that can be estimated with base on entry from a next vehicle height level sensor and a predetermined deviation between the height level sensor and this point.
    [0016] Based on the above, the position of the front coupling element can be calculated using trigonometry.
    [0017] Similarly, each vehicle immediately ahead can be adapted to estimate the position of its front coupling device based on the direction of the vehicle immediately ahead, the position of a part of the vehicle immediately ahead as determined by a system of vehicle navigation immediately ahead, a vehicle type representing the vehicle immediately ahead, the height of the rear automatic coupling device, and in the case where the vehicle immediately ahead is an articulated vehicle, at least one angle of articulation of the vehicle immediately ahead as detected by at least one articulation angle detection feature of the vehicle immediately ahead.
    [0018] Each vehicle immediately ahead can comprise at least two independent resources for determining its speed. In this way, even if
    Petition 870190086390, of 9/3/2019, p. 12/50
    9/29 one of the systems fails, the next vehicle can receive the correct speed allowing it to drive safely in such a way that the vehicle's automatic rear coupling device immediately ahead is within the previously mentioned operating range. The at least two independent resources can be selected from the group comprising: a speed sensor active in transmission, a navigation system, and one or more speed sensors.
    [0019] The method may additionally comprise the step of: a vehicle driving the platoon sending an acceleration or deceleration request to the next vehicles in the platoon via vehicle-to-vehicle wireless communication. The acceleration or deceleration request sent via vehicle-to-vehicle wireless communication can enable a next vehicle to safely drive within the aforementioned operating range, even if the operating range results in relatively short progress between the next vehicle and the vehicle immediately ahead and even if the speed is relatively high.
    [0020] The information sent from the vehicle immediately ahead to the next vehicle may include directing the rear automatic coupling device of the vehicle immediately ahead. This direction determines for the next vehicle the possibility to judge whether the direction is within the operational range of the front coupling element. If not, the road curvature may be too large for automatic coupling at that
    Petition 870190086390, of 9/3/2019, p. 13/50
    10/29 moment and speed, or the vehicle immediately ahead is not well positioned on the lane for automatic coupling at speed.
    [0021] The first section of road can be at least a bridge, a roundabout (a roundabout, a roundabout), and a curve (a return). Bridges can have weight limitations. By transforming the long vehicle combination to a platoon before the bridge, in which distances between platoon vehicles can be longer than in the long vehicle combination, vehicles can pass the bridge without exceeding the weight limitation. After the bridge, the long vehicle combination can be automatically reformed on the move, to optimize fuel efficiency. Likewise, roundabouts or curves typically have width limitations. By transforming the long vehicle combination into a platoon before the roundabout or curve, a platoon that may have a swept path width when turning (turning, returning) that is less wide than the swept path width within the long vehicle combination, vehicles can appropriately pass the roundabout or curve. After the roundabout or curve, the long vehicle combination can be automatically reformed on the move, to optimize fuel efficiency.
    [0022] The method can additionally comprise the stage of planning a distance between vehicles between subsequent vehicles based on the first section of road ahead, in which the platoon is pulled through the first section of road with the planned (s) ( s) distance (s) between vehicles. In the event that the first
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    11/29 road section ahead is a bridge, the distance between vehicles can, for example, depend on the weight limitation mentioned above. In the event that the first section of road ahead is a roundabout or a sharp curve, the distance between vehicles may, for example, depend on the aforementioned width limitation.
    [0023] At least one of the automatic decoupling and automatic coupling can be performed while pulling at a safe speed. Safety speed can be related to, for example, current (current) road condition, where depleted road condition can bring the next safety speed to zero speed, while smooth road condition without curves and hills can lead to highest safety speed. The safety speed may alternatively or in addition depend on the performance of the vehicles. For example, the lowest acceleration / deceleration capacity between vehicles can determine the safety speed. The safety speed can ensure that the adjustment of the front coupling device has the ability to move as fast as expected disturbances. The safety speed can, for example, be in the range of 10 km / h - 30 km / h, 30 km / h - 50 km / h or 50 km / h - 70 km / h.
    [0024] Automatic coupling can be performed while pulling on a straight road, to facilitate automatic coupling.
    [0025] The automatic coupling can start with the vehicle immediately behind the driving vehicle of the platoon coupling to the driving vehicle of the platoon.
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    12/29
    Then, the following vehicle can be coupled to the vehicle immediately behind the driving vehicle, and so on. In this way, only one vehicle needs to change its relative speed during coupling, and a vehicle that does not have to pull other vehicles when approaching the vehicle immediately ahead.
    [0026] Similarly, automatic decoupling can start with the last vehicle of the long vehicle combination decoupling from the vehicle immediately ahead. Then, the penultimate vehicle can be decoupled, and so on.
    [0027] Each vehicle after the vehicle driving the combination of long vehicle or platoon can be an autonomous vehicle. Autonomous here means that the vehicle is driverless, that is, this vehicle can drive without human intervention. At least one vehicle after the driving vehicle of the long vehicle or platoon combination can, for example, be an autonomous dolly and semi-trailer combination. The autonomous trailer may be an electric vehicle comprising an electric motor for propulsion, a source of energy (battery) for the electric motor, a trailer coupling device, steering capacity, braking capacity, but not a cab.
    [0028] In accordance with the second aspect of the present invention, a vehicle is provided comprising: an automatic rear coupling device; a control unit adapted to estimate the position of the rear automatic coupling device while the vehicle is in motion; and resource
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    13/29 communication adapted for sending information in wireless mode indicating the estimated position and speed of the rear automatic coupling device for a next vehicle. This aspect may exhibit the same or similar characteristics and / or technical effects as the first aspect of the present invention, and vice versa.
    [0029] In accordance with the third aspect of the present invention, a vehicle is provided comprising: a front coupling device including a front coupling element; a control unit adapted to estimate the position of the front coupling element while the vehicle is in motion; communication resource adapted to receive information in wireless mode from a vehicle immediately ahead, information that indicates the position and speed of a rear automatic coupling device of the vehicle immediately ahead; autonomous traction feature adapted to traction the vehicle based on at least the position and speed in the information received in such a way that the rear automatic coupling device of the vehicle immediately ahead is within an operational range of a front coupling element; and feature adapted to automatically adjust the front coupling device while in motion and when the rear automatic coupling device is within the operational range, such that the position of the front coupling element matches (corresponds to) the position of the automatic rear coupling as indicated in the information received. This aspect may exhibit the same or similar characteristics and / or
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    14/29 technical effects such as the first aspect and / or the second aspect of the present invention, and vice versa.
    [0030] It should be noted that the vehicles of the second aspect and the third aspect can be interrelated: the vehicle of the accompanying independent patent claim 20 can be a vehicle immediately ahead in the combination of long vehicle or platoon, while the vehicle of the claim accompanying independent patent 21 may be a next vehicle in the vehicle of the long vehicle or platoon combination.
    [0031] Additional advantages and advantageous features of the present invention are presented in the description below and in the accompanying dependent patent claims.
    BRIEF DESCRIPTION OF THE DRAWINGS [0032] With reference to the Drawings of the accompanying Figures, below is a more detailed description of embodiments of the present invention cited as examples. In the Drawings of the accompanying Figures:
    [0033] Figure 1 is a schematic side view of a combination of long vehicle and platoon in accordance with an embodiment of the present invention;
    [0034] Figure 2a-c illustrates a front coupling device for a vehicle of the long vehicle combination / platoon of Figure 1;
    [0035] Figure 3 is a flow chart of a method in accordance with an embodiment of the present invention; and:
    [0036] Figure 4 illustrates linear vehicle models of two vehicles from the platoon of Figure 1.
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    15/29
    DETAILED DESCRIPTION OF EXEMPLIFICATIVE EMBODIMENTS OF THE INVENTION [0037] Figure 1 is a schematic side view of a combination of long vehicle (10) and platoon (12) in accordance with an embodiment of the present invention. In Figure 1, the combination of long vehicle (10) and platoon (12) comprises three vehicles (14a-c), but the number of vehicles could generally be two or more. The vehicles (14a-c) include a driving vehicle (14a) and two following vehicles (14a-c). The vehicle (14c) is the last vehicle. Each vehicle (14a-b) can also be referred to as a vehicle immediately ahead [of vehicle (14b) and (14c), respectively]. It is appreciated that the middle vehicle (14b) is both a next vehicle [with respect to the driving vehicle (14a)] and a vehicle immediately ahead [with respect to the last vehicle (14c)].
    [0038] The illustrated driving vehicle (14a) is a combination tractor and semi-trailer (semi-trailer), but it could alternatively be a truck, etc. The driving vehicle (14a) can be at least partially manually pulled by a driver (not shown). Alternatively, the driving vehicle (14a) can be an autonomous vehicle.
    [0039] Each next vehicle (14b-c) illustrated is an autonomous (dolly) cart (without driver, self-pulled) and a combination of semi-trailer (semi-trailer). The autonomous trailer is symbolized by the reference numeral (16). The autonomous trailer (16) can be an electric vehicle comprising an electric motor for propulsion, a source
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    16/29 energy (battery) for the electric motor, a trailer coupling device (trailer) [for example, including a fifth wheel for coupling for the semi-trailer (semitrailer)], steering capacity, and braking capacity. The autonomous trailer (16) has no cab.
    [0040] Each of the vehicle immediately ahead (14a-b) comprises a rear automatic coupling device (18), a control unit (21) for determining speed (for example, including a speed sensor active in transmission or at least one wheel speed sensor), a navigation system (22) (for example, GPS '), a height level sensor (24), and a communication feature (26). In the case where the vehicle immediately ahead (14a-b) is an articulated vehicle, such as the previously mentioned combination of tractor and semi-trailer (semi-trailer) or the autonomous trailer and combination of semi-trailer (semi-trailer), it can also comprise a hinge angle detection feature (28), for example, a hinge angle sensor. Automatic trailer couplings are available per se, for example, VGB MFC [Multo Function Coupling] from VGB.
    [0041] Each of the following vehicle (14b-c) comprises a front coupling device (30) including a front coupling element (32), a control unit (34), a navigation system (36) (for example , GPS), a height level sensor (38), communication feature (40), and autonomous traction feature (42).
    [0042] The front coupling device
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    17/29 (30) is shown in greater detail in Figures 2a-c. The front coupling device (30) here is a drawbar, and the front coupling element (32) is a drawbar eye fixedly arranged at one end of the drawbar (30). The opposite end of the drawbar (30) can be connected to the chassis (44) of the next vehicle (14b-c) at the point (46). The point (46) can be a joint. The next vehicle (14b-c) additionally comprises a driving feature adapted to adjust the drawbar (30). The driver feature here comprises two hydraulic cylinders (48a-b) arranged in formation in (V) and connected between the drawbar (30) and the chassis (44). By means of the actuating feature (48a-b), the drawbar (30) can be adjusted laterally and vertically, as illustrated by the arrows (50) and (52), respectively. The lateral adjustment (a) can, for example, be from -30 degrees to 30 degrees, while the vertical adjustment (β), for example, can be from -5 degrees to 30 degrees. The next vehicle (14b-c) additionally comprises a feature (54) adapted to adjust the length of the drawbar (30), as illustrated by the arrow (56). The adjustable length (L) of the drawbar (30) can, for example, be from 0.6 m to 1.2 m. The drawbar (30) can, for example, be telescopic, and the feature (54) can include a gear wheel and gear rack. The resource (54) can, for example, be arranged inside the drawbar (30), or outside the drawbar (30). Instead of a telescopic drawbar, the front coupling device (30) can be retractable relative to the chassis (44) of said vehicle
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    Next 18/29 (14b-c). The minimum and maximum values for lateral adjustment (a), vertical adjustment (β), and adjustable length (L) determine an operating range (volume) (66) of the front coupling element (32).
    [0043] With reference to Figure 3, vehicles (14a-c) can initially drive as the long vehicle combination (10) [step (S0)], in which vehicles (14a-c) are mechanically coupled together after another. When pulling as the long vehicle combination (10), the driving vehicle (14a) can be the master (driver, main) while the following vehicles (14b-c) are slaves, meaning that the driving vehicle (14a) you can control at least some functions of the following vehicles (14b-c).
    [0044] While tractioning as the long vehicle combination (10), the length of the front coupling device (30) can optionally be shortened [step (Sl)] compared to an initial length, by means of which the distances between vehicles in the long vehicle combinations (10) are reduced, to reduce aerodynamic drag and optimize for high speed. The length of the coupling device
    front (30) can, for example, be shortened by 0.5 m - 1 m. [0045] On step (S2), is detected that combination vehicle long (10) is approaching of a
    first road section (58) ahead, first road section (58) which mechanically stipulates vehicle decoupling (14a-c) from the long vehicle combination (10) to form the platoon (12). The first road section (58)
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    19/29 can, for example, be a bridge, a roundabout or a sharp curve. The bridge may have a weight limitation, and the roundabout or sharp curve may have a width limitation. Both limitations can make it inappropriate to pull through the first road section (58) as the long vehicle combination (10). The long vehicle combination (10) can, for example, receive information about the first road section (58) ahead via vehicle-to-vehicle infrastructure communication (V2I) using the communication feature (26) ), for example, from the driving vehicle (14a). Alternatively, the information can be retrieved from the navigation system (22), for example, from the driving vehicle (14a). The information may include the previously mentioned weight or width limitation.
    [0046] Distances between vehicles (60) between subsequent vehicles (14a-b); (14b-c) can be planned in step (S3) based on the first road section (58) ahead. The distances between vehicles (60) can, for example, depend on the aforementioned weight or width limitation. The distances between vehicles (60) can be planned using the control unit (20), for example, the driving vehicle (14a). The long vehicle combination (10) can also be implemented for a safe speed.
    [0047] Then, in step (S4), vehicles (14a-c) are automatically and mechanically decoupled from each other while vehicles (14a-c) are in motion to form the platoon (12) before reaching the first road section (58). Automatic decoupling
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    20/29 preferably starts with the last vehicle (14c) of the long vehicle combination (10) decoupling from the penultimate vehicle (14b), after which the vehicle (14b) is uncoupled from the driving vehicle (14a ). As each next vehicle (14b-c) is decoupled, this vehicle swaps from slave to master. Automatic decoupling can be performed while pulling at safety speed.
    [0048] After that, the platoon (12) pulls through the first road section (58) in step (S5), preferably with the planned distances between vehicles (60).
    [0049] In step (S6), a second road section (62) that stipulates coupling together with the vehicles (14a-c) of the platoon (12) to (re-) form the long vehicle combination (10) is detected. The second road section (62) can, for example, be a straight road or a road with no sharp turns, such as a highway, or a downhill on which the tonnage of the long vehicle combination (10) can be beneficial in such a way recover energy from braking. The platoon (12) can, for example, receive information about the second road section (62) via vehicle-to-vehicle infrastructure communication (V2I) using the communication feature (26), for example, of the driving vehicle (14a). Alternatively, the information can be retrieved from the navigation system (22), for example, from the driving vehicle (14a). The platoon (12), for example, the driving vehicle (14a), can predict that (re) formation of the vehicle combination
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    21/29 long (10) is suitable for simulation ahead (in advance), for example, 1.5 km ahead.
    [0050] In step (S7), a vehicle (14a-b) immediately ahead sends information (64) to a next vehicle (14b-c) via vehicle-to-vehicle communication in wireless mode. The information (64) can, for example, be sent using the communication resource (26), and the information (64) can be received on the next vehicle (14b-c) using the communication resource (40). The information (64) indicates or includes the position and speed of the rear automatic coupling device (18) of the vehicle (14a-b) immediately ahead. The speed of the rear automatic coupling device (18), which is equal to the speed of the vehicle (14a-b) immediately ahead, can be provided by the feature (21) and the navigation system (22), for increased safety . The position can be estimated as described here below.
    [0051] Based on (at least) the position and speed in the information sent (64), the next vehicle (14b-c) is autonomously driven [stage (S8)] through the autonomous traction feature (42), from such that the rear automatic coupling device (18) of the vehicle (14a-b) immediately ahead is within the operational range (66) of the front coupling element (32) of the next vehicle (14b-c). The operating band (66) is moving in which it in absolute terms moves along with the traction vehicle (14b-c).
    [0052] As for speed, the next vehicle
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    22/29 (14b-c) typically first increases its speed to get closer to the vehicle (14a-b) immediately ahead. The speed can then be gradually reduced, so that this speed finally matches (corresponds to) the indicated speed of the rear automatic coupling device (18) of the vehicle (14a-b) immediately ahead, when the coupling device rear automatic (18) is within the operating range (66).
    [0053] As for the position, said next vehicle (14b-c) is pulled in such a way that the indicated position of the rear automatic coupling device (18) of the vehicle (14a-b) immediately ahead is within (the volume of) operating range (66) of the front coupling element (32).
    [0054] The driving vehicle (14a) can also send an acceleration or deceleration request (63) to the next vehicles (14b-c) via vehicle-to-vehicle communication in wireless mode, using the communication features (26 , 40). The acceleration or deceleration request (63) can enable the next vehicle (14b-c) to safely drive within the operating range (66), even if the operating range (66) results in relatively short progress [distance between vehicles (60)] and even if the speed is relatively high. For example, an operating range (66) of 0.6 m and a vehicle speed of 20 m / s can result in a maximum allowable communication delay of 0.6 / 20 = 30 ms, while the effective communication delay for V2V communication can be
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    23/29 just 10 ms - 20 ms. Therefore, the communication delay of V2V communication is so short that safe emergency braking can be ensured within the operational range (66). V2V communication can, for example, be based on WLAN, such as the IEEE802.11p standard. In addition, each following vehicle (14b-c) can send data considering its performance to the driving vehicle (14a), in which the acceleration or deceleration request (63) can be adapted accordingly. Performance can, for example, be maximum and minimum capacities in acceleration, thrust (jolting), speed, etc., and can be used by the driving vehicle (14a) to establish (adjust, define) which acceleration or deceleration requirements maximum and minimum (63) that can be sent.
    [0055] While the next vehicle (14b-c) is in motion and when the rear automatic coupling device (18) is within the operating range (66), the next vehicle (14b-c) automatically adjusts [step (S9) ] its front coupling device (30) in such a way that the position of the front coupling element (32) matches (corresponds to) the position of the rear automatic coupling device (18) of the vehicle (14a-b) immediately ahead, where the last position is indicated in the information (64). The position is preferably three-dimensional [for example, the position can be described by three coordinates (X, Y, Z) in a coordinate system]. The position may be moving, meaning that in absolute terms it moves along with the traction vehicles (14a-c).
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    24/29 [0056] With additional reference to Figure 4, each vehicle (14a-b) immediately ahead can estimate the positions (X2, Y2, Z2) of its rear automatic coupling device (18) based on the direction (θι), the vehicle (14a-b) immediately ahead as determined by the navigation system (22), the positions (Xi, Yi) of a part of the vehicle (14a-b) immediately ahead as determined by the navigation system (22), a linear single-track vehicle model representing the vehicle (14a-b) immediately ahead, the height (Z 2 ) of the rear automatic coupling device (18), and - in the case where the vehicle (14a -b) immediately ahead is an articulated vehicle - at least one angle of articulation (Φ) of the vehicle (14a-b) immediately ahead as detected by the articulation angle detection feature (28).
    [0057] The linear vehicle model representing the driving vehicle (14a) in Figure 4 defines so-called equivalent wheel bases (L eq i, L eq 2) of the tractor and the driving vehicle's semi-trailer (semi-trailer) ( 14a). Additionally, the linear vehicle model defines a first coupling position (Ci) representing a mechanical coupling (typically a fifth wheel / kingpin) between the tractor and the semi-trailer (semi-trailer), and a second coupling position (C2) representing the rear automatic coupling device (18) of the driving vehicle (14a). Each coupling position (C x ) is expressed as a relative linear distance to a wheel base equivalent.
    [0058] The positions (X 2 , Y2) of the control device
    Petition 870190086390, of 9/3/2019, p. 28/50
    25/29 rear automatic coupling (18) in the plane (XY) (typically a horizontal plane or a plane parallel to the road surface) in Figure 4, where the articulation angle (Φ) between the tractor and the semi-trailer (semitrailer ) of the driving vehicle (14a) is zero, it is:
    X 2 X1 (L and qi - Cx + l J eq 2 + C 2 ) * sen Θ1 Y 2 = Yi - (L eql - Cx + l J eq 2 + C 2 ) * cos Θ1
    [0059] The height (Z 2 ), typically the vertical position, can, for example, be estimated based on the input from the height level sensor (24) and a predetermined deviation (displacement) between the sensor height level (24) and the rear automatic coupling device (18), see the insertion in Figure 4.
    [0060] The information (64) sent from the vehicle (14a-b) immediately ahead to the next vehicle (14b-c) can additionally include the direction of the rear automatic coupling device (18). The direction of the rear automatic coupling device (18), which is the same here for the direction of the semi-trailer (trailer) of the driving vehicle (14a), is (θ - Φ). In Figure 4, the direction of the rear automatic coupling device (18) is approximately 15 degrees - 0 degrees = 15 degrees.
    [0061] Additionally, each of the next vehicle (14b-c) can estimate the positions (X 4 , Y 4 , Z 4 ) of its front coupling element (32) based on the direction (θ 2 ) of the next vehicle (14b-c) as
    Petition 870190086390, of 9/3/2019, p. 29/50
    26/29 determined by the navigation system (34), the positions (X3, Y3) of a part of the next vehicle (14b-c) as determined by the navigation system (34), a linear single track vehicle model representing the following vehicle (14b-c), a first angle (a) representing a lateral adjustment of the front coupling device (30), a second angle (β) representing any vertical adjustment of the front coupling device (30), and the length ( L) of the front coupling device (30), and a related height (H) for the front coupling device (30).
    [0062] The linear vehicle model representing the next vehicle (14b-c) in Figure 4 defines a coupling position (C3), related to the front coupling device (30), namely the point (46) where the front coupling device (30) is connected to the chassis (44) of the next vehicle (14b). Additionally, the first angle (a) is the angle between the front coupling device (30) and the direction of the next vehicle (14a), while the second angle (β) is the angle between the front coupling device (30) and the road surface [flat (XY)].
    [0063] At positions (X 4 , Y 4 ) of the device in front coupling (30) in plan (XY) in Figure 4 areX 4 = x 3 + C3 * sen θ2 + (L * cos β) * cos (90 - 02 + The) Y 4 = Y 3 - c 3 * COS Θ2 + (L * cos β) * sen (90 - 02 + The)
    [0064] The height (Z 4 ) (typically the vertical position) of the front coupling element (32) can be calculated based on a height (H) of point 46, the
    Petition 870190086390, of 9/3/2019, p. 30/50
    27/29 length (L) and the second angle (β):
    Z 4 = H + L * sen β [0065] The height (H) can be estimated based on the input from the height level sensor (38) and a predetermined deviation (displacement) between the level sensor height (39) and point (46).
    [0066] As previously mentioned, in step (S9), the next vehicle (14b-c) automatically adjusts its front coupling element (32) in such a way that the positions (X 4 , Y 4 , Z 4 ) of the front coupling (32) match the (correspond to) positions (X 2 , Y2, Z 2 ) of the rear automatic coupling device (18) of the vehicle (14a-b) immediately ahead. Namely, the front coupling device (30) is adjusted so that the distances (dx, dy, dz) are removed, for example, using a PID controller [roportional - integral - derivative] (derivative - integral - proportional) ) of each next vehicle (14b-c). The PID controller can be separated (not shown), or it could be incorporated in the control unit (34).
    [00 67] Additionally, in the event that the information (64) sent from the vehicle (14a-b) immediately ahead to the next vehicle (14b-c) includes the direction of the rear automatic coupling device (18) of the vehicle (14a-b) immediately ahead, the next vehicle (14b-c) can be adapted to judge whether the steering is within the operating range (66) of the determined front coupling element (32)
    Petition 870190086390, of 9/3/2019, p. 31/50
    28/29 the possible lateral adjustment (α). If not, the present road curvature may be too large for automatic coupling at that moment and speed, or the vehicle (14a-b) immediately ahead is not well positioned in the lane for automatic coupling at speed.
    [0068] It is appreciated that the information (64) in step (S7) can be sent continuously, for example, from the vehicle (14a) to the vehicle (14b) while the vehicle (14b) drives in step (S8) and while it adjusts its front coupling device (30) [step (S9)], as indicated by the clamp in Figure 3. Similarly, the positions of the rear automatic coupling device (18) and the front coupling element (32) can be estimated continuously.
    [0069] In step (S10), once the position of the front coupling element (32) will match (come to correspond to) the position of the rear automatic coupling device (18) of the vehicle (14a-b) immediately ahead, the next vehicle (14b-c) and the vehicle (14a-b) immediately ahead are automatically and mechanically coupled together while in motion to (re-) form at least part of the long vehicle combination (10). That is, the front coupling element (32) is mechanically connected to the rear automatic coupling device (18). As each next vehicle (14b-c) is (re-) coupled, it swaps from master to slave. Preferably, automatic coupling begins with the vehicle (14b) coupling to the driving vehicle (14a). What does it mean
    Petition 870190086390, of 9/3/2019, p. 32/50
    29/29 that is, the steps (S7 - S10) can be performed for vehicles (14a) and (14b), to form a part of the long vehicle combination (10). Then, the steps (S7 - S10) can be performed for vehicles (14b) and (14c), through which the complete long vehicle combination (10) is formed. There may also be some overlap: step (S8) can, for example, be performed for vehicles (14b) and (14c) while steps (S9 - S10) are performed for vehicles (14a) and (14b). Automatic coupling can be performed while pulling at the aforementioned safety speed. Automatic coupling can be performed while traction on a straight road in such a way as to avoid articulation angles in the calculations, as in Figure 4.
    [0070] It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the accompanying Figures Drawings; in particular, the person skilled in the art will recognize that many changes and modifications can be made within the scope of the attached patent claims. For example, the present method can start as the platoon [for example, in step (S5)], platoon that then turns into the long vehicle combination, long vehicle combination that then turns back to the platoon. This can, for example, be useful in such a way as to receive optimized time intervals, for example, at a container port of shipment.
    权利要求:
    Claims (7)
    [1]
    1 One method for transformation between an combination long vehicle (10 ) and a platoon (12) in movement, where the combination long vehicle ( 10) understands a plurality of vehicles (14a -ç)
    mechanically coupled together one after the other, a method that comprises the steps of:
    detection (S2) that the long vehicle combination (10) is approaching a first road section (58) ahead, first road section (58) which stipulates vehicle decoupling (14a-c) from the vehicle combination long (10) to form the platoon (12);
    automatically decoupling (S4) the vehicles (14a-c) from each other while the vehicles (14ac) are in motion to form the platoon (12) before reaching the first road section (58);
    traction (S5) of the squad (12) through the first road section (58);
    detection (S6) of a second road section (62) which stipulates coupling together with the vehicles (14ac) of the platoon (12) to form the long vehicle combination (10);
    a vehicle (14a-c) in the platoon (12) immediately in front of a next vehicle (14b-c) of said platoon (12) sending (S7) information (64) to the next vehicle (14b-c) via vehicle-to-vehicle wireless communication, information (64) indicating the position and speed of a rear automatic coupling device (18) of the vehicle (14a-b) immediately ahead;
    based at least on position and speed
    Petition 870190086390, of 9/3/2019, p. 34/50
    [2]
    A method according to claim 1, wherein each next vehicle (14b-c) comprises driver feature (48a-b) adapted to adjust the front coupling device (30).
    2/7 indicated in the information sent (64), autonomously traction (S8) of the next vehicle (14a-c) in such a way that the vehicle's automatic rear coupling device (18) (14a-b) immediately in front of the next vehicle (14b-c) is within an operational range (66) of a front coupling element (32) of the next vehicle (14b-c);
    while in motion and when the rear automatic coupling device (18) is within the operating range (66), the next vehicle (14b-c) automatically adjusts (S9) a front coupling device (30) including said front coupling element (32) in such a way that the position of the front coupling element (32) matches (corresponds to) the position of the rear automatic coupling device (18) as indicated in the information sent (64); and:
    automatically coupling (S10) together with the next vehicle (14b-c) and the vehicle (14a-b) immediately ahead while the vehicles (14a-c) are in motion to form at least part of the long vehicle combination (10) .
    [3]
    3 / Ί
    A method according to claim 2, wherein the driver feature (48a-b) is adapted to laterally adjust the front coupling device (30).
    Petition 870190086390, of 9/3/2019, p. 35/50
    [4]
    A method according to claims 2 or 3, wherein the driver feature (48a-b) is adapted to vertically adjust the front coupling device (30).
    [5]
    5/7
    A method according to any preceding claim, wherein the information (64) sent from the vehicle (14a-b) immediately ahead to the next vehicle (14b-c) includes targeting the rear automatic coupling device ( 18) of the vehicle (14a-b) immediately ahead.
    12. A method according to any preceding claim, wherein the first section of road (58) is at least a bridge, a roundabout (a roundabout), and a curve (a return).
    13. A method according to any preceding claim, additionally comprising the planning step (S3) of a distance between vehicles (60) between subsequent vehicles based on the first section of road (58) ahead, in which the platoon ( 12) is pulled through the first road section (58) with the planned distance (s) between vehicles (60).
    14. A method according to any preceding claim, wherein at least one of the automatic decoupling and automatic coupling is performed while pulling at a safe speed.
    15. A method according to any preceding claim, in which automatic coupling is performed while pulling on a straight road.
    A method according to any preceding claim, wherein the automatic coupling begins with the vehicle (14b) immediately behind the driving vehicle (14a) of the platoon (12) coupling to the driving vehicle (14a) of the platoon ( 12).
    Petition 870190086390, of 9/3/2019, p. 38/50
    A method according to any preceding claim, wherein each next vehicle (14b-c) comprises a feature (54) adapted to adjust the length of the front coupling device (30).
    [6]
    6/7
    17. One method in wake up with any claim previous, in that the decoupling automatic if start with O last vehicle (14c) of combination of long vehicle (10 ) decoupling the from the vehicle immediately ahead ( 14b).18. One method in wake up with any claim previous, in that each vehicle (14b-c)
    after the driving vehicle (14a) the combination of long vehicle (10) or platoon (12) is an autonomous vehicle.
    19. A method according to any preceding claim, wherein at least one vehicle (14b-c) after the driving vehicle (14a) of the long vehicle (10) or platoon (12) combination is an autonomous dolly (16) and combination of semi-trailer (semi-trailer).
    20. A vehicle (14a-b), characterized by the fact that the vehicle (14a-b) comprises:
    a rear automatic coupling device (18);
    a control unit (20) adapted to estimate the position of the rear automatic coupling device (18) while the vehicle (14a-b) is in motion;
    and:
    communication resource (26) adapted to send information wirelessly (64) indicating the estimated position and speed of the rear automatic coupling device (18) for a next vehicle (14b-c).
    21. A vehicle (14b-c), characterized by the fact that the vehicle (14b-c) comprises:
    a front coupling device (30) including a front coupling element (32);
    Petition 870190086390, of 9/3/2019, p. 39/50
    A method according to claim 5, further comprising the step of: shortening (Sl) the length of the front coupling device (30) while pulling as the long vehicle combination.
    A method according to any preceding claim, wherein each following vehicle (14b-c) is adapted to estimate the position of its front coupling element (32) based on:
    directing the next vehicle (14b-c);
    the position of a part of the next vehicle (14bc) as determined by a navigation system (36) of the next vehicle (14b-c);
    a vehicle type representing the next vehicle (14b-c);
    a first angle representing a lateral adjustment of the front coupling device (30);
    a second angle representing any vertical adjustment of the front coupling device (30);
    the length of the front coupling device (30); and:
    a related height for the device
    Petition 870190086390, of 9/3/2019, p. 36/50
    0./Ί front coupling (30).
    8. A method according to any preceding claim, in which each vehicle (14a-b) immediately ahead is adapted to estimate the position of its rear automatic coupling device (18) based on:
    steering the vehicle (14a-b) immediately ahead;
    the position of a part of the vehicle (14a-b) immediately ahead as determined by a navigation system (22) of the vehicle immediately ahead;
    a vehicle type representing the vehicle (14a-b) immediately ahead;
    the height of the rear automatic coupling device (18); and:
    in the event that the vehicle (14a-b) immediately ahead is an articulated vehicle, at least one angle of articulation of the vehicle immediately ahead as detected by at least one articulation angle detection feature (28) on the vehicle immediately forward.
    A method according to any preceding claim, wherein each vehicle immediately ahead (14a-b) comprises at least two independent resources (21, 22) for determining its speed.
    10. A method according to any preceding claim, further comprising the step of: a platoon driving vehicle sending an acceleration or deceleration request (63) to the following vehicles (14b-c) of the platoon (12) via vehicle to wireless vehicle communication.
    Petition 870190086390, of 9/3/2019, p. 37/50
    [7]
    7/7 a control unit (34) adapted to estimate the position of the front coupling element (32) while the vehicle (14b-c) is in motion;
    communication resource (40) adapted for receiving information in wireless mode (64) from a vehicle (14a-b) immediately ahead, information (64) indicating the position and speed of a rear automatic coupling device ( 18) the vehicle (14a-b) immediately ahead;
    autonomous traction feature (42) adapted to drive the vehicle (14b-c) based at least on the position and speed of the received information (64) in such a way that the vehicle's automatic rear coupling device (18) (14a- b) immediately ahead is within an operational range (66) of a front coupling element (32); and:
    feature (48a-b, 54) adapted to automatically adjust the front coupling device (30) while in motion and when the rear automatic coupling device (18) is within the operating range (66), such that the position of the front coupling element (32) matches (corresponds to) the position of the rear automatic coupling device (18) as indicated in the received information (64).
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    法律状态:
    2021-10-13| B350| Update of information on the portal [chapter 15.35 patent gazette]|
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/EP2017/055175|WO2018162030A1|2017-03-06|2017-03-06|Method for transforming between a long vehicle combination and a platoon on the move|
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