WO2019117795A1 - Procédé et agencement de commande pour agencer un ordre de pilotage d'un peloton - Google Patents

Procédé et agencement de commande pour agencer un ordre de pilotage d'un peloton Download PDF

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Publication number
WO2019117795A1
WO2019117795A1 PCT/SE2018/051292 SE2018051292W WO2019117795A1 WO 2019117795 A1 WO2019117795 A1 WO 2019117795A1 SE 2018051292 W SE2018051292 W SE 2018051292W WO 2019117795 A1 WO2019117795 A1 WO 2019117795A1
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WIPO (PCT)
Prior art keywords
vehicle
platoon
vehicles
driving
order
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/SE2018/051292
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English (en)
Inventor
Lars Hjorth
Joel SKOGHAMMAR
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Scania CV AB
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Scania CV AB
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Publication date
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Publication of WO2019117795A1 publication Critical patent/WO2019117795A1/fr
Anticipated expiration legal-status Critical
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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/60—Intended control result
    • G05D1/69—Coordinated control of the position or course of two or more vehicles
    • G05D1/695—Coordinated control of the position or course of two or more vehicles for maintaining a fixed relative position of the vehicles, e.g. for convoy travelling or formation flight
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/22—Platooning, i.e. convoy of communicating vehicles
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/20—Control system inputs
    • G05D1/22—Command input arrangements
    • G05D1/221—Remote-control arrangements
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/40—Control within particular dimensions
    • G05D1/43—Control of position or course in two dimensions [2D]
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/60—Intended control result
    • G05D1/69—Coordinated control of the position or course of two or more vehicles
    • G05D1/692—Coordinated control of the position or course of two or more vehicles involving a plurality of disparate vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle

Definitions

  • This document discloses a method and a control arrangement. More particularly, a method and a control arrangement are described, for arranging driving order of vehicles organised in the platoon during conveyance from a starting point to a destination.
  • Grouping vehicles into platoons is an emerging technology, leading to reduced fuel con sumption and increased capacity of the roads. Further, the active driving/ working time of involved drivers may be reduced; and / or the number of drivers may be reduced, leading to reduced transportation costs.
  • a number of vehicles e.g. 2-25 or more, may be organised in a platoon or vehicle convoy, wherein the vehicles are driving in coordination after each other with only a small distance between the vehicles, such as some decimetres or some meters, such as e.g. 20 meters.
  • air resistance is reduced, which is important for reducing energy consumption, in particular for trucks, busses and goods vehicles or other vehicles having a large frontal area. In principle it may be said that the shorter the distance is between the vehicles, the lower the air resistance becomes, which reduces energy consumption for the vehicle platoon.
  • the distance between the vehicles in the platoon may be reduced as the vehicles are ena bled to communicate wirelessly with each other and thereby coordinate their velocity by e.g. accelerating or braking co-ordinately/ simultaneously. Thereby the reacting distance needed for human reaction during normal driving is eliminated.
  • Platooning brings a multitude of advantages, such as improved fuel economy due to reduced air resistance, and also reduced traffic congestion leading to increased capacity of the roads and enhanced traffic flow.
  • vehicles could be unattended for most of the time whilst in following mode, giving the driver (if any) an opportunity to rest and be well rested when leaving the platoon for the final destination, which potentially leads to less traffic incidents; or alternatively to completely leave the vehicle.
  • it may not be required to stop the vehicle in order for the driver to rest, leading to a reduced transportation time (this may require modified law regulation concerning driving times, breaks and rest periods for drivers of vehicles in a platoon).
  • platoon there are also several problems involved when forming the platoon.
  • different vehicles comprised in the platoon may have different final destinations, leading to that the platoon may be dissolved when these vehicles leave.
  • the whole platoon may have to guide the departing vehicles to their final destination and then continue to the next destination, which is suboptimal.
  • vehicles or a sub-platoon comprising various vehicles is/ are sometimes added to the platoon during transportation.
  • the vehicles then either has to stop and wait for each other at a parking lot or similar area, or form the platoon on the road while driving.
  • the order of the vehicles may not be optimal, from several viewpoints.
  • the vehicles in the platoon may not share the same characteristics. They may for ex ample have different weight, and / or different Power- to-weight ratio, different rolling re sistance, their engines may require gear shift at different speed, the time for making the gear shift (leaving the vehicle in a temporal state without torque) may be different etc.
  • the optimal driving methodology or strategy may be different for different vehicles.
  • the first vehicle in the platoon is an unloaded vehicle, it may hardly be affected at all by the uphill, while a heavily loaded following vehicle may not be able to maintain the desired speed, which may lead to that the platoon dissolves.
  • the heavily loaded following vehicle may have to brake and thereby lose energy.
  • Another problem in particular for platoons comprising a large number of vehicles driving in hilly terrain is that the vehicles are in different states of inclination in all times, except when the road is horizontal.
  • a follow ing vehicle in the platoon which may be in the beginning of the uphill, may after the brake be required to change gears, leading to further lost velocity during the time of the gear change.
  • the vehicle then has to speed up for reducing the gap to the forward vehicle, causing also the behind vehicle to speed up etc.
  • Such inconsequent braking and acceleration will increase the fuel consumption of the vehicles in the platoon substantially.
  • the reversed problem may appear in the opposite situation when the first vehicle in the pla- toon starts driving downhill and increase speed due to gravity while the following vehicle may be driving on plain ground, or uphill and thus the following vehicle has to accelerate in order to keep the time gap, just for start braking some seconds later.
  • this objective is achieved by a control arrange ment of a platoon.
  • the control arrangement aims at arranging driving order of vehicles or ganised in the platoon during conveyance from a starting point to a destination.
  • the control arrangement is configured to obtain information of the vehicles in the platoon. Further, the control arrangement is also configured to determine the driving order of the vehicles, based on the obtained information.
  • the control arrangement is configured to set a se quential order for sorting vehicles of the platoon into the determined driving order. Also, the control arrangement is configured to arrange the vehicles in the determined driving order by ordering the vehicles to change positions according to the set sequential order.
  • this objective is achieved by a method in a control arrangement of a platoon.
  • the method aims at arranging driving order of vehicles organised in the platoon during conveyance from a starting point to a destination. Further, the method also comprises obtaining information of the vehicles in the platoon. In addition, the method furthermore comprises determining the driving order of the vehicles, based on the obtained information. The method also comprises setting a sequential order for sorting vehicles of the platoon into the determined driving order. Also, the method further comprises arranging the vehicles in the determined driving order by ordering the vehicles to change positions according to the set sequential order.
  • the order of the vehicles within the platoon may be arranged, based on the collected information.
  • various problems may be solved, for example changing manned leading vehicle of the platoon without stopping based on driving time reports, which saves transportation time and also increases safety of the platoon as the platoon does not need to be stationary which reduces the risk of stolen goods, and also personal safety as it is hard for the driver of the first vehicle of the platoon to see people around vehicles at the end of the platoon (a distance that may be e.g. 100 meters or more).
  • vehicle orders within the platoon may be optimal at different segments of the route.
  • vehicle rearrangement may be triggered at certain points along the route in order to reduce fuel consumption, and/ or in order to change active driver (in the leading vehicle of the platoon).
  • vehicles may be arranged within the platoon based on respective vehicle destination, thereby facilitating a smooth departure of a sub-platoon from the main platoon.
  • vehicles may be arranged, in particular in hilly terrain, based on weight and/ or acceleration capacity, lead- ing to reduced total cost for the transportation, due to reduced fuel consumption. Thereby platooning is improved.
  • Figure 1 illustrates vehicles organised in a platoon according to an embodiment of the invention
  • Figure 2 illustrates vehicles of a platoon at four different moments in time, according to an embodiment of the invention
  • Figure 3A illustrates a platoon according to an embodiment of the invention
  • Figure 3B illustrates a platoon according to an embodiment of the invention
  • Figure 4 illustrates a platoon driving in a hilly environment according to an embodiment of the invention
  • Figure 5A illustrates a platoon and a vehicle departing from the platoon according to an embodiment of the invention
  • Figure 5B illustrates a platoon and a vehicle departing from the platoon according to an embodiment of the invention
  • Figure 5C illustrates a platoon and a vehicle connecting to the platoon according to an embodiment of the invention
  • Figure 6A illustrates a vehicle interior of a vehicle in a platoon according to an embodi ment of the invention
  • Figure 6B illustrates a vehicle interior of a vehicle in a platoon according to an embodi ment of the invention
  • Figure 7 is a flow chart illustrating an embodiment of a method according to an embod iment
  • Figure 8 is an illustration depicting a system according to an embodiment.
  • Embodiments of the invention described herein are defined as a method and control arrange ment, which may be put into practice in the embodiments described below. These embodi ments may, however, be exemplified and realised in many different forms and are not to be limited to the examples set forth herein; rather, these illustrative examples of embodiments are provided so that this disclosure will be thorough and complete.
  • Figure 1 illustrates a scenario with a multitude of vehicles 100a, 100b, 100c, driving in a driving direction 105 with a certain inter-vehicular distance organised in a platoon 110 driv ing on a road 120.
  • the vehicle platoon 1 10 may be described as a group of coordinated, inter-communicating vehicles 100a, 100b, 100c travelling at given inter-vehicular distances and velocity.
  • each vehicle 100a, 100b, 100c in the vehicle formation 1 10 may have a different distance to the vehicle following, or leading, vehicle 100a, 100b, 100c, than all other vehicles 100a, 100b, 100c in the coordinated vehicle platoon 1 10.
  • the vehicles 100a, 100b, 100c may comprise e.g. a truck or similar motor vehicle designed to transport cargo. Also, or alternatively, the vehicles 100a, 100b, 100c may comprise multi- passenger vehicles such as a bus, a coach or any similar vehicle or other means of convey ance such as a truck or a car etc., or other similar means of conveyance.
  • the vehicles 100a, 100b, 100c in the platoon 1 10 may comprise vehicles of the same, or different types in different embodiments.
  • the vehicles 100a, 100b, 100c may be driver controlled or driverless autonomously con trolled vehicles in different embodiments. However, for enhanced clarity, the vehicles 100a, 100b, 100c are subsequently described as having a driver, at least in the leading vehicle 100a.
  • the vehicles 100a, 100b, 100c in the platoon 1 10 may be coordinated via wireless signal.
  • wireless signal may comprise, or at least be inspired by wireless communication tech nology such as Wi-Fi, Wireless Local Area Network (WLAN), Ultra Mobile Broadband (UMB), Bluetooth (BT), Near Field Communication (NFC), Radio-Frequency Identification (RFID), optical communication such as Infrared Data Association (IrDA) or infrared transmission to name but a few possible examples of wireless communications in some embodiments.
  • the communication between vehicles 100a, 100b, 100c in the platoon 1 10 may be performed via vehicle-to-vehicle (V2V) communication, e.g. based on Dedicated Short-Range Communications (DSRC) devices.
  • V2V vehicle-to-vehicle
  • DSRC Dedicated Short-Range Communications
  • the wireless communication may be made according to any IEEE standard for wireless ve hicular communication like e.g. a special mode of operation of IEEE 802.1 1 for vehicular networks called Wireless Access in Vehicular Environments (WAVE).
  • IEEE 802.1 1 p is an extension to 802.1 1 Wireless LAN medium access layer (MAC) and physical layer (PHY) specification.
  • MAC Wireless LAN medium access layer
  • PHY physical layer
  • the communication may alternatively be made over a wireless interface comprising, or at least being inspired by radio access technologies such as e.g. 3GPP LTE, LTE-Advanced, E-UTRAN, UMTS, GSM, GSM/ EDGE, WCDMA, Time Division Multiple Access (TDM A) net- works, Frequency Division Multiple Access (FDMA) networks, Orthogonal FDMA (OFDMA) networks, Single-Carrier FDMA (SC-FDMA) networks, Worldwide Interoperability for Micro- wave Access (WiMax), or Ultra Mobile Broadband (UMB), High Speed Packet Access (HSPA) Evolved Universal Terrestrial Radio Access (E-UTRA), Universal Terrestrial Radio Access (UTRA), GSM EDGE Radio Access Network (GERAN), 3GPP2 CDMA technologies, e.g., CDMA2000 1 x RTT and High Rate Packet Data (HRPD), or similar, just to mention some few options, via a wireless communication network.
  • radio access technologies such as e.g.
  • the driver of the first vehicle 100a may actively drive the own vehicle 100a, while the other vehicles 100b, 100c in the platoon 1 10 may merely be following the driving commands of the first vehicle 100a in some embodiments.
  • the vehicles 100a, 100b, 100c may be driverless (i.e. autonomously controlled) in some embodiments; for example, the leading vehicle 100a may be manned with a human driver while the other vehicles 100b, 100c in the platoon 1 10 may be autono mous in some embodiments.
  • FIG. 2 illustrates a scenario with a platoon 1 10 comprising five vehicles 100a, 100b, 100c, 10Od, 10Oe, travelling from a departure to a destination, at four different time moments, ti-t 4 .
  • the vehicles 100a, 100b, 100c, 10Od, 100e have different starting points A, B.
  • Three vehi cles 100a, 100b, 100c starts from starting point B, and two vehicles 100d, 100e start from starting point A at the time moment b, e.g. forming two sub-platoons.
  • the vehicles 100a, 100b, 100c, 10Od, 10Oe have joint together for forming the platoon 1 10.
  • the three vehicles 100a, 100b, 100c that have started from starting point B are driving in the lead of the platoon 1 10, while the other two vehicles 10Od, 10Oe drive in the queue of the platoon 1 10.
  • the vehicles 100a, 100b, 100c, 10Od, 10Oe are thus driving in a driving order, determined by which starting point it has started from, not by any rational reason.
  • the vehicles 100a, 100b, 100c, 10Od, 100e may be rational to sort the vehicles 100a, 100b, 100c, 10Od, 100e of the platoon 1 10 based on their respective destination C, D, E.
  • other criteria for sorting the vehicle order in the platoon 1 10 may be applied, such as weight of the vehicles, front area of the vehicles, motor strength of the vehicles, etc. as will be described later and illustrated in other Figures.
  • control arrangement 200 connected to a database 210 and a transceiver 220 are illustrated in a stationary central node 230.
  • the transceiver 220 is configured for wireless communication, e.g. according to any of the previously described wireless communication technologies. Thereby, via the transceiver 220, the control arrangement 200 may communicate with the vehicles 100a, 100b, 100c, 10Od, 10Oe of the platoon 1 10, and obtain various data from the vehicles 100a, 100b, 100c, 10Od, 100e, such as e.g. identity, load, destination, place in the platoon 1 10, etc.
  • the database 210 may comprise further information concerning the vehicles 100a, 100b, 100c, 10Od, 100e.
  • the control arrangement 200 may then, based upon various data concerning the vehicles 100a, 100b, 100c, 100d, 100e of the platoon 1 10 control the composition and order of the platoon 1 10, and for example add/ remove vehicles 100a, 100b, 100c, 100d, 100e to the platoon 1 10, handling over vehicles 100a, 100b, 100c, 10Od, 10Oe to another vehicle or an other platoon, rearrange the order within the platoon 1 10, etc.
  • another vehicle may approach and drive up to the platoon 1 10 and interact with the platoon 1 10 in such a way that the desired vehicle 100a, 100b, 100c, 10Od, 10Oe leaves the first platoon 1 10 and joins the approaching vehicle.
  • the vehicles 100a, 100b, 100c, 10Od, 100e are vulnerable for theft when the vehicles 100a, 100b, 100c, 10Od, 10Oe are parked.
  • the risk of theft is reduced.
  • Vehicles 100a, 100b, 100c, 10Od, 100e of the platoon 1 10 may be arranged in a modified order by the control arrangement 200, at a third moment in time ⁇ 3 .
  • the control arrangement 200 may keep track of the driving/ working time of the active driver in the first vehicle and when it is time for him/ her to rest, another vehicle in the platoon 1 10, with a rested driver, may take lead of the platoon 1 10.
  • This rearrangement of the driving order leads to shorter total transportation time and less time parked with the vehicles 100a, 100b, 100c, 10Od, 100e, which enhance safety from theft.
  • control arrangement 200 may determine where in the platoon 1 10 the new vehicle is to drive.
  • the database 210 may in some embodiments comprise further information concerning the vehicles 100a, 100b, 100c, 10Od, 10Oe, stored associated with an identifier of the respective vehicle 100a, 100b, 100c, 10Od, 10Oe.
  • the vehicle identifier may be for example the vehicle registration number, a user-defined reference, or any unique reference known by the vehi cles 100a, 100b, 100c, 100d, 100e and the control arrangement 200.
  • the control arrangement 200 may receive and store additional information concern ing the respective vehicle 100a, 100b, 100c, 10Od, 10Oe, may comprise e.g.
  • the vehicles 100a, 100b, 100c, 10Od, 10Oe of the platoon 1 10 may be arranged by the control arrangement 200, in order to reduce energy consumption for the platoon 1 10 as a whole.
  • energy efficient driving may be made by the platoon 1 10 in all kind of landscapes, including hilly terrain.
  • the control arrange ment 200 may compute, improve and even optimise the energy consumption of the platoon 1 10 as a whole over the travel distance between starting points A, B and destination C, D, E.
  • the route to the destinations C, D, E comprises a number of branching points 240a, 240b.
  • the control arrangement 200 order the respective vehicle 100a, 100b, 100c, 10Od, 100e in the platoon 1 10 to depart from the platoon 1 10 and instead continue alone, in a sub platoon, or by joining a guiding vehicle, thereby forming a new platoon with the common destination.
  • Figure 3A and Figure 3B illustrate a platoon 1 10 wherein the vehicles 100a, 100b, 100c are arranged/ rearranged. The respective Figures illustrates the platoon 1 10 and the arrange ment at two different moments in time.
  • the control arrangement 200 has determined that the last vehicle 100c is to drive between the first vehicle 100a and the second vehicle 100b of the platoon 1 10.
  • the second vehicle 100b creates a gap 310, by increasing the distance to the in-front vehicle 100a.
  • the last vehicle 100c accelerates in the driving direction 105 and moves into the gap 310, where after the vehicles 100a, 100b, 100c reduces the intravehicular distances and reform the platoon 1 10.
  • the platoon 1 10 has been arranged.
  • the above described procedure may be repeated until all of the vehicles 100a, 100b, 100c have been arranged in the platoon 1 10 by the control arrangement 200.
  • Figure 4 illustrates a hill with a platoon 1 10 comprising various vehicles 100a, 100b, 100c with a respective intravehicular distance in-between them, driving in a driving direction 105; i.e. from the right to the left in the Figure.
  • the first vehicle 100a in the platoon 1 10 When the first vehicle 100a in the platoon 1 10 is approaching the hill peak, and from a single vehicle optimisation point of view would benefit from releasing the accelerator in order to roll over the top and roll downhill, thereby saving energy.
  • the other following vehicles 100b, 100c are still driving uphill and releasing the accelerator may be inappropriate for these fol lowing vehicles 100b, 100c, as they then may not have enough momentum for overcoming the hill peak.
  • this problem may be eliminated or at least reduced by sorting the vehicles 100a, 100b, 100c in an appropriate order.
  • the different vehicles 100a, 100b, 100c in the platoon 1 10 may have different weight and / or different weight/ power ratio; or require gear change at different moments.
  • the optimal driving order in particular in hilly terrain, may be to sort the vehicles 100a, 100b, 100c in falling heaviness order; or perhaps rather in increasing weight/ power ratio of the vehicles 100a, 100b, 100c.
  • the induced gravitational force can act as a positive or negative longitudinal force depending on the incline of the road 120.
  • the engine power is not really relevant for determining the best driving order of the vehicles 100a, 100b, 100c, but rather the weight; i.e.
  • the best driving order in order may be to have the heaviest vehicle 100a, 100b, 100c as leading vehicle, and the other vehicles 100a, 100b, 100c in falling weight order.
  • Different vehicles 100a, 100b, 100c in the platoon 1 10 may have different weight and/ or different weight/ power ratio.
  • velocity profiles for the vehicles 100a, 100b, 100c in the platoon 1 10 may be de termined, that minimises or at least reduces a weighted sum of energy consumption and travel time of the vehicles 100a, 100b, 100c.
  • distinct velocity profiles may be used for each vehicle 100a, 100b, 100c in the platoon 1 10.
  • some or all of the vehicle 100a, 100b, 100c in the platoon 1 10 may share the same velocity profile, to keep at the upcoming road segment 120.
  • the weighted sum of energy consumption and travel time of the vehicles 100a, 100b, 100c may be computed for minimising or reducing the energy consumption, while keeping the vehicles 100a, 100b, 100c in the platoon 1 10 within a certain velocity range, such as e.g. 70- 80 km/h, 80-85 km/h, 80-90 km/h or similar, just for mentioning some non-limiting arbitrary examples.
  • the velocity of the vehicles 100a, 100b, 100c in the platoon 1 10 may be allowed to increase to the upper velocity limit of the velocity range when driving in downhill and be allowed to decrease to the lower velocity limit of the velocity range otherwise.
  • the vehicles 100a, 100b, 100c of the platoon 1 10 may be arranged for minimising or at least reducing the energy consumption of the platoon 1 10 as a whole.
  • the vehicles 100a, 100b, 100c may be organised in weight order, with the heaviest vehicle, or the vehicle with the highest weight/ power ratio first in the platoon 1 10 and the lightest vehi cle, or the vehicle with the lowest weight/ power ratio at the end of the platoon 1 10, and the other vehicles 100a, 100b, 100c sorted in-between them.
  • Figure 5A and Figure 5B illustrate the platoon 1 10 approaching the first branching point 240a where the road divides and the other branching road leads to the destination C of one of the vehicles 100a, which may be unmanned.
  • a guiding vehicle 510 is approaching the platoon 1 10.
  • the guiding vehicle 510 may be a truck; however, it may also be e.g. a car, a motorcycle, etc.
  • the guiding vehicle 510 may be detected via sensors of the vehicles 100a, 100b, 100c in the platoon 1 10, or via inter-vehic ular radio signalling, and identified as a guiding vehicle.
  • the control arrangement 200 may then order the departing vehicle 100a to join the guiding vehicle 510 and continue driving in a second driving direction 520, jointly towards the destination C.
  • the rest of the platoon 1 10 may continue driving along the road 120 without having to drive with the departing vehicle 100a to its destination C, which saves transportation time of the platoon 1 10.
  • Figure 5C illustrates an opposite scenario to the one previously illustrated in Figures 5A and 5B, i.e. that a non-coordinated vehicle 10Of is approaching a platoon 1 10.
  • the vehicle 10Of may be detected by sensors on the vehicles 100a, 100b, 100c, 100d, 100e of the platoon 1 10, or via inter-vehicular radio signalling, and the detection may be reported to the control arrangement 200.
  • the control arrangement 200 may then determine the most suitable position of the newly received vehicle 10Of within the platoon 1 10, based e.g. on dimension, weight, engine ca- pacity, made working hours by the driver, etc.
  • the newly received vehicle 10Of may then be ordered to drive into the determined position of the platoon 1 10.
  • Figure 6A illustrates an example of how any of the previously scenario in Figure 1 , Figure 2, Figure 3A-3B, Figure 4, Figure 5A-5C may be perceived by the driver of a follower vehicle 100b, 100c, 10Od, 10Oe in the platoon 1 10.
  • a follower vehicle 100b, 100c, 10Od, 10Oe in the platoon 1 10 Although the second vehicle 100b in the platoon 1 10 is illustrated, this is merely a non-limiting example. Any other vehicle 100a, 100b, 100c, 10Od, 100e in the platoon 1 10, or some or all of them may be equally or similarly equipped.
  • the vehicle 100b thus follow the preceding vehicle 100a at an inter-vehicular distance 625.
  • the vehicle 100b comprises a control arrangement 200 configured for arranging driving order of vehicles 100a, 100b, 100c, 10Od, 100e organised in the platoon 1 10 during conveyance from a starting point A, B to a destination C, D, E.
  • the control arrangement 200 may be connected to a database 210.
  • the vehicle 100b also may comprise a vehicle mounted distance measuring device 320, such as e.g. radar unit, a rangefinder sensor, a lidar, a stereo camera, an ultrasonic sensor emitting an ultrasonic wave and detecting and analysing the reflections or similar device based on radar, infra-red light or micro waves for detecting the vehicle 100a in front, and determine the distance 625.
  • a vehicle mounted distance measuring device 320 such as e.g. radar unit, a rangefinder sensor, a lidar, a stereo camera, an ultrasonic sensor emitting an ultrasonic wave and detecting and analysing the reflections or similar device based on radar, infra-red light or micro waves for detecting the vehicle 100a in front, and determine the distance 625.
  • the vehicle 100b may comprise a positioning unit 630.
  • the positioning unit 630 may be based on a satellite navigation system such as the Navigation Signal Timing and Ranging (Navstar) Global Positioning System (GPS), Differential GPS (DGPS), Galileo, GLONASS, or the like.
  • GPS Navigation Signal Timing and Ranging
  • DGPS Differential GPS
  • Galileo GLONASS
  • the positioning unit 630 may comprise a GPS receiver.
  • the geographical position of the vehicle 100b may be determined continuously or at certain predetermined or configurable time intervals according to various embodiments.
  • Positioning by satellite navigation is based on distance measurement using triangulation from a number of satellites 640a, 640b, 640c, 640d.
  • the satellites 640a, 640b, 640c, 640d continuously transmit information about time and date (for example, in coded form), identity (which satellite 640a, 640b, 640c, 640d which broadcasts), status, and where the satellite 640a, 640b, 640c, 640d are situated at any given time.
  • GPS satellites 640a, 640b, 640c, 640d sends information encoded with different codes, for example, but not necessarily based on Code Division Multiple Access (CDMA).
  • CDMA Code Division Multiple Access
  • Distance measurement can according to some embodiments comprise measuring the differ ence in the time it takes for each respective satellite signal transmitted by the respective satellites 640a, 640b, 640c, 640d, to reach the positioning unit 630. As the radio signals travel at the speed of light, the distance to the respective satellite 640a, 640b, 640c, 640d may be computed by measuring the signal propagation time.
  • the positions of the satellites 640a, 640b, 640c, 640d are known, as they continuously are monitored by approximately 15-30 ground stations located mainly along and near the earth's equator. Thereby the geographical position, i.e. latitude and longitude, of the vehicle 100b may be calculated by determining the distance to at least three satellites 640a, 640b, 640c, 640d through triangulation. For determination of altitude, signals from four satellites 640a, 640b, 640c, 640d may be used according to some embodiments.
  • control unit 200 may extract a road slope at a geographical position of the road 120 ahead of the vehicle 100b in the determined driving direction 105, such as e.g. on the upcoming road section 120.
  • the topography i.e. road slope of the upcoming road section 120 ahead of the vehicle 100b may be extracted from the database 650.
  • the database 650 may be situated within the ve- hide 100b in some embodiments, or alternatively external to the vehicle 100b, and accessi ble via a wireless interface.
  • different geographical positions are stored associated with a respective road slope values, which may be extracted by using a geographical position and a direction as input values.
  • the topography of the upcoming road section 120 may be important for determining the vehicle order in the platoon 1 10.
  • the vehicles 100a, 100b, 100c, 10Od, 100e in the platoon 1 10 may communicate with each other over a wireless interface.
  • the first vehicle 100a may comprise a first transceiver 610a and the second vehicle 100b a second transceiver 610b.
  • the wireless communication may be e.g. a Vehicle-to-Vehicle (V2V) signal, or any other wireless signal based on, or at least inspired by wireless communication technology such as Wi-Fi, Wireless Local Area Network (WLAN), Ultra Mobile Broadband (UMB), Bluetooth (BT), the communication protocol IEEE 802.1 1 p, Wireless Access in Vehicular Environments (WAVE) or infrared transmission to name but a few possible examples of wireless commu- nications.
  • V2V Vehicle-to-Vehicle
  • WLAN Wireless Local Area Network
  • UMB Ultra Mobile Broadband
  • BT Bluetooth
  • IEEE 802.1 1 p Wireless Access in Vehicular Environments
  • WAVE Wireless Access in Vehi
  • Figure 6B also illustrates an example of an alternative embodiment of the second vehicle 100b in the platoon 1 10, previously discussed in conjunction with the presentation of Figure 3A.
  • control unit 200 is situated outside the own vehicle 100b, and also outside the platoon 1 10, and may be stationary or mobile.
  • the communication between the vehicles 100a, 100b, 100c, 10Od, 10Oe in the platoon 1 10 may be made via the previously discussed wireless interface.
  • Figure 7 illustrates an example of a method 700 in a control arrangement 200 of a platoon 1 10, according to an embodiment.
  • the flow chart in Figure 7 shows the method 700 for arranging, or rearranging, driving order of vehicles 100a, 100b, 100c, 10Od, 100e organised in the platoon 1 10 during conveyance from a starting point A, B to a destination C, D, E.
  • the platoon 1 10 may be created by vehicles 100a, 100b, 100c, 100d, 100e having started from at least two different starting points A, B; and/ or having at least two different destina tions C, D, E.
  • the vehicles 100a, 100b, 100c, 10Od, 10Oe may be any arbitrary kind of means for convey- ance, such as a truck, a bus or a car. Some or all of these vehicles 100a, 100b, 100c, 10Od, 10Oe may be autonomous vehicles without driver. Further, some vehicles 100a, 100b, 100c, 10Od, 100e may have a driver on board, which is currently resting.
  • the number of vehicles 100a, 100b, 100c, 10Od, 10Oe in the platoon 1 10 may be any number exceeding one, such as e.g. 2, 3, ..., .
  • a typical number may be e.g. 5- 20 vehicles in a non-limiting examples.
  • the vehicles 100a, 100b, 100c, 10Od, 100e may communicate with other vehicles 100a, 100b, 100c, 10Od, 100e in the platoon 1 10, and possibly also with other vehicles 10Of or entities such as the control arrangement 200, via wireless communication signalling, based on e.g. Vehicle-to-Vehicle (V2V) communication or any other wireless communication tech nology such as Wi-Fi, Wireless Local Area Network (WLAN), Ultra Mobile Broadband (UMB), Bluetooth (BT), or infrared transmission to name but a few possible examples of wireless communications.
  • V2V Vehicle-to-Vehicle
  • Wi-Fi Wireless Local Area Network
  • WLAN Wireless Local Area Network
  • UMB Ultra Mobile Broadband
  • BT Bluetooth
  • infrared transmission to name but a few possible examples of wireless communications.
  • the method 700 may comprise a number of steps 701-708. Flow- ever, some of these steps 701 -708 may be performed solely in some alternative embodi ments, like e.g. steps 705-708. Further, the described steps 701 -708 may be performed in a somewhat different chronological order than the numbering suggests.
  • the method 700 may comprise the subsequent steps:
  • Step 701 comprises obtaining information of the vehicles 100a, 100b, 100c, 100d, 100e in the platoon 1 10.
  • the information may be obtained via any of the previously discussed wireless communica tion technologies.
  • the obtained information may comprise, or relate to starting point A, B, or destination C, D, E, of the vehicle 100a, 100b, 100c, 10Od, 100e.
  • the obtained information may e.g. relate to presence of driver, driving time information of the driver.
  • the obtained information may relate to driving capacity, such as weight, weight/ power ratio, and/ or acceleration capacity of the respective vehicles 100a, 100b, 100c, 100d, 100e.
  • the weight/ power ratio, or power loading is a calculation commonly applied to vehicles in general, to enable the comparison of one vehicle's performance to another. It is used as a measurement of performance of a vehicle as a whole, with the weight (or mass) of the vehicle divided by the engine's power output, to give a metric that is inde- pendent of the vehicle's size.
  • the obtained information may relate to vehicular front size of the vehicles 100a, 100b, 100c, 10Od, 100e.
  • the obtained information may in some embodiments comprise a unique vehicle reference received from the vehicle 100a, 100b, 100c, 10Od, 100e.
  • Other information of the vehicle 100a, 100b, 100c, 10Od, 100e may be obtained from the database 210, using the unique vehicle reference.
  • Step 702 comprises determining the driving order of the vehicles 100a, 100b, 100c, 10Od, 100e, based on the obtained 701 information.
  • the driving order of the vehicles 100a, 100b, 100c, 100d, 100e may be determined based on e.g. destination C, D, E, of the vehicles 100a, 100b, 100c, 100d, 100e, driving time infor- mation of an active driver, e.g. the driver of the first vehicle 100a of the platoon 1 10.
  • This vehicle 100a may instead be exchanged for a vehicle 100a, 100b, 100c, 100d, 100e of the platoon 1 10 having a well-rested driver.
  • the driving order of the vehicles 100a, 100b, 100c, 100d, 100e may be determined based on presence of driver, and/ or driving time information of the driver.
  • a vehicle 100a, 100b, 100c, 100d, 100e without driver may be determined not to drive as leading vehicle of the platoon 1 10.
  • the driving order of the vehicles 100a, 100b, 100c, 10Od, 100e may be determined based on driving capacity, such as weight, weight/ power ratio, and / or accel eration capacity of the respective vehicles 100a, 100b, 100c, 100d, 100e.
  • the driving order of the vehicles 100a, 100b, 100c, 10Od, 100e may be determined, taking the detected vehicle 10Of into account.
  • Step 703 comprises setting a sequential order for sorting vehicles 100a, 100b, 100c, 10Od, 10Oe of the platoon 1 10 into the determined 702 driving order.
  • the setting 703 of the sequential order may comprise determining a first vehicle 100a, 100b, 100c, 10Od, 10Oe of the platoon 1 10, to change positions within the platoon 1 10.
  • the sequential order may be determined, e.g. in order to make as few vehicle changes as possible, or by starting making changes with the most backward vehicle in the platoon 1 10.
  • Step 704 comprises arranging the vehicles 100a, 100b, 100c, 10Od, 100e in the determined 702 driving order by ordering the vehicles 100a, 100b, 100c, 10Od, 10Oe to change positions according to the set 703 sequential order.
  • the arrangement of the vehicles 100a, 100b, 100c, 10Od, 10Oe may in some embodiments comprise commanding a second vehicle 100a, 100b, 100c, 10Od, 10Oe in the platoon 1 10 to create a gap 310 between two vehicles 100a, 100b, 100c, 10Od, 100e of the platoon 1 10, for enabling the first vehicle 100a, 100b, 100c, 10Od, 10Oe to change positions; and wherein the first vehicle 100a, 100b, 100c, 10Od, 10Oe is ordered to drive into the created gap 310 ahead of the second vehicle 100a, 100b, 100c, 100d, 100e.
  • the vehicle driving order may be arranged in order to change leading vehicle 100a of the platoon 1 10 when the driver of the current leading vehicle 100a is restricted to continue driv ing due to driving time restrictions, based on the driving/ resting/ working time information of the driver.
  • the driving order of the vehicles 100a, 100b, 100c, 10Od, 10Oe may in some embodiments be arranged, based on the respective weight and/ or acceleration capacity.
  • the driving order of the vehicles 100a, 100b, 100c, 10Od, 100e may be arranged, taking the detected vehicle 10Of into account.
  • Step 705 which may be performed only in some embodiments wherein the obtained 701 information relates to the destination C, D, E of the vehicle 100a, 100b, 100c, 10Od, 100e, comprises determining that the platoon 1 10 is approaching a branching point 240a, 240b where at least one vehicle 100a, 100b, 100c, 100d, 100e has to leave the platoon 1 10 in order to continue driving towards the destination C, D, E of the vehicle 100a, 100b, 100c, 100d, 100e.
  • This may be determined based on positioning information obtained from any of the vehicles 100a, 100b, 100c, 10Od, 10Oe of the platoon 1 10, information concerning destination of the respective vehicles 100a, 100b, 100c, 10Od, 100e and map data.
  • the driving order of the vehicles 100a, 100b, 100c, 100d, 100e may be arranged based on the respective vehicle destination C, D, E.
  • the vehicles 100a, 100b, 100c, 10Od, 100e may be organised for facilitating departure of the main platoon 1 10, for driving the last way to the destination in a sub platoon, which thereby may be formed already while driving in the main platoon 1 10.
  • Step 706 which may be performed only in some particular embodiments, comprises detect ing a guiding vehicle 510 for guiding vehicles 100a, 100b, 100c, 10Od, 10Oe to the destination C, D, E.
  • Step 707 which may be performed only in some embodiments wherein step 705 has been performed, comprises ordering the vehicle 100a, 100b, 100c, 10Od, 10Oe to leave the platoon 1 10 and instead continue driving towards the destination C, D, E.
  • the order to leave the platoon 1 10 may in some embodiments comprise an instruction to join the guiding vehicle 510, for driving to the destination C, D, E.
  • Step 708 which may be performed only in some particular embodiments, comprises detect ing an approaching vehicle 10Of, which is to be connected to the platoon 1 10.
  • the detection may be made via a sensor within one of the vehicles 100a, 100b, 100c, 10Od, 100e of the platoon 1 10; and / or via radio communication between the approaching vehicle 10Of and one of the vehicles 100a, 100b, 100c, 10Od, 10Oe of the platoon 1 10.
  • FIG 8 illustrates an embodiment of a system 800 for organising a vehicle platoon 1 10.
  • the system 800 comprises a control arrangement 200 of the platoon 1 10, for arranging, or rearranging, driving order of vehicles 100a, 100b, 100c, 100d, 100e organised in the platoon 1 10 during conveyance from a starting point A, B to a destination C, D, E.
  • the control arrangement 200 may thus perform at least some of the previously described steps 701 -708 according to the method 700 described above and illustrated in Figure 7.
  • the control arrangement 200 is configured to obtain information of the vehicles 100a, 100b, 100c, 10Od, 10Oe in the platoon 1 10. Also, the control arrangement 200 is further configured to determine the driving order of the vehicles 100a, 100b, 100c, 10Od, 100e, based on the obtained information. Further, the control arrangement 200 is configured to set a sequential order for sorting vehicles 100a, 100b, 100c, 10Od, 100e of the platoon 1 10 into the deter mined driving order. The control arrangement 200 is also configured to arrange the vehicles 100a, 100b, 100c, 10Od, 10Oe in the determined driving order by ordering the vehicles 100a, 100b, 100c, 10Od, 10Oe to change positions according to the set sequential order.
  • control arrangement 200 may also be configured to obtain information relating to starting point A, B, or destination C, D, E, of the vehicle 100a, 100b, 100c, 100d, 100e.
  • control ar rangement 200 may be additionally configured to arrange the driving order of the vehicles 100a, 100b, 100c, 10Od, 100e based on the respective vehicle destination C, D, E.
  • control arrangement 200 may set the sequential order by deter- mining a first vehicle 100a, 100b, 100c, 10Od, 10Oe of the platoon 1 10, to change positions within the platoon 1 10.
  • control arrangement 200 may be configured to ar range the vehicles 100a, 100b, 100c, 100d, 100e by commanding a second vehicle 100a, 100b, 100c, 10Od, 10Oe in the platoon 1 10 to create a gap 310 for enabling the first vehicle 100a, 100b, 100c, 10Od, 10Oe to change position into the gap 310, wherein the first vehicle 100a, 100b, 100c, 100d, 100e is ordered to drive into the created gap 310 ahead of the second vehicle 100a, 100b, 100c, 100d, 100e.
  • the control arrangement 200 may be configured to arrange the vehicle driving order, in order to change leading vehicle 100a of the platoon 1 10 when the driver of the current leading vehicle 100a is restricted to continue driving due to driving time restrictions, based on the driving time information of the driver, when the obtained information relates to presence of driver; and/ or driving time information of the driver.
  • the control arrangement 200 may also be further configured to arrange the vehicle driving order of the vehicles 100a, 100b, 100c, 10Od, 100e, based on the respective driving capacities of the vehicles 100a, 100b, 100c, 10Od, 100e.
  • the control arrangement 200 may be further configured to determine that the platoon 1 10 is approaching a branching point 240a, 240b where at least one vehicle 100a, 100b, 100c, 10Od, 100e has to leave the platoon 1 10 in order to continue driving towards the destination C, D, E of the vehicle 100a, 100b, 100c, 10Od, 100e.
  • the control arrangement 200 may also be configured to order the vehicle 100a, 100b, 100c, 10Od, 100e to leave the platoon 1 10 and instead continue driving towards the destination C, D, E.
  • control arrangement 200 may be configured to detect, via a sensor, or via inter-vehicular radio signalling, a guiding vehicle 510 for guiding vehicles 100a, 100b, 100c, 10Od, 100e to the destination C, D, E. Furthermore, the control arrangement 200 may also be configured to order the vehicle 100a, 100b, 100c, 10Od, 10Oe to leave the platoon 1 10 by joining the guiding vehicle 510, for driving to the destination C, D, E.
  • the control arrangement 200 may furthermore be configured to detect an approaching vehi cle 10Of, via a sensor, or via inter-vehicular radio signalling. Also, the control arrangement 200 may be configured to determine and arrange the driving order of the vehicles 100a, 100b, 100c, 10Od, 100e, taking the detected approaching vehicle 10Of into account.
  • Different route segments may have different character, for example be more or less hilly; or may comprise only uphill, or downhill parts. For this reason, different vehicle orders may be determined for different route segments, and the reaching of a trigger point along the route may trigger a change of driving order.
  • the control arrangement 200 may plan the different respective driving orders for the distinct route segments when the platoon 1 10 is created; or alternatively be recalculated when a new vehicle 100a, 100b, 100c, 10Od, 100e enters the platoon 1 10. Thereby, the vehicle order may be changed dynamically during the transporta tion, in order to use the best vehicle order for the particular route segment where the platoon 1 10 currently is driving.
  • the control arrangement 200 may comprise a receiving circuit 810 configured for receiving wireless and/ or wired signals from e.g. a database 210, and/ or transceiver 220/ 610.
  • the control arrangement 200 may also comprise a processing circuitry 820 configured for performing at least some of the calculating or computing of the control arrangement 200.
  • the processing circuitry 820 may be configured for arranging driving order of vehicles 100a, 100b, 100c, 10Od, 10Oe organised in the platoon 1 10 during conveyance from a start ing point A, B to a destination C, D, E.
  • Such processing circuitry 820 may comprise one or more instances of a processor, i.e. a Central Processing Unit (CPU), a processing unit, a processing circuit, a processor, an Ap- plication Specific Integrated Circuit (ASIC), a microprocessor, or other processing logic that may interpret and execute instructions.
  • the herein utilised expression“processor” may thus represent a processing circuitry comprising a plurality of processing circuits, such as, e.g., any, some or all of the ones enumerated above.
  • the control arrangement 200 may comprise a memory 825 in some embodi ments.
  • the optional memory 825 may comprise a physical device utilised to store data or programs, i.e., sequences of instructions, on a temporary or permanent basis.
  • the memory 825 may comprise integrated circuits comprising silicon- based transistors.
  • the memory 825 may comprise e.g. a memory card, a flash memory, a USB memory, a hard disc, or another similar volatile or non-volatile storage unit for storing data such as e.g. ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), EEPROM (Electrically Erasable PROM), etc. in different embod iments.
  • the control arrangement 200 may comprise a signal transmitter 830.
  • the signal transmitter 830 may be configured for transmitting a control signal over a wired or wireless interface to a wireless transmitter 220/ 610 which in turn may signal or broadcast wireless signals to vehicles 100a, 100b, 100c, 10Od, 10Oe of the platoon 1 10.
  • the previously described steps 701 -708 to be performed in the control arrangement 200 may be implemented through the one or more processing circuitries 820 within the control ar rangement 200, together with computer program product for performing at least some of the functions of the steps 701 -708.
  • a computer program product comprising instructions for performing the steps 701 -708 in the control arrangement 200 may perform the method 700 comprising at least some of the steps 701 -708 for arranging driving order of vehicles 100a, 100b, 100c, 10Od, 10Oe organised in the platoon 1 10 during conveyance from a start ing point A, B to a destination C, D, E, when the computer program is loaded into the one or more processing circuitries 820 of the control arrangement 200.
  • the computer program product mentioned above may be provided for instance in the form of a data carrier carrying computer program code for performing at least some of the step 701 -708 according to some embodiments when being loaded into the one or more pro- cessing circuitries 820 of the control arrangement 200.
  • the data carrier may be, e.g., a hard disk, a CD ROM disc, a memory stick, an optical storage device, a magnetic storage device or any other appropriate medium such as a disk or tape that may hold machine readable data in a non-transitory manner.
  • the computer program product may furthermore be pro vided as computer program code on a server and downloaded to the control arrangement 200 remotely, e.g., over an Internet or an intranet connection.
  • some embodiments may comprise a vehicle 100a, 100b, 100c, 10Od, 10Oe compris ing a control arrangement 200, as described above. Additionally, some embodiments may comprise a stationary central node 230 comprising a control arrangement 200 as described above.
  • the stationary central node 230 may comprise e.g. a server.
  • the term “and/ or” comprises any and all combinations of one or more of the associated listed items.
  • the term “or” as used herein, is to be interpreted as a mathematical OR, i.e., as an inclusive disjunction; not as a mathematical exclusive OR (XOR), unless ex pressly stated otherwise.
  • the singular forms “a”, “an” and “the” are to be inter- preted as “at least one”, thus also possibly comprising a plurality of entities of the same kind, unless expressly stated otherwise.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Automation & Control Theory (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

L'invention concerne un procédé (700) et un agencement de commande (200) d'un peloton (110), pour agencer un ordre de pilotage de véhicules (100a, 100b, 100c, 100e) organisés dans le peloton (110) pendant un transport depuis un point de départ (A, B) vers une destination (C, D, E). Le procédé (700) consiste à obtenir (701) des informations des véhicules (100a, 100b, 100c, 100d, 100e) dans le peloton (110) ; à déterminer (702) l'ordre de pilotage des véhicules (100a, 100b, 100c, 100d, 100e), sur la base des informations obtenues (701) ; à définir (703) un ordre séquentiel pour trier des véhicules (100a, 100b, 100c, 100d, 100e) du peloton (110) dans l'ordre de pilotage déterminé (702) ; et à agencer (704) les véhicules (100a, 100b, 100c, 100d, 100e) dans l'ordre de pilotage déterminé (702) en ordonnant aux véhicules (100a, 100b, 100c, 100d, 100e) de changer leurs positions en fonction de l'ordre séquentiel défini (703).
PCT/SE2018/051292 2017-12-15 2018-12-12 Procédé et agencement de commande pour agencer un ordre de pilotage d'un peloton Ceased WO2019117795A1 (fr)

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