SE1451449A1 - Procedure and system for controlling parameters related to assisted braking of a vehicle - Google Patents

Procedure and system for controlling parameters related to assisted braking of a vehicle Download PDF

Info

Publication number
SE1451449A1
SE1451449A1 SE1451449A SE1451449A SE1451449A1 SE 1451449 A1 SE1451449 A1 SE 1451449A1 SE 1451449 A SE1451449 A SE 1451449A SE 1451449 A SE1451449 A SE 1451449A SE 1451449 A1 SE1451449 A1 SE 1451449A1
Authority
SE
Sweden
Prior art keywords
vehicle
braking
gravity
center
assisted
Prior art date
Application number
SE1451449A
Other languages
Swedish (sv)
Other versions
SE538506C2 (en
Inventor
Andersson Jon
Claesson André
Original Assignee
Scania Cv Ab
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1451449A priority Critical patent/SE538506C2/en
Priority to DE102015014305.0A priority patent/DE102015014305A1/en
Publication of SE1451449A1 publication Critical patent/SE1451449A1/en
Publication of SE538506C2 publication Critical patent/SE538506C2/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/18—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/22—Tank vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/03—Brake assistants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/04—Jerk, soft-stop; Anti-jerk, reduction of pitch or nose-dive when braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/02—Vehicle mass
    • 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
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

Sammandrag Foreliggande uppfinning tillhandahaller ett forfarande och ett system for styrning av atminstone en parameter relaterad till en assisterad bromsning av ett fordon vilket transporterar en last som har en tyngdpunkt vilken kan forflytta sig relativt fordonet i en langdriktning for fordonet. Enligt forfarandet faststalls genom utnyttjande av atminstone en sensor information relaterad till en eller flera av ett vagavsnitt och atminstone ett ytterligare fordon framfor fordonet. En dynamisk egenskap for lasten faststalls ocksa, vilken Or relaterad till forflyttningen av tyngdpunkten. Sedan predikteras hur en eventuell assisterad bromsning cid kommer att se ut, baserat pa de faststallda en eller flera dynamiska egenskaperna och pa den faststallda informationen om det framforliggande vagavsnittet och/eller de framforliggande fordonen. Den atminstone en parametern relaterad till den assisterade bromsningen styrs sedan baserat atminstone pa prediktionen av den assisterade bromsningen, varvid tyngdpunkten aktivt och kontrollerat forflyttas till ett framre lage mom fordonet och sedan vasentligen bibehalls i detta framre lage under den assisterade bromsningen. Fig. 2 Summary The present invention provides a method and system for controlling at least one parameter related to an assisted braking of a vehicle which transports one load which has a center of gravity which can move relative to the vehicle in a longitudinal direction of the vehicle. According to the method, by using at least one sensor, information related to one or more of a wave section is determined and at least one additional vehicle in front of the vehicle. One dynamic property of the load is also determined, which Or related to the displacement of the center of gravity. Then it is predicted what a possible assisted braking cid will look like, based on the determined one or more dynamic the properties and on the established information about it the front section of the road and / or the vehicles in front. The at least one parameter related to the assisted braking is then controlled based at least on the prediction of the assisted braking, wherein the center of gravity is actively and controlled transferred to one front low mom vehicle and then essentially maintained in this front low during the assisted braking. Fig. 2

Description

1 FoRFARANDE OCH SYSTEM FOR STYRNING AV PARAMETER RELATERAD TILL ASSISTERAD BROMSNING AV ETT FORDON Tekniskt omnide Foreliggande uppfinning avser ett fOrfarande for styrning av atminstone en parameter relaterad till en assisterad bromsning av ett fordon enligt ingressen till patentkrav 1. Foreliggande uppfinning avser aven ett system anordnat for styrning av atminstone en parameter relaterad en assisterad bromsning av ett fordon enligt ingressen till patentkrav 23, ett datorprogram och en datorprogramprodukt, vilka implementerar forfarandet enligt uppfinningen, samt ett fordon innefattande systemet. 1 PROCEDURES AND SYSTEMS FOR PARAMETER CONTROL RELATED TO ASSISTANT BRAKING OF A VEHICLE Technically omnide The present invention relates to a method for controlling at least one parameter related to an assisted braking The present invention also relates to a system arranged for controlling at least one parameter related to an assisted braking of a vehicle according to the preamble of claim 23, a computer programs and a computer software product, which implement the method according to the invention, and a vehicle comprising the system.

Bakgrund Feljande bakgrundsbeskrivning utgor en beskrivning av bakgrunden till foreliggande uppfinning, och behover saledes inte nOdvandigtvis utgOra tidigare kand teknik. Background The wrong background description is a description of the background of the present invention, and thus need does not necessarily constitute prior art.

Vid vissa korfall kan en snabb retardation av fordonet vara onskvard och/eller nOdvandig, exempelvis for att undvika att en olycka sker. Vid analys av olyckstatistik baserad pa matningar och/eller skattningar gjorda i samband med olyckor har det visat sig att foraren i en stor andel av olyckssituationerna inte har tryckt ner bromspedalen, eller motsvarande bromsreglage, i botten, trots att detta hade kunna ferhindra olyckan. Alltsa har ett stort antal olyckor uppstatt i onodan for att foraren inte har bromsat tillrackligt hart innan olyckan. In some cases, a rapid deceleration of the vehicle may be difficult and / or necessary, for example to avoid an accident occurs. When analyzing accident statistics based on feeds and / or estimates made in connection with accidents it has been shown that the driver in a large proportion of the accident situations has not pressed the brake pedal, or corresponding brake control, to the bottom, even though this could have prevented the accident. Thus, a large number of accidents have occurred in the absence of the driver not braking sufficiently hard before the accident.

For att forhindra att sadana olyckor sker har system for panikbromsassistans implementerats i vissa fordon. Panikbromsassistansen pafor en forstarkning av en inmatning till en forarstyrd bromsreglagesensor, exempelvis av en nedtrampning av en bromspedal. 2 Analysen av olycksstatistiken har dven visat att foraren vid vissa olyckor inte ens har hunnit borja bromsa fordonet, det viii saga att fararen inte ens har hunnit borja trycka ner bromspedalen, innan olyckan har skett. Det kan exempelvis bero pd att fOraren inte har sett det fordon, foremdl, djur eller manniska som fordonet krockar med, vilket i sig kan bero pa ddlig sikt pa grund av exempelvis dimma, marker och/eller nederbord. Det kan aven bero pa att fOraren har sett att olyckan är pa vag att ske, men inte har hunnit reagera. Den sena reaktionen kan till exempel bero pa att fordonet, feremalet, djuret eller manniskan som fordonet krockar med ror sig snabbt och/eller pa att forarens reflexer är langsamma. To prevent such accidents, panic brake assistance systems have been implemented in some vehicles. Panic brake assistance for a boost of an input to a driver-controlled brake control sensor, for example by a depressing a brake pedal. 2 The analysis of the accident statistics has also shown that in certain accidents the driver has not even had time to start braking the vehicle, it is to say that the driver has not even had time to start depressing the brake pedal before the accident has taken place. For example, it may be due to because the driver has not seen the vehicle, vehicle, animal or person with whom the vehicle collides, which in itself may be due to fatal vision due to, for example, fog, chips and / or downboard. It may also be because the driver has seen that the accident is about to happen, but has not had time to react. The the late reaction may be due, for example, to the vehicle, the vehicle, the animal or the person with whom the vehicle collides moves quickly and / or that the driver's reflexes are slow.

For att forhindra att sadana olyckor sker har system for omvdrldssensorbaserad automatisk bromsning (Advanced Emergency Braking System; AEBS) implementerats i vissa fordon. Den omvdrldssensorbaserad automatisk bromsningen faststdller baserat pa en eller flera sensorer, sasom kameror och/eller radaranordningar, automatiskt hur star risken är att fordonet ska kollidera och styr baserat pa den faststallda risken ett eller flera bromssystem i fordonet. To prevent such accidents from happening, the system for advanced sensor-based automatic braking (Advanced Emergency Braking System; AEBS) has been implemented in some vehicles. The speed sensor-based automatic braking determines based on one or more sensors, such as cameras and / or radar devices, automatically how great the risk is that the vehicle will collide and steers based on the determined risk a or several braking systems in the vehicle.

Assisterad bromsning av ett fordon, det viii saga panikbromsassistans och/eller omvdrldssensorbaserad automatisk bromsning, kan alltsa utnyttjas for att forhindra kollisioner. Dock kan sddan assisterad bromsning medfora andra problem for vissa fordon. Assisted braking of a vehicle, the viii saga panic brake assistance and / or speed sensor-based automatic braking, can thus be used to prevent collisions. However, such assisted braking can cause other problems certain vehicles.

Mdnga tunga transporter innefattar idag forflyttning av en last for vilken en tyngdpunkt kan forflytta sig. Exempelvis kan vissa fordon, sdsom exempelvis fordon som utfor tanktransporter eller brandbilar, transportera en stor mangd vdtska. Aven far andra typer av transporter, sasom exempelvis 3 djurtransporter eller transporter med annan rarlig last, kan en tyngdpunktforflyttning hos lasten forekomma. Many heavy transports today include the movement of a load for which a center of gravity can move. For example, certain vehicles, such as vehicles carrying tank transports or fire trucks, can transport a large amount of vdtska. There are also other types of transport, such as 3 animal transports or transports with other rare cargo, a shift of center of gravity of the cargo may occur.

Tyngdpunktsforflyttningen for sadana fordonslaster sker typiskt i fordonets langdriktning, alltsa i den riktning fordonet/fordonstaget Or mest utstrackt. Detta kan med andra ord uttryckas som att tyngdpunktsforflyttningen sker akterover eller forover i fordonet, eller som att tyngdpunktsforflyttningen sker at de hall som bromskrafter respektive drivkrafter verkar pa fordonet. Anledningen till att tyngdpunktsforflyttningen sker i fordonets langdriktning är att lasten paverkas av fordonets acceleration, dar accelerationen kan vara positiv, det vill saga utgora en hastighetsokning exempelvis vid ivagkOrning av fordonet, eller vara negativ, det vill saga utgora en hastighetsminskande retardation exempelvis vid inbromsning av fordonet. The center of gravity transfer for such vehicle loads typically takes place in the longitudinal direction of the vehicle, i.e. in that direction the vehicle / vehicle stay Or most extensive. This can with others words are expressed as the shift of center of gravity taking place aft or forwards in the vehicle, or as the shift of center of gravity taking place in the halls where braking forces and driving forces act on the vehicle. reason that the center of gravity shifts in the longitudinal direction of the vehicle is that the load is affected by the acceleration of the vehicle, where the acceleration can be positive, that is to say a speed increase, for example when driving the vehicle, or be negative, that is to say, a decrease in speed deceleration, for example when braking the vehicle.

Fordon anpassade for transport av till exempel vatskor är relativt ofta utrustade med olika sorters skvalpskydd i utrymmen dar vatskan forvaras. Dessa skvalpskydd Or avsedda att minska vatskans rorelse under fordonets framfart. Vehicles adapted for the transport of, for example, water shoes are relatively often equipped with different types of splash protection in spaces where the water is stored. These splash guards Or are intended to reduce the movement of the water during the vehicle's progress.

Kortfattad beskrivning av uppfinningen Exempelvis en storre viskOs last kan paverka fordonets framforande pa ett satt som dels kan vara trafikfarligt och dels kan upplevas mycket obehagligt av fOrare och/eller passagerare i fordonet, Oven am fordonet Or utrustat med skvalpskydd. Brief description of the invention For example, a larger viscous load can affect the vehicle's driving in a way that can be dangerous to traffic and can be experienced as very uncomfortable by the driver and / or passengers in the vehicle. The vehicle is also equipped with splash protection.

Vid till exempel en inbromsning kan det handa att vatskans tyngdpunkt, pa grund av dess viskosa egenskaper, inte foljer fordonets inbromsningsrorelse. Detta kan gora att fordonet efter att det har retarderat och stannat paverkas av en framatriktad kraft vilken beror pa att forflyttningen av 4 vatskans tyngdpunkt har en efterslapning jamfart med fordonets retardation. Denna efterslapning kan ses som att en kraft, vilken resulterar av den viskosa lastens rorelse, nar en framkant eller ett framre lage hos behallaren/tanken som vatskan transporteras 1, dar denna kraft ofta nar framkanten pa behallaren/tanken efter det att fordonet redan har stannat. DA mycket stora vatskevolymer kan transporteras i till exempel tankbilar kan denna kraft bli ansenlig. During braking, for example, the center of gravity of the liquid, due to its viscous properties, may not follow the braking motion of the vehicle. This can cause the vehicle to be affected by one after it has decelerated and stopped forward force which is due to the displacement of 4 the center of gravity of the water has a lag compared to the deceleration of the vehicle. This lag can be seen as a force, which results from the movement of the viscous load, reaching a leading edge or a leading layer of the container / tank which the liquid is transported 1, where this force often reaches the leading edge on the tank after the vehicle has already stopped. DA very large volumes of liquid can be transported in, for example, tankers, this force can be considerable.

I vissa fall kan kraften av vatskans rorelse vara sa stor att den forflyttar fordonet framat nar den nar behallarens/tankens framkant. En sadan fOrflyttning av ett stillastaende fordon kan naturligtvis upplevas som mycket obehagligt. En sadan forflyttning kan aven vara trafikfarlig, exempelvis om fordonet innan forflyttningen har stannat till nara innan ett overgangsstalle, ett fordon, en tagOvergang, en vagbom, en vagg eller liknande. I andra fall av inbromsning kan kraften av vatskans rorelse paverka fordonet redan under sjalva retardationen, vilket gor att inbromsningen blir ojamn, ryckig och/eller obehaglig for fOraren. In some cases, the force of the movement of the water can be so great that it moves the vehicle forward when it reaches the container / tank front edge. Such a movement of a stationary vehicle can of course be experienced as very unpleasant. Such a transfer can also be dangerous in traffic, for example if the vehicle has stopped before the transfer before a transition stall, one vehicle, a roof Transition, a boom, a cradle or the like. In other cases of braking, the force of the movement of the liquid can affect the vehicle already during the deceleration itself, which makes the braking uneven, jerky and / or unpleasant for the driver.

Vid assisterad bromsning är retardationen kraftig for fordonet, vilket ocksa kan ge relativt stora problem relaterade till tyngdpunktens forflyttning. With assisted braking, the deceleration is strong the vehicle, which can also cause relatively large problems related to the movement of the center of gravity.

Sammanfattningsvis kan alltsa laster vilka har en tyngdpunkt som kan fOrflytta sig i fordonets langdriktning ge upphov till ojamna retardationer, speciellt vid assisterad bromsning. In summary, therefore, loads which have a center of gravity which can move in the longitudinal direction of the vehicle can give rise to uneven decelerations, especially with assisted braking.

Dessa ojamna retardationer kan vara mycket obehagliga for en forare och/eller kan vara trafikfarliga. These uneven decelerations can be very unpleasant for a driver and / or can be dangerous in traffic.

Det är darfOr ett syfte med foreliggande uppfinning att tillhandahalla ett fOrfarande och ett system for sakerstallande av en tillforlitlig och behaglig assisterad bromsning av fordon vilka transporterar laster som har en tyngdpunkt som kan forflytta sig i fordonets langdriktning. It is therefore an object of the present invention to provide a method and a system for the provision of a reliable and pleasant assistant braking of vehicles which carry loads which have a center of gravity which can move in the longitudinal direction of the vehicle.

Detta syfte uppnas genom det ovan namnda forfarandet enligt den kOnnetecknande delen av patentkrav 1. Syftet uppnas Oven genom ovan namnda system enligt kannetecknande delen av patentkrav 23, av ovan namnda datorprogram och datorprogramprodukt, samt av ovan namnda fordon. This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The object is achieved above by the above-mentioned system according to the jug-drawing part of claim 23, of the above-mentioned computer program and computer program product, and of the above-mentioned vehicles.

Foreliggande uppfinning tillhandahaller alltsa ett forfarande och ett system for styrning av atminstone en parameter relaterad till en assisterad bromsning av ett fordon. The present invention thus provides a method and system for controlling at least one parameter related to an assisted braking of a vehicle.

Foreliggande uppfinning är inriktad mot assisterad bromsning av fordon vilka transporterar en last som har en tyngdpunkt vilken kan forflytta sig relativt fordonet i en lOngdriktning L for fordonet. Lastens tyngdpunkt kan har alltsa forflytta sig framat och bakat inom fordonet. The present invention is directed to assisted braking of vehicles which transport a load having a center of gravity which can move relative to the vehicle in a longitudinal direction L of the vehicle. The center of gravity of the load may have shifted forward and backward within the vehicle.

Enligt fOrfarandet enligt fOreliggande uppfinning fastst011s information relaterad till en eller flera av ett vagavsnitt framfor fordonet och atminstone ett ytterligare fordon vilket fardas framfor fordonet pa vagavsnittet framfor fordonet. According to the method of the present invention, information related to one or more of a wagon section in front of the vehicle and at least one additional vehicle which is traveled in front of the vehicle on the wagon section in front of the vehicle is determined.

Faststallandet utfors har genom utnyttjande av atminstone en sensor, vilken exempelvis kan innefatta atminstone en kamera och/eller radaranordning och/eller en sensor som tillhandahaller positioneringsinformation. The determination is performed by utilizing at least one sensor, which may for example comprise at least one camera and / or radar device and / or a sensor providing positioning information.

Sedan faststalls atminstone en dynamisk egenskap D for lasten, vilken Or relaterad till forflyttningen av tyngdpunkten i fordonets langdriktning L. Efter det utfOrs en prediktion av am en assisterad bromsning kommer att behova utforas for fordonet och Oven av hur en sadan assisterad bromsning di kommer att se ut. Denna prediktion utfors baserat atminstone pa de faststallda en eller flera dynamiska egenskaperna D och 6 pa den faststallda informationen om det framfarliggande vagavsnittet och/eller de framforliggande fordonen. Then at least one dynamic property D is determined for the load, which Or is related to the displacement of the center of gravity in The longitudinal direction of the vehicle L. After that, a prediction of an assisted braking will be performed for the vehicle and above what such an assisted braking will look like. This prediction is carried out based at least on the determined one or more dynamic properties D and 6 on the established information about the front section of the road and / or the vehicles in front.

Sedan styrs den atminstone en parametern relaterad till den assisterade bromsningen baserat atminstone pa prediktionen av den assisterade bromsningen. Styrningen av parametern medfor att tyngdpunkten aktivt och kontrollerat forflyttas till ett framre lage sa langt framat som mojligt mom fordonet och sedan vasentligen bibehalls i detta framre lage under den assisterade bromsningen Enligt en utfOringsform av foreliggande uppfinning utgors den assisterade bromsningen av AEBS-bromsning. Den aktiva och kontrollerade forflyttningen av tyngdpunkten utgor hr en aktiv tidigarelagd forflyttning, vilken av systemet enligt foreliggande uppfinning styrs till att intraffa innan tyngdpunkten anda passivt hade forflyttats pa grund av den assisterade bromsningen av fordonet for ett fall cid den aktiva forflyttningen av tyngdpunkten inte forst hade utforts. Tyngdpunkten styrs sedan till att stanna i dess framre lage under resten av bromsningen. Detta kan ocksa uttryckas som att den aktiva tidigarelagda farflyttningen av tyngdpunkten enligt foreliggande uppfinning vid AEBS-bromsning pahorjas innan aktiveringen av hromsarna sker pa grund av den assisterade bromsningen av fordonet och att tyngdpunkten sedan stannar kvar i sitt framre lage. Then it controls at least one parameter related to the assisted braking based on at least the prediction of the assisted braking. The control of the parameter entails that the center of gravity is actively and controlledly moved to a front position as far forward as possible with the vehicle and then substantially maintained in this front position during the assisted braking. According to an embodiment of the present invention constitutes the assisted braking of AEBS braking. The active and controlled movement of the center of gravity here constitutes an active earlier movement, which is controlled by the system according to the present invention to occur before the center of gravity of the spirit had been passively moved. due to the assisted braking of the vehicle for one case cid the active movement of the center of gravity had not first been carried out. The center of gravity is then controlled to stay in its front position for the rest of the braking. This can also be expressed as the active early relocation of the center of gravity of the present invention in AEBS braking before the activation of the chromosomes takes place due to the assisted braking of the vehicle and that the center of gravity then remains in its front position.

Enligt en utforingsform av foreliggande uppfinning utgors den assisterade bromsningen av en panikbromsassistans. Far panikbromsassistans innefattar den aktiva och kontrollerade forflyttningen av tyngdpunkten en aktiv forflyttning som genom en val vald bromsverkan has panikbromsassistansen gor att tyngdpunkten mjukt fOrs till och sedan stannar i dess framre lage under resten av bromsningen. 7 Harigenom kan jamna och mjuka retardationer tillhandahallas aven vid kraftiga inbromsningar sasom vid assisterad bromsning. Harigenom tillhandahalls sakra assisterade bromsningar, vilka aven är behagliga for en forare av fordonet. According to an embodiment of the present invention, it is constituted assisted the braking of a panic brake assist. Father panic brake assistance includes the active and controlled movement of the center of gravity an active movement which, through a selected braking effect, has the panic brake assistance causes the center of gravity to move softly to and then stop in its front make during the rest of the braking. 7 As a result, smooth and smooth decelerations can be provided even in the case of heavy braking, as in the case of assisted braking. This provides safe assisted braking, which is also comfortable for a driver the vehicle.

Genom utnyttjande av foreliggande uppfinning kan jamna retardationer tillhandahallas vid assisterad bromsning for ett fordon vilket transporterar laster med en rorlig tyngdpunkt. Sadana fordon kan exempelvis innefatta en tankbil, en djurtransport, eller en brandbil. I detta dokument exemplifieras uppfinningen ofta for last av viskos typ, det vill saga laster som har en inre troghet (ett inre motstand) mot floden/utbredning, men exemplen kan enkelt utvidgas till alla typer av laster med tyngdpunkter som kan forflyttas. By utilizing the present invention, smooth decelerations can be provided during assisted braking for a vehicle which transports loads with a movable center of gravity. Such vehicles may, for example, include a tanker, a animal transport, or a fire truck. In this document The invention is often exemplified for viscose-type loads, i.e. loads that have an internal inertia (an internal resistance) to the river / spread, but the examples can be easily extended to all types of loads with centers of gravity that can be moved.

Foreliggande uppfinning utgor alltsa en losning pa problem for alla typer av laster vilka har tyngdpunkter vilka kan forflytta sig, aven am framst problem for viskosa laster har beskrivs. The present invention thus constitutes a solution to a problem all types of loads which have centers of gravity which can move, also the foremost problems for viscous loads have been described.

Trafiksakerheten okas markant genom utnyttjande av foreliggande uppfinning genom att jamna retardationer tillforlitligt tillhandahalls. Dessutom forbattras korupplevelsen for foraren avsevart, eftersom de obehagliga effekterna av den rorliga tyngdpunkten has lasten vasentligen helt kan motverkas genom utnyttjande av uppfinningen. Traffic safety is significantly increased through the use of present invention by smoothing decelerations reliably provided. In addition, the driving experience for the driver is considerably improved, since the unpleasant effects of the moving center of gravity of the load can be substantially completely counteracted by utilizing the invention.

Sakrare assisterade nodbromsningar kan alltsa tillhandahallas for transporter av olika slags vatskor eller av andra laster for vilka tyngdpunkten forflyttas vid bromsning. Den tillhandahallna bromsningen kan goras atminstone delvis oberoende av den av foraren begarda retardationen, och kan darigenom minska exempelvis skvalprelaterade problem vind inbromsningarna. 8 Uppfinningen kan implementeras med ett litet tillskott i komplexitet, eftersom en relativt star del av de data som behovs for att utfara uppfinningen ofta redan finns tillgangliga i andra system i fordon idag, sasom i farthallare eller i navigationssystem i fordonet. Safer assisted emergency braking can therefore be provided for transports of different types of water shoes or of other loads for which the center of gravity is shifted during braking. The braking provided can be made at least partially independent of the deceleration requested by the driver, and can be thereby reducing, for example, gossip-related wind problems the decelerations. 8 The invention can be implemented with a small addition in complexity, since a relatively large part of the data needed to carry out the invention is often already available in other systems in vehicles today, such as in cruise control. or in the navigation system of the vehicle.

Kortfattad figurforteckning Uppfinningen kommer att belysas narmare nedan med ledning av de bifogade ritningarna, dOr lika hOnvisningsbeteckningar anvands for lika delar, och van: Figur 1 visar ett exempelfordon, Figur 2 visar ett flOdesschema fer ferfarandet enligt foreliggande uppfinning, Figurerna 3a-g visar schematiska exempel p1 karfall, Figur 4 visar en styrenhet i vilken foreliggande uppfinning kan implementeras. Brief list of figures The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and used: Figure 1 shows an example vehicle, Figure 2 shows a flow chart of the process of the present invention, Figures 3a-g show schematic examples p1 vascular cases, Figure 4 shows a control unit in which the present invention can be implemented.

Beskrivning av foredragna utforings former Fig. 1 visar schematiskt ett fordon 100 i vilket foreliggande uppfinning kan implementeras. Fordonet 100 innefattar en drivlina. Drivlinan innefattar en motor 101, vilken pa ett sedvanligt satt, via en pa. motorn 101 utgaende axel 102, vanligtvis via ett svanghjul, Or fOrbunden med en vaxellada 103 via en koppling 106. VOxelladan 103 illustreras har schematiskt som en enhet. Dock kan vaxelladan 103 fysiskt Oven besta av flera samverkande vaxellador, till exempel av en range-vaxellada, en huvudvOxellada och en splitvOxellada, vilka Or anordnade I-Or-1gs fordonets drivlina. Description of preferred embodiments Fig. 1 schematically shows a vehicle 100 in which the present invention can be implemented. The vehicle 100 includes a driveline. The driveline includes a motor 101, which on one usually sat, via a pa. motor 101 output shaft 102, usually connected via a flywheel, Or connected to a gearbox 103 via a clutch 106. The gearbox 103 illustrated has schematically as a unit. However, the gearbox 103 can physically Oven consist of several cooperating gearboxes, for example one range gearbox, a main gearbox and a split gearbox, which Or arranged the I-Or-1gs vehicle driveline.

Fordonet 100 innefattar vidare drivaxlar 104, 105, vilka Or forbundna med fordonets drivhjul 111, 112, och vilka drivs av 9 en fran yOxelladan 103 utgaende axel 107 via en axelvaxel 108, sasom t.ex. en sedvanlig differential. Fordonet 100 innefattar Oven ytterligare hjul 113, 114, vilka kan vara drivande eller icke-driyande och kan vara anordnade for styrning av fordonet. The vehicle 100 further includes drive shafts 104, 105, which Or are connected to the drive wheels 111, 112 of the vehicle, and which are driven by 9 a shaft 107 extending from the shaft shaft 103 via a shaft shaft 108, such as e.g. a usual differential. The vehicle 100 also comprises additional wheels 113, 114, which may be driving or non-driving and may be arranged to steer the vehicle.

Fordonet innefattar Oven en behallare, tank eller annat utrymme i vilket en last 170 kan transporteras. Denna last har tyngdpunkt 171 vilken kan forflytta sig i en langdriktning L for fordonet, alltsa kan tyngdpunkten 171 har forskjutas forayer mot forarhytten i fordonets frOmre ande (i fordonets fOrdriktning nOr en framatdrivande vOxel utnyttjas) och/eller akterover mot fordonets bakre Onde (i en riktning motsatt fOrdriktningen cid en framatdrivade vOxel utnyttjas). The vehicle includes an oven, tank or other space in which a load 170 can be transported. This load has a center of gravity 171 which can move in a longitudinal direction L of the vehicle, i.e. the center of gravity 171 may have displaced forays towards the driver's cab in the front end of the vehicle (in the vehicle Conditioning when a forward gear is used) and / or aft towards the rear end of the vehicle (in a direction opposite the direction cid a forward-driven vOxel is used).

Fordonet 100 innefattar vidare ett eller flera olika bromssystem 150. Bromssystemen 150 kan innefatta ett sedvanligt fardbromssystem, vilket t.ex. kan utgoras av hjulbromsar 151, 152, 153, 154 innefattande bromsskivor och/eller bromstrummor med tillhorande bromsbelag eller liknande anordnade invid fordonets hjul 111, 112, 113, 114. Bromssystemet 150 kan Oven innefatta en eller flera tillsatsbromsar/hjOlpbromsar, exempelvis en broms vilken verkar pa fordonets drivlina 155, sasom en retarder, en elektromagnetisk broms, en dekompressionsbroms, eller en avgasbroms. En retarder kan innefatta en eller flera av en primOr retarder, placerad mellan motorn och vOxelladan, och en sekundOr retarder, placerad efter vaxelladan. En elektromagnetisk broms kan vara placerad pa en godtycklig lOmplig plats dOr den kan verka pa fordonets drivlina. Bromsarna 155 som verkar pa drivlinan Or i figuren schematiskt inritade som att de verkar pa vaxelladans utgaende axel 107. The vehicle 100 further includes one or more different braking systems 150. The braking systems 150 may include one conventional service brake system, which e.g. can consist of wheel brakes 151, 152, 153, 154 comprising brake discs and / or brake drums with associated brake pads or the like arranged next to the vehicle's wheels 111, 112, 113, 114. The brake system 150 may also comprise one or more auxiliary brakes / auxiliary brakes, for example a brake which acts on the vehicle's powertrain 155, such as a retarder, an electromagnetic brake, a decompression brake, or an exhaust brake. A retarder may comprise one or more of a primary retarder, located between the engine and the gearbox, and a secondary retarder, located after the gearbox. One electromagnetic brake can be placed in any suitable place where it can act on the vehicle's driveline. The brakes 155 acting on the driveline Or in the figure are schematically drawn as if they act on the output shaft 107 of the gearbox.

Dock kan dessa bromsar 155 vara anordnade vasentligen var som helst lOngs fordonets drivlina och kan verka vasentligen var som helst dOr en bromsverkan kan astadkommas. 10 En dekompressionsbroms kan vara integrerad i motorn. En avgasbroms utnyttjar ett i avgasutloppet monterat spjall for att Oka motorns pumpfOrluster och darmed dess bromsande moment for att astadkomma bromsverkan. Avgasbromsen kan ses som integrerad i motorn 101, eller atminstone i motorn 101 och dess avgasbehandlingssystem 160. Avgasbromsar och dekompressionsbromsar är vanligtvis anordnade/monterade i anslutning till en avgasstrom Iran motorn 101. However, these brakes 155 may be arranged substantially anywhere preferably along the vehicle's driveline and can act essentially anywhere where a braking effect can be achieved. 10 A decompression brake can be integrated in the engine. An exhaust brake uses a damper mounted in the exhaust outlet to increase the engine's pump losses and thus its braking torque to achieve braking action. The exhaust brake can be seen as integrated in the engine 101, or at least in the engine 101 and its exhaust treatment system 160. Exhaust brakes and decompression brakes are usually arranged / mounted in connection with an exhaust flow Iran engine 101.

Motorn 101 kan styras baserat pa instruktioner Iran en farthallare 120, for att halla en konstant faktisk fordonshastighet och/eller for att variera den faktiska fordonshastigheten exempelvis sa att en mom rimliga hastighetsgranser optimerad bransleforbrukning erhalls. Engine 101 can be controlled based on instructions Iran one cruise control 120, to keep a constant actual vehicle speed and / or to vary the actual vehicle speed for example said that a mom reasonable speed limits optimized fuel consumption is obtained.

Fordonet 100 innefattar Oven atminstone en styrenhet 1 anordnad for att styra en mangd olika funktioner i fordonet, sasom bland annat motorn 101, bromssystemet 150 och vaxelladan 103. The vehicle 100 also comprises at least one control unit 1 arranged to control a variety of functions in the vehicle, such as the engine 101, the brake system 150 and the gearbox 103.

Farthallaren 120 och/eller styrenheten 130 kan vara kopplade till en eller flera sensorer, sasom en omvarldssensor 141 innefattande exempelvis en kamera och/eller en radaranordning riktade mot ett vagavsnitt framfor fordonet 100. Farthallaren 120 och/eller styrenheten 130 kan ocksa vara kopplade till en eller flera sensorer 142 vilka tillhandahaller positioneringsinformation, sasom en GPS-mottagare (Global Positioning System) eller liknande. Farthallaren 120 och/eller styrenheten 130 kan ocksa vara kopplade till en bromsreglagesensor 143 vilken mater hur ett bromsreglage hanteras av en forare i fordonet. The cruise control 120 and / or the control unit 130 may be connected to one or more sensors, such as a peripheral sensor 141 comprising, for example, a camera and / or a radar device directed towards a section of carriage in front of the vehicle 100. The cruise control 120 and / or the control unit 130 may also be connected to one or more sensors 142 which provide positioning information, such as a GPS receiver (Global Positioning System) or similar. Cruise control 120 and / or the control unit 130 may also be connected to a brake control sensor 143 which measures how a brake control is handled by a driver in the vehicle.

Sasom beskrivs mer i detalj nedan innefattar styrenheten 130 i systemet en forsta faststallandeenhet 131, en andra faststallandeenhet 132, en prediktionsenhet 133 och en 11 parameterstyrningsenhet 134, vilka kan vara logiskt separerade men vara fysiskt implementerade i samma enhet, eller kan vara bade logiskt och fysiskt gemensamt anordnade/implementerade. As described in more detail below, the control unit 130 includes the system a first determining unit 131, a second determining unit 132, a prediction unit 133 and a 11 parameter control unit 134, which may be logically separated but be physically implemented in the same unit, or may be both logically and physically jointly arranged / implemented.

Sasom inses av fackmannen kan styrenheten 130 dessutom vara inrdttad att styra en eller flera ytterligare enheter i fordonet, sasom exempelvis kopplingen 106 och/eller vaxelladan 103 (ej visat i figuren). As will be appreciated by those skilled in the art, the control unit 130 may additionally be arranged to control one or more additional units in the vehicle, such as the clutch 106 and / or the gearbox 103 (not shown in the figure).

Den atminstone en styrenheten 130 är i figuren ritad separat fran farthallaren 120. Dock kan styrenheten 130 och farthallaren 120 utbyta information med varandra. Farthallaren 120 och styrenheten 130 kan aven vara logiskt separerade men vara fysiskt implementerade i samma enhet, eller kan vara bade logiskt och fysiskt gemensamt anordnade/implementerade. The at least one control unit 130 is shown in the figure separately from the cruise control 120. However, the control unit 130 and the cruise control 120 exchanges information with each other. The speedometer 120 and the control unit 130 may also be logically separated but be physically implemented in the same unit, or may be both logically and physically jointly arranged / implemented.

Figur 2 visar ett flOdesschema for ett fOrfarande 200 enligt en aspekt av foreliggande uppfinning. Figure 2 shows a flow chart of a process 200 according to FIG an aspect of the present invention.

FOrfarandet 200 avser en styrning av atminstone en parameter relaterad till en assisterad bromsning av ett fordon 100 vilket transporterar en last 170. Lasten 170 har en tyngdpunkt 171 som kan forflytta sig relativt fordonet 100 i en langdriktning L for fordonet 100. Med andra ord kan lasten och darmed lastens tyngdpunkt forflytta sig framat och bakat mom fordonet sasom beskrivs ovan for viskOsa laster eller andra laster vilka inte är statiskt fixerade vid fordonet. The method 200 relates to a control of at least one parameter related to an assisted braking of a vehicle 100 which transports a load 170. The load 170 has a center of gravity 171 which can move relative to the vehicle 100 in a longitudinal direction L for the vehicle 100. In other words, the load and thus the center of gravity of the load moves forward and backward of the vehicle as described above for viscous loads or other loads which are not statically fixed to the vehicle.

I ett fersta steg 201 av forfarande utfOrs, exempelvis genom utnyttjande av nedan beskrivna forsta fatstdllandeenhet 131, ett faststallande av information relaterad till en eller flera av ett vdgavsnitt framfor fordonet 100 och atminstone ett ytterligare fordon vilket fardas framfor fordonet 100 pa vagavsnittet framfor fordonet. Faststdllandet i forsta steget utfors genom utnyttjande av atminstone en sensor, vilken 12 exempelvis kan innefatta Atminstone en kamera och/eller radaranordning 141 och/eller en sensor 142 som tillhandahaller positioneringsinformation. In a first step 201 of the procedure is carried out, for example by utilizing the first capture unit 131 described below, a determination of information related to one or more of a road section in front of the vehicle 100 and at least one further vehicle which travels in front of the vehicle 100 on the road section in front of the vehicle. The land in the first step performed by utilizing at least one sensor, which 12 for example, may include at least one camera and / or radar device 141 and / or a sensor 142 that provides positioning information.

Faststallandet av informationen kan utforas pa ett antal olika satt. informationen kan bestammas baserat pa kartdata, exempelvis fran digitala kartor innefattande topografisk information, i kombination med positioneringsinformation, sasom exempelvis GPS-information (Global Positioning System), eller andra darfor lampliga positioneringssystem. Med hjalp av positioneringsinformationen kan fordonets position i forhallande till kartdatan faststallas sa att informationen kan extraheras ur kartdatan. The determination of the information can be performed in a number of different ways true. the information can be determined based on map data, for example from digital maps including topographic information, in combination with positioning information, such as GPS information (Global Positioning System), or other appropriate positioning systems. With the help of the positioning information may indicate the position of the vehicle in relation to the map data is determined so that the information can be extracted from the map data.

I flera idag forekommande farthallarsystem utnyttjas kartdata och positioneringsinformation vid farthallningen. Sadana system kan cid tillhandahalla kartdata och positioneringsinformation till systemet for foreliggande uppfinning, vilket gOr att komplexitetstillskottet far bestammandet av informationen minimeras. Map data is used in several current cruise control systems and positioning information for cruise control. Sadana systems, cid can provide map data and positioning information to the system of the present invention, which means that the addition of complexity minimizes the determination of the information.

Informationen kan aven faststallas baserat pa ett motormoment i fordonet, pa en acceleration for fordonet, pa en accelerometer, pa GPS-information, pa radarinformation, pa kamerainformation, pa information fran ett annat fordon, pa i fordonet tidigare lagrad positioneringsrelateradinformation, eller pa information erhallen fran trafiksystem relaterat till namnda vagavsnitt. I ett system dar informationsutbyte mellan fordon utnyttjas kan aven information uppskattad av ett fordon tillhandahallas andra fordon, antingen direkt, eller via en mellanliggande enhet sasom en databas eller liknande. The information can also be determined based on an engine torque in the vehicle, on an acceleration of the vehicle, on a accelerometer, on GPS information, on radar information, on camera information, on information from another vehicle, on positioning-related information previously stored in the vehicle, or on information obtained from traffic systems related to named vagavs section. In a system where information is exchanged between vehicles used, information estimated by a vehicle can also be provided to other vehicles, either directly, or via an intermediate unit such as a database or the like.

I ett andra steg 202 av forfarandet faststalls, exempelvis genom utnyttjande av nedan beskrivna andra faststallandeenhet 132, atminstone en dynamisk egenskap D for lasten 170. Denna 13 Atminstone en dynamiska egenskap D är hOr relaterad till fOrflyttningen av tyngdpunkten 171 i fordonets langdriktning L, det vill saga är relaterad till en forflyttning framAt och/eller bakat av tyngdpunkten. Sasom beskrivs ovan kan vid retardation krafter uppstA vilka beror av vatskans rOrelse och tyngdpunktsforskjutning. Dessa krafter kan gora att retardationen blir ojamn, ryckig och/eller obehaglig for foraren. Motsvarande krafter kan Oven uppsta for andra typer av laster vilka har en tyngdpunkt som kan forflyttas i fordonets langdriktning. Dynamiska egenskaper D hos lasten och deras faststallande beskrivs mer i detalj nedan. In a second step 202 of the process, for example by using the second determining unit described below 132, at least one dynamic property D of the load 170. This 13 At least one dynamic property D is here related to the displacement of the center of gravity 171 in the longitudinal direction L of the vehicle, that is to say it is related to a movement forward and / or backward of the center of gravity. As described above can at deceleration forces arise which depend on the movement of the water and center of gravity shift. These forces can make the deceleration uneven, jerky and / or uncomfortable for the driver. Corresponding forces can arise for other types of loads which have a center of gravity which can be moved in the longitudinal direction of the vehicle. Dynamic properties D of the load and their determination is described in more detail below.

I ett tredje step 203 av forfarandet utfors, exempelvis genom utnyttjande av nedan beskrivna prediktionsenhet 133, en prediktion av om en assisterad bromsning kommer att behova utforas for fordonet och aven av hur en sadan assisterad bromsning cid kommer att se ut kraft- och/eller hastighetsmOssigt. Denna prediktion utfors hOr baserat atminstone pa de faststallda en eller flera dynamiska egenskaperna D och pa den faststallda informationen cm det framfbrliggande vagavsnittet och/eller de framfOrliggande fordonen. In a third step 203 of the method, for example by using the prediction unit 133 described below, a prediction is made as to whether an assisted braking will be required. performed for the vehicle and also of how such assisted braking cid will look power- and / or speed-wise. This prediction is performed here based at least on the determined one or more dynamic properties D and on the determined information about it. the protruding wagon section and / or the protruding ones the vehicle.

I ett fjarde step 204 av forfarandet utfors, exempelvis genom utnyttjande av nedan beskrivna parameterstyrningsenhet 134, en styrning av den atminstone en parametern relaterad till den assisterade bromsningen, dar denna styrning baseras atminstone pa prediktionen av den assisterade bromsningen. Styrningen utfors har sa att den medfor en aktiv och kontrollerad forflyttning av tyngdpunkten 171 till ett frOmre ldge 171f sa langt framat som mojligt mom fordonet 100 i langdriktningen L. Styrningen utfors sa att den Oven medfor att tyngdpunkten 171 sedan vOsentligen bibehalls i detta framre lOge 171f under resten assisterade bromsning efter att den har natt detta 14 framre lage 171f. Harigenom reduceras skvalprelaterade problem for lasten 170 och fordonet 100. In a fourth step 204 of the method, for example by using the parameter control unit 134 described below, a control of the at least one parameter related to the assisted braking, where this steering is based at least on the prediction of the assisted braking. The steering is performed so that it causes an active and controlled movement of the center of gravity 171 to a forward height 171f as far forward as possible with the vehicle 100 in the longitudinal direction. L. The steering is performed so that the Oven causes the center of gravity 171 then essentially maintained in this front lOge 171f below the rest assisted braking after it had night this 14 front make 171f. This reduces splash-related problems for the load 170 and the vehicle 100.

Enligt en utforingsform utgor detta framre lage 171f fir tyngdpunkten en position vilken kan faststallas baserat pi den kommande assisterade bromsning som skall utforas. Denna position kan di exempelvis ligga sd lingt fram som mojligt och mom ramen fir den assisterade bromsning som ska utforas. Eftersom denna assisterade bromsning predikteras 203, sa. finns det mojlighet att faststalla vilken position som detta framre lage 1711 kommer att hamna i. According to one embodiment, this front layer 171f for the center of gravity constitutes a position which can be determined based on the upcoming assisted braking to be performed. This position, you can, for example, lie as far forward as possible and mom ramen fir the assisted braking to be performed. Since this assisted braking is predicted 203, sa. it is possible to determine which position this front law 1711 will end up in.

Detta framre lage 1711 for tyngdpunkten illustreras schematiskt i figur 1 far en viskos last 170 (streckad) innefattad i en tank/behallare. Sisom illustreras i figuren pressas lasten 170 framit i fordonets lOngriktning L av retardationen/bromsningen, vilket gor att lasten 170 trycks framat och itminstone delvis fyller upp tankens framre volym. Detta gor att en storre andel av lasten 170 befinner sig i tankens framre del under retardationen, vilket ocksa gor att lastens tyngdpunkt 171 forflyttas framdt till dess framre lage 1711 jamfort med ett normalt lage 171n fir tyngdpunkten di fordonet inte accelererar eller retarderar och di lasten 170 fordelar sig vasentligen jOmnt mom tanken/behallaren. Det framre laget 171f kan alltsa exempelvis utgoras av en position i fordonet motsvarande ett tyngdpunktslOge di lasten Or forflyttad si att den vasentligen fyller upp och/eller Or koncentrerad till en framre del av ett lastutrymme, vilket till exempel kan utgiras av tank eller behallare fir transport av vatska. This front center 1711 for the center of gravity is schematically illustrated in Figure 1 with a viscous load 170 (dashed) contained in a tank / container. As illustrated in the figure, the load 170 is pushed forward in the longitudinal direction L of the vehicle the deceleration / braking, which causes the load 170 to be pressed forward and at least partially fills the front volume of the tank. This causes a larger proportion of the load 170 to be in the front part of the tank during deceleration, which also causes the center of gravity 171 of the load to be moved to its front position. 1711 compared with a normally low 171n fir your center of gravity the vehicle does not accelerate or decelerate and the load 170 is distributed substantially evenly between the tank / container. The front layer 171f can thus, for example, be constituted by a position in the vehicle corresponding to a center of gravity position in the load Or moved so that it essentially fills up and / or Or concentrated to a front part of a cargo space, which can for example be dispensed from a tank or container for transporting liquid.

Motsvarande tyngdpunktslagen 171n, 1711 som illustreras fir viskosa laster i figur 1 kan erhallas Oven fir icke-viskosa laster med tyngdpunkter som kan forflytta sig i fordonets langdriktning L. Corresponding center of gravity law 171n, 1711 illustrated fir viscous loads in Figure 1 can be obtained above non-viscous loads with centers of gravity that can move in the longitudinal direction of the vehicle L.

Sasom beskrivs mer i detalj nedan astadkoms den assisterade bromsningen genom utnyttjande/aktiverande av atminstone en bromsanordning 150, 151, 152, 153, 154, 155 i fordonet 100. As described in more detail below, the assisted braking is accomplished by utilizing / activating at least one brake device 150, 151, 152, 153, 154, 155 in the vehicle 100.

Efter att den atminstone en bromsanordning 150, 151, 152, 153, 154, 155 har aktiverats kommer tyngdpunkten 171 for lasten att forflyttas framat i fordonet pa grund av den assisterade bromsningen av fordonet. After the at least one braking device 150, 151, 152, 153, 154, 155 has been activated, the center of gravity 171 of the load will be moved forward in the vehicle due to the assisted braking of the vehicle.

Det foreliggande uppfinning astadkommer Or alltsa en aktiv och kontrollerad forflyttning av tyngdpunkten 171 till dess framre lage 1715. Med andra ord anpassas den aktiva forflyttningen av tyngdpunkten 171 enligt vissa nedan beskrivna utforingsformer av foreliggande uppfinning sa att den utfors tidigare an en passiv forflyttning av tyngdpunkten 171 hade intraffat pa grund av den assisterade bromsningen am foreliggande uppfinning inte hade tillampats. Enligt vissa andra nedan beskrivna utforingsformer av foreliggande uppfinning astadkommer den aktiva forflyttningen av tyngdpunkten 171 en mer kontrollerad och darmed sakrare forflyttning an en passiv forflyttning av tyngdpunkten 171 som hade astadkommit am foreliggande uppfinning inte hade tillampats. The present invention thus provides an active and controlled movement of the center of gravity 171 to its front layer 1715. In other words, the active movement of the center of gravity 171 is adapted according to certain embodiments of the present invention described below so that it is performed previously on a passive movement of the center of gravity 171 had occurred on due to the assisted braking in the present invention had not been applied. According to certain other embodiments of the present invention described below, the active movement of the center of gravity 171 provides a more controlled and thus safer movement than a passive one displacement of the center of gravity 171 which had been achieved in the present invention had not been applied.

Efter forflyttningen av tyngdpunkten till dess framre lage 171f kan tyngdpunkten enligt en utfOringsform styras att stanna kvar i detta framre lage. After the transfer of the center of gravity to its front layer 171f, the center of gravity according to one embodiment can be controlled to stay in this front layer.

Harigenom kan en mjuk fOrflyttning fOljt av ett positionsbehallande av tyngdpunkten erhallas, dar den mjuka fOrflyttningen styrs enligt foreliggande uppfinning sa att de ovan namnda problemen relaterade till tyngdpunktsforflyttningar kan undvikas. Ants& kan jamna och mjuka retardationer tillhandahallas Oven vid kraftiga 16 inbromsningar sasom vid assisterad hromsning for ett fordon transporterande tyngdpunktsforflyttande laster, sasom exempelvis en tankbil eller en brandhil. Hdrigenom tillhandahalls sdkra assisterade bromsningar, vilka Oven Or behagliga far en farare av fordonet. Thereby a smooth displacement followed by a position retention of the center of gravity can be obtained, where the smooth displacement is controlled according to the present invention so that the above-mentioned problems related to center of gravity shifts can be avoided. Ants & can level and soft retardations are provided Oven at severe 16 braking, such as assisted braking for a vehicle carrying loads of center of gravity, such as a tanker truck or a fire hydrant. This provides safe assisted braking, which Oven Or pleasant father a driver of the vehicle.

Enligt en nedan mer i detalj beskriven utforingsform av foreliggande uppfinning kan tyngdpunkten styras att ligga kvar i dess frdmre ldge genom att den assisterade bromsningen regleras/styrs baserat pa den ovan nOmnda prediktionen av hur den assisterade bromsningen kommer att se ut. Alltsa kan tyngdpunkten styras till att ligga kvar vOsentligen i dess frdmre position 171f, ddr styrningen baseras atminstone pa de fastst011da en eller flera dynamiska egenskaperna D och pa den faststdllda informationen om det framforliggande vdgavsnittet och/eller de framforliggande fordonen. According to an embodiment of the present invention described in more detail below, the center of gravity can be controlled to remain in its former position by regulating / controlling the assisted braking based on the above-mentioned prediction of how the assisted braking will look like. So can the center of gravity is controlled to remain substantially in its former position 171f, where the control is based at least on the determined one or more dynamic properties D and on the determined information about the forward section of the wall. and / or the vehicles in front.

Enligt en utforingsform av foreliggande uppfinning innefattar den assisterade bromsningen panikbromsassistans. Panikbromsassistans pafor en forstOrkning av en inmatning Binput vilken en forare har gjort till en forarstyrd bromsreglagesensor 143. Den paforda forstarkningen av inmatningen Binput resulterar alltsa i en bromskraft Fbrake inc ett bromskraftsintervall F1 mellan en inmatningsbromskraft Ftu-a-Keinput motsvarande inmatningen Binput och en maximal bromskraft Fbrake max tillgdnglig i fordonet; Fbrake input < Fbrake inc < Fbrake itax • Forstdrkningen pafors av panikbromsassistansen am inmatningen Binput till brOMSreglageSerlSOrn 143 overstiger ett gransvarde Binput th; Binput > Binput th och motsvarar en fordndring ABinp,t overstigande ett forandringsgransvarde ABinpua. th; ,LBinput > ABinput th • Vid panikbromsassistans Or den atminstone en parametern relaterad till den assisterade bromsningen är relaterad till 17 en storlek for forstarkningen som loafers inmatning Binput • Alltsa kan enligt utforingsformen av foreliggande uppfinning bromskraftsintervallet F1 utnyttjas vid styrningen av forstarkningen for att astadkomma den aktiva och kontrollerade ferflyttningen av tyngdpunkten enligt foreliggande uppfinning. According to one embodiment of the present invention, the assisted braking includes panic braking assistance. Panic brake assistance due to an amplification of an input Binput which a driver has made into a driver-controlled brake control sensor 143. The required reinforcement of the input Binput thus results in a braking force Fbrake inc a braking force interval F1 between an input braking force Ftu-a-Keinput corresponding to the input Binput and a maximum braking force Fbrake max available in the vehicle; Fbrake input <Fbrake inc <Fbrake itax • The reinforcement is preceded by the panic brake assistance am the input Binput to brOMSreglageSerlSOrn 143 exceeds a spruce value Binput th; Binput> Binput th and corresponds to a change ABinp, t in excess of a change spruce value ABinpua. th; , LBinput> ABinput th • In case of panic brake assistance Or the at least one parameter related to the assisted braking is related to 17 a magnitude of the gain as the loader input Binput • Thus, according to the embodiment of the present invention, the braking force interval F1 can be used in controlling the gain to provide the active and controlled the displacement of the center of gravity of the present invention.

Dessutom kan bromskraftsintervallet F1 utnyttjas for att ge bromskraften Fprakeipp ett varde/utseende vilket ger att tyngdpunkten 170 kan styras till att stanna vasentligen i sitt framre lage 171f under hela bromsningen. In addition, the braking force interval F1 can be used to give the braking force Fprakeipp a value / appearance, which means that the center of gravity 170 can be controlled to remain substantially in its forward position 171f during the entire braking.

Figur 3a visar ett schematiskt och icke-begransande exempel pa en inbromsning av ett fordon genom utnyttjande av tidigare kand panikbromsassistans respektive genom utnyttjande av foreliggande uppfinning. Figure 3a shows a schematic and non-limiting example of a braking of a vehicle by utilizing the former can panic brake assistance or by utilizing the present invention.

Den heldragna kurvan Fbrake prior art i den byre figuren illustrerar schematiskt hur bromskraften for fordonet snabbt akar fran en position P -brake prior act da foraren hastigt har tryckt ner bromspedalen sa att inmatningen Binput till bromsreglagesensorn 143 overstiger gransvardeet Binput th; Binput Binput teach motsvarar en forandring Binput overstigande forandringsgransvardet ABinput th; ABinputABinput th • Den heldragna kurvan vp rior art i den nedre figuren illustrerar schematiskt hur den motsvarande hastigheten far fordonet minskar kraftigt fran en position P - brake prior art da foraren hastigt trycker ner bromspedalen sa att inmatningen Binput till bromsreglagesensorn 143 overstiger gransvardeet Binput th; Binput Binput teach motsvarar en forandring ABinput everstigande forandringsgransvardet ABinput th; ABinputABinput th • Exempelvis kan bromspedalen snabbt tryckas ner till ett lage motsvarande Binput 50% av en maximal bromskraft Fb rake max tillganglig i fordonet, vilket ger att panikbromsassistanssystemet akar bromskraften Fprakeinp till ett varde mom intervallet FI=50%- 18 100% av den maximala bromskraften Fb„ke max. Sasom framgar av den heldragna kurvan finns det risk for att fordonet ater far fart och rullar framat Vp rior art bouncc efter det att det har stannat och till slut stannar vid positionen P -stop prior art. Detta kan exempelvis i sa fall intraffa nar fordonet efter att det har retarderat och stannat paverkas av en framatriktad kraft vilken beror pa att lastens tyngdpunkt har en efterslapning jamfort med fordonets retardation, sasom beskrivs ovan. I vissa fall kan alltsa kraften av lastens rorelse vara sa stor att den forflyttar fordonet framat. The solid curve Fbrake prior art in the byre figure illustrates schematically how the braking force of the vehicle quickly akar from a position P -brake prior act when the driver has hastily depressed the brake pedal so that the input Binput to the brake control sensor 143 exceeds the review value Binput th; Binput Binput teach corresponds to a change Binput exceeding change threshold ABinput th; ABinputABinput th • The solid curve vp rior art in the lower figure illustrates schematically how the corresponding speed the vehicle travels decreases sharply from a position P - brake prior art da foraren quickly depresses the brake pedal so that the input Binput to brake control sensor 143 exceeds the bin value th; Binput Binput teach corresponds to a change ABinput ascending change threshold ABinput th; ABinputABinput th • For example the brake pedal can be quickly pushed down to a low equivalent Binput 50% of a maximum braking force Fb rake max available in the vehicle, causing the panic brake assist system to slow down braking force Fprakeinp to a varde mom interval FI = 50% - 18 100% of the maximum braking force Fb „ke max. As can be seen from the solid curve, there is a risk that the vehicle will pick up speed again and roll forward Vp rior art bouncc after it has stopped and finally stops at position P -stop prior art. This may, for example, in that case occur when the vehicle after it has decelerated and stopped being affected by a forward force which is due to the center of gravity of the load having a lag compared to the deceleration of the vehicle, as described above. In some cases, therefore, the force of the movement of the load can be so great that it moves the vehicle forward.

Den streckade kurvan Fbrake env i den ovre figuren illustrerar schematiskt ett exempel pa hur bromskraften istallet skulle kunna se ut om foreliggande uppfinning utnyttjas vid bromsningen. Den streckade kurvan vanv i den nedre figuren illustrerar schematiskt ett exempel pa hur den motsvarande hastigheten for fordonet skulle kunna minska om foreliggande uppfinning utnyttjas vid bromsningen. Enligt en utforingsform av fOreliggande uppfinning utnyttjas bromskraftsintervallet F1 mellan inmatningsbromskraften Fbral.cemotsvarande inmatningen Binput och den maximala bromskraften Fbra ke max; Fbrake inputFbrake inc Fbrake max; for att bromsa fordonet pa ett kontrollerat satt sa att av lastens tyngdpunkt 171 forflyttas sa langt framat som majligt 171f mom fordonet 100 sedan stannar day., vilket reducerar skvalprelaterade problem for lasten. Enligt utforingsformen styrs alltsa vid panikbromsassistans storleken for forstarkningen som pafors inmatning Bipput, vilket gor att den streckade hastighetskurvan vi, motsvarande utforingsformen far ett annorlunda utseende an den heldragna hastighetskurvan Vprior art fOr tidigare kanda lesningar. Sasom illustreras i den byre figuren kan den streckade kurvan Fbrake Jaw for bromskraften enligt foreliggande uppfinning ligga under den maximalt mojliga bromskraften Fbrake max, och kan aven ges en fluktuerande 19 storlek, vilket gor att skvalp och/eller andra problem relaterade till lastens dynamiska egenskaper D kan motverkas, varigenom den aktiva och kontrollerade farflyttningen av tyngdpunken 171 mojliggors. The dashed curve Fbrake env in the upper figure schematically illustrates an example of what the braking force could instead look like if the present invention was used in braking. The dashed curve is used in the lower figure schematically illustrates an example of how the corresponding the speed of the vehicle could decrease if the present invention is used in braking. According to an embodiment of the present invention, the braking force interval F1 is used between the input braking force Fbral.c corresponding to the input Binput and the maximum braking force Fbra ke max; Fbrake inputFbrake inc Fbrake max; to brake the vehicle in a controlled manner so that of the center of gravity 171 of the load is moved as far forward as monthly 171f mom vehicle 100 then stops day., which reduces gossip-related problems for the load. According to the embodiment is thus controlled by the size of the panic brake assistance for the reinforcement that pafors input Bipput, which means that the dashed speed curve vi, corresponding to the embodiment, has a different appearance than the solid speed curve Vprior art for previous kanda readings. As illustrated in it byre figure can the dashed curve Fbrake Jaw for braking force according to the present invention are below the maximum possible braking force Fbrake max, and can also be given a fluctuating 19 size, which allows splashing and / or other problems related to the dynamic properties D of the load to be counteracted, whereby the active and controlled movement of the center of gravity 171 is made possible.

Enligt exemplet illustrerat i figur 3a bromsas fordonet initialt efter positionen P -brake prior art mindre enligt foreliggande uppfinning an bromsningen enligt en tidigare kand panikbromsassistans. Detta beror pa att forstarkningen som pafors inmatning Bipput, och darmed aven bromsningen av fordonet, enligt utforingsformen faststalls genom att ta hansyn till lastens dynamiska egenskaper D. Harigenom kan fordonet bromsas med en val vald forstarkning sá att fordonet inte ater far fart och rullar framat vp rior art bounce efter det att det har stannat vid positionen P - stop inv • Alltsa erhalls en kontrollerad och komfortabel assisterad bromsning cid utforingsformen utnyttjas. According to the example illustrated in Figure 3a, the vehicle is braked initially after the position P -brake prior art less according to the present invention than braking according to a prior art panic brake assistance. This is because the reinforcement that precedes the input Bipput, and thus also the braking of the vehicle, according to the embodiment is determined by taking consideration of the dynamic properties of the load D. In this way, the vehicle can be braked with a selected gain so that the vehicle does not regain speed and roll forward vp rior art bounce after it has stopped at position P - stop inv • Alltsa erhalls en controlled and comfortable assisted braking cid the embodiment is used.

Enligt en utforingsform av foreliggande uppfinning innefattar den assisterade bromsningen en omvarldssensorbaserad automatisk bromsning (AEBS). AEBS-bromssystemet faststaller en risk for att fordon 100 kommer att kollidera. Risken for kollision kan exempelvis baseras pa en eller flera omvarldssensorer 141, vilka genereras signaler relaterade till objekt utanfor fordonet. Dessa en eller flera omvarldssensorer kan innefatta en eller flera av atminstone en kamera 141 och atminstone en radaranordning 141. Kameran och/eller radaranordningen kan vara riktade framat, snett framat, at sidan, snett bakat och/eller bakat for att kunna identifiera om objekt, sasom andra fordon, personer och/eller foremal narmar sig fordonet pa sadan satt att det finns risk for en kollision. I figur 1 visas schematiskt en sadan omvarldssensor riktad framat. Dock kan motsvarande omvarldssensorer vara riktade dven at andra riktningar ut fran fordonet, sasom beskrivs for sensorer ovan. According to one embodiment of the present invention, the assisted braking comprises an environmental sensor-based automatic braking (AEBS). The AEBS brake system determines one risk of vehicle 100 colliding. The risk of collision may, for example, be based on one or more external sensors 141, which generate signals related to objects outside the vehicle. These one or more peripheral sensors may comprise one or more of at least one camera 141 and at least one radar device 141. The camera and / or the radar device may be directed forward, obliquely forward, to the side, obliquely bent and / or bent to be able to identify if objects, such as other vehicles, persons and / or objects approach the vehicle in such a way that there is a risk of a collision. Figure 1 schematically shows such a peripheral sensor directed forward. However, corresponding external sensors can be dven directed that other directions out of the vehicle, as described for sensors above.

Baserat pa detta faststdllande av kollisionsrisken styr AEBSbromssystemet dtminstone en bromsanordning 150, 151, 152, 153, 154, 155, innefattande exempelvis en eller flera fdrdbromsar och/eller en eller flera tillsatsbromsar, i fordonet 100. Based on this determination of the risk of collision, the AEBS brake system controls at least one brake device 150, 151, 152, 153, 154, 155, including, for example, one or more front brakes and / or one or more auxiliary brakes, in the vehicle 100.

Enligt foreliggande uppfinning innefattar styrningen 204 av den atminstone en parametern relaterad till den assisterade bromsningen, vilken utfors baserat pa prediktionen av den assisterade bromsningen och medfor en aktiv och kontrollerad tidigarelagd forflyttning av tyngdpunkten 171 for lasten sd langt framat som majligt mom fordonet, en styrning av tidpunkten tAEBS da bromskraften for AEBS-bromsningen ska paforas. Med andra ord är den atminstone en parametern relaterad till den assisterade bromsningen enligt utforingsformen relaterad till tidpunkten tAims for paforande av en AEBS-bromskraften. According to the present invention, the controller 204 comprises the at least one parameter related to the assisted one the braking, which is performed based on the prediction of it assisted braking and involved an active and controlled earlier movement of the center of gravity 171 for the load sd far forward as the monthly VAT of the vehicle, a control of the time tAEBS when the braking force for the AEBS braking is to be staged. In other words, it is at least one parameter related to the assisted braking according to the embodiment related to the time tAims for applying an AEBS braking force.

Enligt exemplet illustrerat i byre och undre figurernas streckade kurva i figur 3b paborjas AEBS-bromsningen av fordonet tidigare, vid positionen PAEBSinv motsvarande tidpunkten t -AEBS invr enligt foreliggande uppfinning, an for AEBS-bromsningen enligt en tidigare kdnd teknik PAEBS prior art/tAEBS prior artr vilken illustreras med de heldragna kurvorna i de undre och byre figurerna i figur 3b. According to the example illustrated in the dashed curve of the upper and lower figures in Figure 3b, the AEBS braking of the vehicle previously, at the position PAEBSinv corresponding the time t AEBS invr according to the present invention, in front of the AEBS braking according to a prior art PAEBS prior art / tAEBS prior art which is illustrated by the solid curves in the lower and upper figures in figure 3b.

AEBS-systemet faststdller i exemplet i figuren vid positionen Pass att en assisterad bromsning, det vill saga en AEBSbromsning, ska utforas. Sasom beskrivs ovan kan detta faststdllande baseras bland annat pa sensorsignaler, sasom signaler tillhandahdllna av en eller flera kameror och/eller radaranordningar. 21 For tidigare kanda losningar har fordonet fardats en stracka SAEBS prior art motsvarande en tid TAEBS prior art innan AEBSbromsningen har aktiverats, det viii saga da bromskraften snabbt har okats till en maximal bromskraft Fbrake max (heldragen kurva). DA denna utfOringsform av foreliggande uppfinning utnyttjas kommer fordonet istallet fardas en kortare stracka SAEBS inv motsvarande en tid TAEptsinvinnan AEBS-bromsningen aktiveras, det viii saga innan bromskraften snabbt okas till en relativt star bromskraft strax under Fbrake max (streckad kurva). The AEBS system is established in the example in the figure at the position Make sure that an assisted braking, ie an AEBS braking, is performed. As described above, this determination may be based, inter alia, on sensor signals, such as signals provided by one or more cameras and / or radar devices. 21 For previous known solutions, the vehicle has traveled a short SAEBS prior art corresponding to a time TAEBS prior art before the AEBS braking has been activated, the viii saga when the braking force has been quickly increased to a maximum braking force Fbrake max (solid curve). This embodiment of the present invention used, the vehicle will instead travel a shorter distance SAEBS inv corresponding to a time TAEpts recovery The AEBS braking is activated, the viii saga before the braking force is quickly increased to a relatively strong braking force just below Fbrake max (dashed curve).

Detta beror pa att tidpunkten t —AEBS inv, motsvarande positionen PA EBS inV, cid bromsningen ska paborjas enligt utforingsformen faststalls genom att ta hansyn till lastens dynamiska egenskaper D. Utseendet has bromskraften Fbrakei,, som utnyttjas av foreliggande uppfinning (streckad kurva) baseras enligt foreliggande uppfinning pa den predikterade 203 bromsningen, vilket gor att den kan ges en Over tiden varierande storlek vilken motverkar de dynamiska egenskaperna has lasten. This is because the time t —AEBS inv, corresponding to the position PA EBS inV, cid braking shall be drilled according to the embodiment determined by taking into account the dynamic properties of the load D. The appearance has the braking force Fbrakei ,, which is used of the present invention (dashed curve) is based on the present invention on the predicted 203 braking, which enables it to be given a size varying over time which counteracts the dynamic properties of the load.

Harigenom kan fordonet bromsas sa att fordonet inte ater far fart och rullar framat vp rior art bounce efter det att det har stannat vid positionen Pstopi/w. Detta beror pa att en tidigarelaggning av tidpunkten tAEBs cid AEBS-bromskraften pafors utnyttjas vid styrningen enligt utfOringsformen av den atminstone en parametern relaterad till den assisterade bromsningen for att astadkomma den aktiva forflyttningen av tyngdpunkten 171 tidigare an tyngdpunkten 171 passivt hade forflyttats genom bromsning motsvarande en tidigare kand AEBSbromsning utan nagon aktiv forflyttning av tyngdpunkten 171. Alltsa har den aktiva tyngdpunktsforflyttningen har hunnit avslutas innan positionen Ps• Dessutom kan tyngdpunkten -top inv styras att bibehalla dess framre lage 171f under vasentligen hela inbromsningen genom att bromskraften Fbrake Eby som 22 utnyttjas av fareliggande uppfinning (streckad kurva) baseras enligt foreliggande uppfinning pa den predikterade bromsningen 203. Alltsa erhalls en kontrollerad och komfortabel AEBSbromsning dl utforingsformen utnyttjas. As a result, the vehicle can be braked so that the vehicle does not return speed and rolls forward vp rior art bounce after it has stopped at the Pstopi / w position. This is because an earlier setting of the time tAEBs cid AEBS braking force is then used in the control according to the embodiment of the at least one parameter related to the assisted braking to effect the active movement of the center of gravity 171 previously the center of gravity 171 had been passively moved by braking corresponding to a previous condition AEBS braking without any active movement of the center of gravity 171. Thus, the active center of gravity has had time ends before the position Ps • In addition, the center of gravity -top inv controlled to maintain its front bearing 171f during substantially the entire braking by the braking force Fbrake Eby as 22 utilized by the present invention (dashed curve) is based according to the present invention on the predicted braking 203. Thus, a controlled and comfortable AEBS braking is obtained for the embodiment to be used.

Detta kan aven ses som att skillnaden i tid mellan tidpunkterna TAEBS prior art och TAEBS Env, motsvarande positionerna PAEBS prior art och PAEBSinv, kan utnyttjas for att forflytta tyngdpunkten 171 framat i fordonet, varefter tyngdpunkten halls kvar i dess framre lage 171f. Harigenom undviks ovan beskrivna problem relaterade till lastens dynamiska egenskaper. This can also be seen as the difference in time between the times TAEBS prior art and TAEBS Env, corresponding to the positions PAEBS prior art and PAEBSinv, can be used to move the center of gravity 171 forward in the vehicle, after which the center of gravity is retained in its front position 171f. This is avoided above described problems related to the dynamic of the load characteristics.

Den tidigarelagda aktiva forflyttning av tyngdpunkten 171 utgor har en aktiv f6rflyttning vilken av system enligt foreliggande uppfinning styrs till att intraffa innan och/eller snabbare an tyngdpunkten 171 anda passivt forflyttats pa grand av den assisterade bromsningen av fordonet am den aktiva forflyttningen av tyngdpunkten 171 inte forst hade utforts. The earlier active movement of the center of gravity 171 constitutes an active movement which is controlled by systems according to the present invention to occur before and / or faster than the center of gravity 171 breath passively moved on the grand of the assisted braking of the vehicle am the active movement of the center of gravity 171 had not first been carried out.

Enligt en utforingsform av foreliggande uppfinning kan den assisterade bromsningen, det vill saga panikbromsassistansen eller AEBS-bromsningen, styras att avbrytas baserat atminstone pa de en eller flera dynamiska egenskaperna D och pa ovan namnda information relaterad till en eller flera av det framforliggande vagavsnittet och atminstone ett ytterligare framforliggande fordon. Om en indikation for avbrytande av den assisterade bromsningen, sasom exempelvis att bromspedalen slapps upp eller att sensorsignaler anger att det inte langre finns ett hinder framfor fordonet, faststalls och tillhandahalls under bromsningen sa tolkas alltsa denna erhallna indikation som att den assisterade bromsningen ska avbrytas. 23 Genom att basera avbrytandet av bromsningen bland annat pa de en eller flera dynamiska egenskaperna D has lasten kan alltsa undvikas att problem uppstar exempelvis nar lastens tyngdpunkt 171 ska aterga fran sitt framre lage 171f (figur 1) till dess normala lage 171n (figur 1). Annars hade det funnits en risk att lasten markbart kommer att paverka fordonet nar lasten okontrollerat flodar tillbaka bakat fran det framre laget 171f dl bromsningen avslutas. Med andra ord undviks genom denna utforingsform att fordonet ges en knuff bakat av dess last 170 nar bromsningen har avslutats. According to one embodiment of the present invention, it may assisted braking, that is to say panic braking assistance or the AEBS braking, is controlled to be interrupted based on at least the one or more dynamic properties D and on the above-mentioned information related to one or more of the preceding road sections and at least one further vehicles in front. About an indication for interruption of it assisted braking, such as that the brake pedal is released or that sensor signals indicate that there is no longer an obstacle in front of the vehicle, are determined and provided during braking, so this is interpreted received an indication that the assisted braking should canceled. 23 By basing the interruption of braking, among other things, on the one or more dynamic properties D has the load, problems can thus be avoided, for example when the center of gravity 171 of the load is to return from its front bearing 171f (Figure 1) until normal layer 171n (Figure 1). Otherwise there would have been a risk that the load will noticeably affect the vehicle when the load uncontrolled flows back backwards from the front layer 171f dl braking is completed. In other words, this embodiment avoids giving the vehicle a push baked by its load 170 when braking has ended.

I figur 3c visas ett exempel pa ett sadan avbrytande for panikbromsassistans for tidigare kanda losningar vp rior art (heldragen kurva) respektive for utforingsformen av uppfinningen vinv (streckad kurva). Sasom framgar av figur 3c bibehalls bromsverkan nagot langre for utforingsformen av foreliggande uppfinning vip„ jamfort med for tidigare kanda losningar vp rior art- Harigenom kan avbrytandet av bromsningen anpassas baserat atminstone pa de en eller flera dynamiska egenskaperna D och pa ovan namnda information, varvid problem relaterade till tyngdpunktsforflyttningar kan motverkas vid fordonets fortsatta framfart. Figure 3c shows an example of such an interruption for panic brake assistance for previously known solutions vp rior art (solid curve) and for the embodiment of the invention vinv (dashed curve), respectively. As shown in Figure 3c retained braking effect somewhat longer for the embodiment of The present invention compares with prior art solutions in the art. Thus, the interruption of the braking can be adapted based at least on the one or more dynamic properties D and on the above-mentioned information, whereby problems related to center of gravity shifts can be counteracted at continued progress of the vehicle.

I figur 3d visas ett exempel pa ett sadan avbrytande for AEBS- bromsning for tidigare kanda losningar Vpriorart (heldragen kurva) respektive for tva olika utfall for utforingsformen av uppfinningenV1nxT2 (streckade kurvor). Sasom framgar av figur 3d bibehalls i vissa fall vinyl bromsverkan nagot langre for utforingsformen av foreliggande uppfinning v invl jamfort med for tidigare kanda losningar vp rior art- For vissa fall avbryts bromsningen tidigare med utforingsformen av foreliggande uppfinning v1pv2 jamfort med for tidigare kanda losningar Vprior art. H arigenom kan avbrytandet av bromsningen anpassas baserat atminstone pa de en eller flera dynamiska egenskaperna 24 D och pa ovan namnda information, varvid problem relaterade till tyngdpunktsforflyttningar kan motverkas vid fordonets fortsatta framfart. Figure 3d shows an example of such an interruption for AEBS braking for previous kanda solutions Vpriorart (solid curve) and for two different outcomes for the embodiment of inventionV1nxT2 (dashed curves). As can be seen from figure 3d is maintained in some cases the vinyl braking effect is somewhat longer for the embodiment of the present invention in comparison with previous known solutions vp rior art- In some cases the braking is interrupted earlier with the embodiment of the present invention. invention v1pv2 compared to prior art solutions Vprior art. In this way, the interruption of the braking can be adapted based at least on the one or more dynamic properties 24 D and on the above-mentioned information, whereby problems related to center of gravity movements can be counteracted during the continued progress of the vehicle.

I figur 3e visas ett icke-begransande exempel pa en fordonsretardation, det vill saga ett exempel pa minskande fordonshastighet v. Sasom framgar av den schematiska figuren kan hastighetsprofilen v fa en over tid/stracka ()jam och fluktuerande form, vilken beror pa lastens atminstone en dynamiska egenskap D. Med andra ord kan fluktuationerna hos den atminstone en framtida hastighetsprofil vsim bero pa att exempelvis vatska som transporteras av fordonet skvalpar i tanken, vilket gor att dess tyngdpunkt forflyttas i fordonets langdled L. Figure 3e shows a non-limiting example of one vehicle deceleration, that is to say an example of declining Vehicle speed v. As shown in the schematic figure, the speed profile v can have an over time / distance () jam and fluctuating shape, which depends on the load at least one dynamic property D. In other words, the fluctuations of it at least a future speed profile vsim due to that for example, liquid transported by the vehicle swells in the tank, which causes its center of gravity to move in the longitudinal direction L. of the vehicle.

Figur 3f visar ett exempel pa ett motsvarande fordonsacceleration, det vill saga ett exempel pa en okande fordonshastighet v. Aven for det icke-begransande exemplet illustrerat i figur 3f har hastighetsprofilen v bar en ()jam och fluktuerande form pa grund av lastens en eller flera dynamiska egenskaper D och dess forflyttning av tyngdpunkten hos lasten. Figure 3f shows an example of a corresponding one vehicle acceleration, that is to say, an example of an increase Vehicle speed v. Also for the non-limiting example illustrated in Figure 3f, the speed profile v has a () jam and fluctuating shape due to the one or more dynamic properties D of the load and its displacement of the center of gravity at the cargo.

Enligt en utforingsform av foreliggande uppfinning utnyttjas en egenfrekvens fc for forflyttningen av lastens tyngdpunkt 171 i fordonets langdled L for att faststalla den atminstone en dynamiska egenskapen D far lasten 170. Egenfrekvensen fp for forflyttningen av lastens tyngdpunkt 171 i fordonets langdled L kan beraknas med hjalp av frekvensen pa fluktuationerna for hastighetsprofilen v. I figurerna 3e-f visas icke-begransande exempel pa hur denna egenfrekvens fp kan bestammas genom analys av formen pa hastighetsprofilen v. According to an embodiment of the present invention, an natural frequency fc is used for the displacement of the center of gravity 171 of the load in the longitudinal link L of the vehicle to determine the at least one dynamic property D of the load 170. The natural frequency fp for the displacement of the load center of gravity 171 in the longitudinal direction of the vehicle L can be calculated using the frequency of the fluctuations of the velocity profile v. Figures 3e-f show non-limiting examples of how this natural frequency fp can be determined by analyzing the shape of the velocity profile v.

Egenfrekvensen fp kan faststallas genom att periodtiden fOr kurvans fluktuationer bestams, exempelvis genom att tiden/avstandet mellan tva punkter pa kurvan faststalls. Exempelvis kan tiden/avstandet mellan tva min-punkter, mellan tva max-punkter eller mellan tva nollgenomgangar faststallas. I figurerna visas att en tid/avstand mellan tva min-punkter for hastighetsprofilen v faststalls, vilken motsvarar en aglangd AD for egenfrekvensen fp hos lasten. Harigenom kan egenfrekvensen enkelt bestOmmas; fD = vp/ AD; (Jar vp är aghastigheten, och med ett litet bidrag till fordonets komplexitet. Vaglangden AD, och clamed ovan namnda avstand, har ocksa en motsvarighet i en periodtid TD for kurvans fluktuationer, varfer egenfrekvensen Oven enkelt kan bestammas baserat pa denna periodtid; fp = 1/ TD. The natural frequency fp can be determined by the period time fOr the fluctuations of the curve are determined, for example by the time / distance between two points on the curve is determined. For example, the time / distance between two min-points, between two max-points or between two zero crossings can be determined. The figures show that a time / distance between two min-points for the velocity profile v is determined, which corresponds to one aglangd AD for the natural frequency fp of the load. As a result, the natural frequency can be easily determined; fD = vp / AD; (Jar vp is speed, and with a small contribution to the complexity of the vehicle. The wavelength AD, and clamed above mentioned distance, has also an equivalent in a period time TD for curve fluctuations, where the natural frequency Above can easily be determined based on this period time; fp = 1 / TD.

Den ovan namnda egenfrekvensen fp for forflyttningen av tyngdpunkten 171 for lasten 170 kan, enligt en utforingsform av foreliggande uppfinning, bestammas baserat pa en vikt m for fordonet 100 och pa ett faktiskt accelerationsfOrlopp aact for fordonet 100. Fordonsvikten innefattar har vikten for fordonet sjalvt och vikten for dess last. Det finns flera for fackmannen kanda sOtt att uppskatta fordonsvikten pa, vilka kan utnyttjas i kombination med foreliggande uppfinning. The above-mentioned natural frequency fp for the movement of the center of gravity 171 of the load 170 can, according to one embodiment of the present invention, is determined based on a weight m for the vehicle 100 and on an actual acceleration course aact for the vehicle 100. The vehicle weight includes has the weight of the vehicle itself and the weight of its load. There are several for the person skilled in the art can thus estimate the vehicle weight of which can be used in combination with the present invention.

Enligt en annan utforingsform kan Oven en eller flera sensorer pa en eller flera av fordonets axlar utnyttjas for att bestamma egenfrekvensen fp. De en eller flera sensorerna 'canner da av periodtidenvilken motsvarar ovan nOmnda vaglOngd AD, for massans svangning, det vill saga for forflyttningen av tyngdpunkten i lOngdled L for fordonet. Egenfrekvensen kan cid enkelt bestammas baserat pa denna periodtid; fp = 1/ TD. Alltsa kan svOngningen has massan, och ddrmed dess egenfrekvens fp' foljas noga, aven cid den hailer pa att dampas ut, genom utnyttjande av sensorerna. 26 Tyngdpunkten 171 far lasten 170, och alarmed aven forandringar i lage for tyngdpunkten 171, kan till exempel bestammas baserat pa information relaterad till en massfordelning mellan atminstone tva axlar i fordonet 100 och/eller pa information relaterad till tryck pa en eller flera fjadringar i fordonet. According to another embodiment, one or more sensors on one or more of the vehicle's axles can also be used to determine the natural frequency fp. The one or more sensors' canner da of the period time which corresponds to the above-mentioned wavelength AD, for the oscillation of the mass, the wild saga for the displacement of the center of gravity in length L of the vehicle. The natural frequency can easily be determined based on this period time; fp = 1 / TD. Thus the oscillation can have the mass, and thus its natural frequency fp 'is closely followed, even if it tends to evaporate, by utilization of the sensors. 26 The center of gravity 171 carries the load 170, and with it also changes in the position of the center of gravity 171, can be determined, for example, based on information related to a mass distribution between at least two axles in the vehicle 100 and / or on information related to pressure on one or more suspensions in the vehicle.

Bade massfordelningen mellan axlarna och fjadringstrycken gor att tyngdpunktens lage kan preciseras i langdled, vilket utnyttjas for lagesbestammande och forandringsbestammande av tyngdpunkten. Both the mass distribution between the axles and the suspension pressures mean that the position of the center of gravity can be specified in the longitudinal direction, which is used for position determination and change determination of the center of gravity.

Egenfrekvensen fp kan exempelvis bestammas i samband med att fordonet kor ivag fran stillastaende, varvid ett faktiskt accelerationsforlopp aact kan registreras, sasom till exempel ett accelerationsforlopp sasom det visat i figur 3f. Egenfrekvensen fp kan aven bestammas i samband med lastning av lasten 170 och/eller i samband med lossning av lasten 170, varvid forandringar i fordonsvikt, vilka paverkar egenfrekvensen fb, kan registreras och utnyttjas for bestammande av egenfrekvensen fp. Egenfrekvensen fp kan ocksa bestammas i samband med att fordonet bromsas in, sasom exempelvis ett retardationsforlopp sasom visat i figur 3e, dar accelerationen aact är negativ. Egenfrekvensen fp kan ocksa bestammas i samband med normal korning av fordonet, det vill saga mellan en acceleration of en retardation av fordonet. The natural frequency fp can, for example, be determined in connection with that the vehicle moves away from a standstill, whereby an actual acceleration course aact can be registered, such as for example an acceleration course as shown in figure 3f. The natural frequency fp can also be determined in connection with loading of the load 170 and / or in connection with the unloading of the load 170, whereby changes in vehicle weight, which affect the natural frequency fb, can be registered and used to determine the natural frequency fp. The natural frequency fp can also be determined in connection with the vehicle being decelerated, such as for example, a deceleration process as shown in Figure 3e, dar the acceleration aact is negative. The natural frequency fp can also be determined in connection with normal cornering of the vehicle, i.e. between an acceleration or a deceleration of the vehicle.

Sasom beskrivs ovan utnyttjas enligt olika utforingsformer av foreliggande uppfinning en bromskraft Fhrakeinv vilken ofta varierar i storlek under den assisterade bromsningen. Eftersom inbromsningen ocksa predikteras 203, varvid en hastighetsprofil vpred for inbromsningen kan faststallas, och eftersom de dynamiska egenskaperna ar faststallda for lasten 170, sa kan en dynamikkompenserad bromskraftsprofil Fprakepo, for fordonet faststallas baserat pa den framtida 27 hastighetsprofilen vpred for fordonet under vagavsnittet framfar fordonet. As described above are used according to various embodiments of present invention a braking force Fhrakeinv which often varies in size during the assisted braking. Since the deceleration is also predicted 203, whereby a velocity profile vpred for the deceleration can be determined, and since the dynamic properties are determined for the load 170, so a dynamically compensated braking force profile Fprakepo, for the vehicle is determined based on the future 27 the speed profile vpred for the vehicle under the road section advances the vehicle.

Den dynamikkompenserade bromskraftsprofilen Fb,kec,T kan sedan utnyttjas vid styrning av en eller flera bromsar 150, 151, 152, 153, 154, 155 i fordonet under den assisterade bromsningen for att tillhandahalla en mjuk och jamn inbromsning. The dynamically compensated braking force profile Fb, kec, T can then used in steering one or more brakes 150, 151, 152, 153, 154, 155 in the vehicle under the assisted braking to provide a smooth and even braking.

Den predikterade hastighetsprofilen v-,r,d visas i figur 3g som en streckad kurva. Hastighetsprofilen vpred har en ojamn och fluktuerande form pa grund av lastens en eller flera dynamiska egenskaper D och dess forflyttning av tyngdpunkten for lasten. The predicted velocity profile v-, r, d is shown in Figure 3g as a dashed curve. The velocity profile vpred has an uneven and fluctuating shape due to one or more dynamic loads properties D and its displacement of the center of gravity of the load.

Den dynamikkompenserade bromskraftsprofilen Fbrake camp faststalls sedan genom att ta hansyn till den atminstone en framtida hastighetsprofilens vpred Oi amna och fluktuerande form sa att den dynamikkompenserade bromskraftsprofilen Fbrake camp motverkar den atminstone en dynamiska egenskapen D. Den dynamikkompenserade bromskraftsprofilen Fbrake camp illustreras i figuren som en punkt-streckad kurva. The dynamically compensated braking force profile Fbrake camp is established then by taking into account the at least one future velocity profile vpred Oi amna and fluctuating form said that the dynamically compensated braking force profile Fbrake camp counteracts the at least one dynamic property D. The dynamically compensated braking force profile Fbrake camp is illustrated in the figure as a dotted line.

Eftersom den dynamikkompenserade bromskraftsprofilen Fbrake camp utnyttjas fOr styrning av bromsar i fordonet paverkar formen pa dynamikkompenserade bromskraftsprofilen Fbrake comp den kompenserade faktiska fordonshastigheten vcomp, varvid fluktuationer hos den kompenserade faktiska fordonshastigheten vcomp kan minskas eller helt undvikas. Because the dynamically compensated braking force profile Fbrake camp used for steering brakes in the vehicle affects the shape on the dynamically compensated braking force profile Fbrake comp the compensated actual vehicle speed vcomp, whereby fluctuations of the compensated actual vehicle speed vcomp can be reduced or completely avoided.

Exempelvis kan har bromskraften okas vid de tidpunkter/positioner dA den framtida hastighetsprofilen vpred har ett hogre varde och/eller minskas vid de tidpunkter/positioner dA den framtida hastighetsprofilen vpred har ett lagre varde, vilket kan ge en vasentligen jam retardation. 28 Med andra ord kan den dynamikkompenserade bromskraftsprofilen Fccdoce comp ha en form far vilken dess fluktuationer atminstone delvis är i fas med motsvarande fluktuationer hos den framtida hastighetsprofilen vp„d. Den faktiska kompenserade fordonshastigheten vddrip illustreras i figur 3g som en vasentligen rak heldragen linje, vilket skulle kunna bli resultatet av en sadan styrning av fordonets bromsar. For example, the braking force can be increased at those times / positions dA the future velocity profile vpred has a higher value and / or is reduced at the times / positions dA the future velocity profile vpred has a lower value, which can give a substantially jam retardation. 28 In other words, the dynamically compensated braking force profile Fccdoce comp may have a form far whose fluctuations are at least partly in phase with corresponding fluctuations of the future velocity profile vp „d. The actual compensated The vehicle speed vddrip is illustrated in Figure 3g as a essentially straight solid line, which could be the result of such control of the vehicle's brakes.

Genom denna styrning motverkas alltsa inverkan av lastens dynamiska egenskaper sa att tyngdpunkten kan fas att ligga kvar i dess framre lOge 171f efter att den har forflyttats dit. Da tyngdpunkten ligger kvar i sitt framre lage 1711 genom denna styrning erhalls en jamn och kontrollerad inbromsning, utan fluktuationer. This control thus counteracts the effect of the load's dynamic properties so that the center of gravity can be remains in its front lOge 171f after it has been moved there. As the center of gravity remains in its forward position 1711 through this control, a smooth and controlled deceleration is obtained, without fluctuations.

Fordonshastigheten, och alarmed accelerationen for fordonet 100, kan styras pa ett antal olika mer eller mindre automatiserade satt i ett fordon. Accelerationen kan vara positiv a„, varvid en forare kan styra fordonshastigheten, och darmed en begard acceleration areq med ett manuellt gasreglage, sasom en gaspedal eller liknande. Den positiva accelerationen a„ kan Oven styras genom att en farthallare i fordonet begar en acceleration areq. Vehicle speed, and alarmed the acceleration of the vehicle 100, can be controlled on a number of different more or less automated sat in a vehicle. The acceleration can be positive a ', whereby a driver can control the vehicle speed, and thus a requested acceleration areq with a manual accelerator control, such as an accelerator pedal or the like. The positive the acceleration a „can Oven be controlled by a cruise control in the vehicle requests an acceleration areq.

Accelerationen kan ocksa vara negativ arer, det vill saga utgora en retardation arer, varvid en forare kan styra en begard negativ acceleration areq, och alarmed retardationen, med ett manuellt bromsreglage, sasom en bromspedal eller liknande. The acceleration can also be negative ares, i.e. constitute a deceleration ares, whereby a driver can control a requested negative acceleration areq, and alarmed the deceleration, with a manual brake control, such as a brake pedal or the like.

Retardationen kan Oven styras av ett styrsystem i fordonet, exempelvis genom att en konstantfartsbroms i fordonet begar en negativ acceleration areq req eller genom att ett AEBS-system begar bromsning areq req • Da fOrfarandet enligt fareliggande uppfinning är implementerat och aktiverat i fordonet 100 kan styrningen av den atminstone 29 en parametern relaterad till den assisterade hromsningen resultera i en faktisk retardation aret act vilken atminstone delvis skiljer sig fran en begard retardation arct rca vilken har begarts av ett system for styrning av en bromsning av namnda fordon och/eller av ett ftrarstyrt bromsreglage. The deceleration can also be controlled by a control system in the vehicle, for example by a constant speed brake in the vehicle requesting a negative acceleration areq req or by an AEBS system requesting braking areq req • Since the method according to the present invention is implemented and activated in the vehicle 100 can control it at least 29 a parameter related to the assisted braking results in an actual deceleration aret act which differs at least in part from a requested deceleration arct rca which has been requested by a system for controlling a braking of said vehicles and / or by a remote-controlled brake control.

Sasom Or sjalvklart for fackmannen finns valdefinierade samband mellan positioner, tidpunkter och fordonshastigheter, samt mellan strackor, tidsintervall och fordonshastigheter. De I figurerna och i beskrivningen i detta dokument angivna positionerna har alltsa motsvarigheter i tidpunkter. Pa motsvarande satt har de i figurerna och i beskrivningen i detta dokument angivna strackorna motsvarigheter i tidsintervall. As is obvious to the person skilled in the art, there are defined connections between positions, times and vehicle speeds, as well as between distances, time intervals and vehicle speeds. The I indicated in the figures and in the description in this document the positions thus have equivalents in times. Pa correspondingly, the distances specified in the figures and in the description in this document have equivalents in time intervals.

Fackmannen inser att ett forfarande for styrning av atminstone en parameter relaterad till ett framfOrande av ett fordon enligt foreliggande uppfinning dessutom kan implementeras i ett datorprogram, vilket nar det exekveras i en dator astadkommer att datorn utfor forfarandet. Datorprogrammet utgor vanligtvis en del av en datorprogramprodukt 403, dar datorprogramprodukten innefattar ett lampligt icke- flyktigt/permanent/bestandigt/varaktigt digitalt lagringsmedium pa vilket datorprogrammet Or lagrat. Namnda icke-flyktiga/permanenta/bestandiga/varaktiga datorlasbara medium bestar av ett lampligt minne, sasom exempelvis: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash-minne, EEPROM (Electrically Erasable PROM), en harddiskenhet, etc. Those skilled in the art will appreciate that a method of controlling at least a parameter related to the driving of a vehicle according to the present invention can furthermore be implemented in a computer program, which when executed in a computer causes the computer to perform the procedure. The computer program usually forms part of a computer program product 403, dar the computer software product includes a suitable non- volatile / permanent / permanent / lasting digitally storage medium on which the computer program Or stored. The said non-volatile / permanent / durable / durable computer readable media consists of a readable memory, such as, for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc.

Figur 4 visar schematiskt en styrenhet 400. Styrenheten 400 innefattar en berakningsenhet 401, vilken kan utgoras av vasentligen nagon lamplig typ av processor eller mikrodator, t.ex. en krets for digital signalbehandling (Digital Signal Processor, DSP), eller en krets med en faruthestamd specifik funktion (Application Specific Integrated Circuit, ASIC). Berdkningsenheten 401 är forbunden med en, i styrenheten 400 anordnad, minnesenhet 402, vilken tillhandahaller berdkningsenheten 401 t.ex. den lagrade programkoden och/eller den lagrade data berakningsenheten 401 behover for att kunna utfora berakningar. Berakningsenheten 401 är aven anordnad att lagra del- eller slutresultat av berakningar i minnesenheten 402. Figure 4 schematically shows a control unit 400. The control unit 400 comprises a calculating unit 401, which can be constituted by essentially any suitable type of processor or microcomputer, for example a digital signal processing circuit Processor, DSP), or a circuit with an application specific integrated circuit (ASIC). The storage unit 401 is connected to a memory unit 402 arranged in the control unit 400, which provides the recovery unit 401 e.g. the stored program code and / or the stored data calculation unit 401 needs to be able to perform calculations. The calculation unit 401 is also arranged to store partial or end results of calculations in the memory unit 402.

Vidare Or styrenheten 400 forsedd med anordningar 411, 412, 413, 414 for mottagande respektive sandande av in- respektive utsignaler. Dessa in- respektive utsignaler kan innehalla vagformer, pulser, eller andra attribut, vilka av anordningarna 411, 413 for mottagande av insignaler kan detekteras som information och kan omvandlas till signaler som kan behandlas av berakningsenheten 401. Dessa signaler tillhandahalls sedan berakningsenheten 401. Anordningarna 412, 414 fbr sandande av utsignaler är anordnade att omvandla berdkningsresultat fran berakningsenheten 401 till utsignaler for overforing till andra delar av fordonets styrsystem och/eller den/de komponenter for vilka signalerna Or avsedda. Furthermore, the control unit 400 is provided with devices 411, 412, 413, 414 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes which of the input signals 411, 413 may receive. detected as information and can be converted into signals such as can be processed by the calculation unit 401. These signals are then provided to the calculation unit 401. The devices 412, 414 for transmitting output signals are arranged to convert coverage results from the calculation unit 401 to output signals. for transmission to other parts of the vehicle's steering system and / or the component (s) for which the signals Or are intended.

Var och en av anslutningarna till anordningarna for mottagande respektive sdndande av in- respektive utsignaler kan utgoras av en eller flera av en kabel; en databuss, sasom en CAN-buss (Controller Area Network bus), en MOST-buss (Media Orientated Systems Transport bus), eller nagon annan busskonfiguration; eller av en tradlos anslutning. Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), and MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection.

En fackman inser att den ovan namnda datorn kan utgoras av berdkningsenheten 401 och att det ovan namnda minnet kan utgoras av minnesenheten 402. 31 Allmant bestir styrsystem i moderna fordon av ett kommunikationsbussystem bestaende av en eller flera kommunikationsbussar for att sammankoppla ett antal elektroniska styrenheter (ECU:er), eller controllers, och olika pi fordonet lokaliserade komponenter. Ett dylikt styrsystem kan innefatta ett stort antal styrenheter, och ansvaret far en specifik funktion kan vara uppdelat pi fler an en styrenhet. Fordon av den visade typen innefattar alltsa ofta betydligt fler styrenheter an vad som visas i figur 4, vilket Or valkant for fackmannen mom teknikomradet. One skilled in the art will appreciate that the above mentioned computer may be constituted by the storage unit 401 and that the above-mentioned memory can consists of the memory unit 402. 31 Generally, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components located in the vehicle. One such control systems can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit. Vehicles of the type shown thus often comprise considerably more control units than what is shown in Figure 4, which Or choice edge for the person skilled in the art in the technical field.

Foreliggande uppfinning är i den visade utforingsformen implementerad i styrenheten 400. Uppfinningen kan dock aven implementeras helt eller delvis i en eller flera andra vid fordonet redan befintliga styrenheter eller i nagon far foreliggande uppfinning dedikerad styrenhet. In the embodiment shown, the present invention is implemented in the control unit 400. However, the invention can also be implemented in whole or in part in one or more other control units already existing in the vehicle or in any vehicle. present invention dedicated controller.

Enligt en aspekt av foreliggande uppfinning tillhandahalls ett system anordnat for styrning av atminstone en parameter relaterad till en assisterad bromsning av ett fordon 100 vilket transporterar en last 170, dar lasten 170 har en tyngdpunkt 171 som kan forflytta sig relativt fordonet 100 i en langdriktning L for fordonet 100. According to one aspect of the present invention, there is provided a system arranged to control at least one parameter related to an assisted braking of a vehicle 100 which transports a load 170, the load 170 having a center of gravity 171 which can move relative to the vehicle 100 in a longitudinal direction L for the vehicle 100.

Systemet innefattar ovan namnda forsta faststallandeenhet 131, vilken Or anordnad fOr faststallande, genom utnyttjande av atminstone en sensor 141, 142 i fordonet, av information relaterad till en eller flera av ett vagavsnitt framfor fordonet 100 och atminstone ett ytterligare fordon vilket fardas framfor fordonet 100. The system comprises the above-mentioned first determining unit 131, which Or is arranged for determining, by utilizing at least one sensor 141, 142 in the vehicle, of information related to one or more of a vague section in front the vehicle 100 and at least one additional vehicle traveling in front of the vehicle 100.

Systemet innefattar Oven ovan namnda andra faststallandeenhet 132, vilken är anordnad for faststallande av en eller flera dynamiska egenskaper D far lasten 170. Dessa en eller flera 32 dynamiska egenskaper D är relaterade till en eventuell forflyttning i langdriktningen L av tyngdpunkten 171. The system comprises the above-mentioned second determining unit 132, which is arranged for determining one or more dynamic properties D get the load 170. These one or more 32 dynamic properties D are related to a possible longitudinal displacement L of the center of gravity 171.

Systemet innefattar aven ovan namnda prediktionsenhet 133, vilken ar anordnad for prediktion av den assisterade bromsningen. Prediktionen Or baserad Atminstone pA de en eller flera dynamiska egenskaperna D och pa informationen relaterad till en eller flera av ett framforliggande vagavsnitt och atminstone ett framforliggande ytterligare fordon. The system also includes the above-mentioned prediction unit 133, which is arranged for prediction of the assisted the braking. The prediction Or based At least on the one or several dynamic characteristics D and on the information related to one or more of a front section of road and at least one front additional vehicle.

Systemet innefattar ocksA ovan namnda parameterstyrningsenhet 134, vilken är anordnad for att styra den atminstone en parametern relaterad till den assisterade bromsningen baserad atminstone pa prediktionen. Styrningen av den atminstone en parametern som utfors av systemet medfor en aktiv och kontrollerad forflyttning av tyngdpunkten 171 i namnda langdriktning L till ett framre lage cidr den stannar kvar under inbromsningen. Den kontrollerade och aktiva forflyttningen av tyngdpunkten 171 reducerar skvalprelaterade problem hos lasten 170. The system also includes the above-mentioned parameter control unit 134, which is arranged to control the at least one the parameter related to the assisted braking based at least on the prediction. The control of the at least one parameter performed by the system causes an active and controlled movement of the center of gravity 171 in said longitudinal direction L to a front layer cider it remains during braking. The controlled and active movement of the center of gravity 171 reduces load-related problems of the load 170.

Genom utnyttjande av systemet enligt foreliggande uppfinning kan alltsa jamna assisterade bromsningar tillhandahallas for ett fordon transporterande tyngdpunktsforflyttande laster, sasom exempelvis en tankbil eller en brandbil. By utilizing the system of the present invention so even assisted braking can be provided for a vehicle transporting centers of gravity moving loads, such as a tanker or a fire truck.

Systemet enligt foreliggande uppfinning kan anordnas att utfora alla de ovan, och i patentkraven, beskrivna forfarandeutforingsformerna, varvid systemet for respektive utforingsform erhaller ovan beskrivna fOrdelar fOr respektive utforingsform. The system of the present invention can be arranged to perform all of the above, and in the claims, described the process embodiments, wherein the system for the respective embodiment obtains the above-described advantages for each embodiment.

Dessutom avser uppfinningen ett motorfordon 100, till exempel en lastbil, brandbil, ett tankfordon, ett djurtransportfordon eller en buss, innefattande Atminstone ett system for styrning 33 av atminstone en parameter relaterad til bromsning av ett fordon. In addition, the invention relates to a motor vehicle 100, for example a truck, fire truck, a tanker vehicle, an animal transport vehicle or a bus, comprising at least one control system 33 of at least one parameter related to braking a vehicle.

Foreliggande uppfinning är inte begransa beskrivna utforingsformerna av uppfinnin innefattar alla utforingsformer mom de kravens skyddsomfang. 1 en assisterad d till de ovan gen utan avser och bifogade sjdlvstandiga 34 The present invention is not limited to the described embodiments of the invention including all embodiments thereof the scope of protection of the requirements. 1 and assisted d to the above gen but refers to and attached self-employed 34

Claims (25)

Patentkrav 1. Forfarande (200) for styrning av Atminstone en parameter relaterad till en assisterad bromsning av ett fordon (100) vilket transporterar en last (170), dar namnda last (170) har en tyngdpunkt (171) vilken kan forflytta sig relativt namnda fordon (100) i en langdriktning L for namnda fordon (100); kannetecknat avA method (200) for controlling at least one parameter related to an assisted braking of a vehicle (100) which transports a load (170), wherein said load (170) has a center of gravity (171) which can move relative to said vehicle (100) in a longitudinal direction L for said vehicle (100); pitched by 1. faststallande (201), genom utnyttjande av atminstone en sensor (141, 142), av information relaterad till en eller flera av ett vagavsnitt framfor namnda fordon (100) och Atminstone ett ytterligare fordon vilket fardas framfor namnda fordon (100); 2. faststallande (202) av en eller flera dynamiska egenskaper D for namnda last (170), dar namnda en eller flera dynamiska egenskaper D är relaterade till en eventuell forflyttning i namnda langdriktning L av namnda tyngdpunkt (171); 3. prediktion (203) av namnda assisterade bromsning baserad Atminstone pa namnda en eller flera dynamiska egenskaper D och pa namnda information; och 4. styrning (204) av namnda atminstone en parameter relaterad till namnda assisterade bromsning baserad Atminstone pa namnda prediktion, dar namnda styrning (204) medfor en aktiv och kontrollerad forflyttning av namnda tyngdpunkt (171) till ett framre lage (171f) i namnda langdriktning L, och att namnda tyngdpunkt (171) vasentligen bibehdlls i detta framre lage (171f) under namnda assisterade bromsning.Determining (201), using at least one sensor (141, 142), information related to one or more of a wagon section in front of said vehicle (100) and at least one further vehicle traveling in front of said vehicle (100); Determining (202) one or more dynamic properties D for said load (170), wherein said one or more dynamic properties D are related to a possible movement in said longitudinal direction L of said center of gravity (171); Prediction (203) of said assisted braking based at least on said one or more dynamic properties D and on said information; and 4. control (204) of said at least one parameter related to said assisted braking based at least on said prediction, wherein said control (204) causes an active and controlled movement of said center of gravity (171) to a front position (171f) in said longitudinal direction L, and that said center of gravity (171) is substantially maintained in this front bearing (171f) during said assisted braking. 2. Forfarande (200) enligt patentkrav 1, varvid namnda assisterade bromsning astadkoms genom utnyttjande av Atminstone en bromsanordning (150, 151, 152, 153, 154, 155) i namnda fordon (100).The method (200) of claim 1, wherein said assisted braking is accomplished by utilizing at least one braking device (150, 151, 152, 153, 154, 155) in said vehicle (100). 3. FOrfarande enligt nagot av patentkrav 1-2, varvid en position for namnda framre lage (171f) faststalls baserat Atminstone pa namnda prediktion (203) av namnda assisterade bromsning.A method according to any one of claims 1-2, wherein a position of said front bearing (171f) is determined based at least on said prediction (203) of said assisted braking. 4. Forfarande (200) enligt nagot av patentkrav 1-3, varvid namnda assisterade bromsning utgor en panikbromsassistans, vilken pafor en forstarkning av en inmatning Binput till en forarstyrd bromsreglagesensor (143), varvid namnda atminstone en parameter relaterad till namnda assisterade bromsning Or relaterad till en storlek for nOmnda forstarkning.A method (200) according to any one of claims 1-3, wherein said assisted braking constitutes a panic brake assist, which comprises amplifying an input Binput to a driver-controlled brake control sensor (143), said at least one parameter related to said assisted braking Or related to a size for the said reinforcement. 5. Forfarande (200) enligt patentkrav 4, varvid namnda forstarkning pafors om namnda inmatning Binput till namnda bromsreglagesensor (143) overstiger ett gransvardeth; Bilaput > Binput th och motsvarar en forandring ABilaput overstigande ett forandringsgransvarde ABinput th; ABinput > ABinput th •The method (200) of claim 4, wherein said gain is pafors if said input Binput to said brake control sensor (143) exceeds a spruce value; Bilaput> Binput th and corresponds to a change ABilaput exceeding a change spruce value ABinput th; ABinput> ABinput th • 6. Forfarande (200) enligt nagot av patentkrav 4-5, varvid namnda forstarkning resulterar i en bromskraft Fbrakeinc I ett bromskraftsintervall F1 mellan en inmatningsbromskraft Fbraice input MOtSVarande namnda inmatning B input och en maximal bromskraft Fbrake mak tillganglig i fordonet; F brake inputFbrake inc Fbrake max •A method (200) according to any one of claims 4-5, wherein said amplification results in a braking force Fbrakeinc In a braking force interval F1 between an input braking force Fbraice input MOTShave said input B input and a maximum braking force Fbrake mak available in the vehicle; F brake inputFbrake inc Fbrake max • 7. Forfarande (200) enligt patentkrav 6, varvid namnda bromskraftsintervall F1 utnyttjas vid namnda styrning av namnda atminstone en parameter relaterad till namnda assisterade bromsning fOr att astadkomma namnda aktiva och kontrollerade forflyttning av namnda tyngdpunkt (171) och namnda bibehallande av namnda tyngdpunkt (171) vasentligen i namnda framre lage (171f). 36The method (200) of claim 6, wherein said braking force interval F1 is utilized in said controlling said at least one parameter related to said assisted braking to effect said active and controlled movement of said center of gravity (171) and said maintaining of said center of gravity (171). ) essentially in said front layer (171f). 36 8. FOrfarande (200) enligt nagot av patentkrav 1-3, varvid namnda assisterade bromsning utgOr en omvarldssensorbaserad automatisk bromsning (AEBS), varvid namnda atminstone en parameter relaterad till namnda assisterade bromsning är relaterad till en tidpunkt tAEBS for paforande av en bromskraft for namnda omvarldssensorbaserade automatiska bromsning (AEBS).A method (200) according to any one of claims 1-3, wherein said assisted braking is an environment sensor based automatic braking (AEBS), wherein at least one parameter related to said assisted braking is related to a time tAEBS for applying a braking force to said environmental sensor-based automatic braking (AEBS). 9. Forfarande enligt patentkrav 8, varvid namnda omvarldssensorbaserade automatiska bromsning (AEBS) faststaller en risk for att namnda fordon (100) kommer att kollidera och styr atminstone en bromsanordning (150, 151, 152, 153, 154, 155) i namnda fordon (100) baserat pa namnda risk for kollision.The method of claim 8, wherein said environment sensor-based automatic braking (AEBS) determines a risk that said vehicle (100) will collide and steers at least one braking device (150, 151, 152, 153, 154, 155) in said vehicle ( 100) based on the said risk of collision. 10. Forfarande enligt patentkrav 9, varvid namnda risk for kollision faststalls baserat pa en eller flera omvarldssensorer (141) i gruppen av: 1. atminstone en kamera (141); och 2. atminstone en radaranordning (141).The method of claim 9, wherein said risk of collision is determined based on one or more external sensors (141) in the group of: 1. at least one camera (141); and 2. at least one radar device (141). 11. Forfarande (200) enligt nagot av patentkrav 8-10, varvid en tidigarelaggning av namnda tidpunkt tAEBs far paforande av namnda bromskraft for namnda omvarldssensorbaserade automatiska bromsning (AEBS) utnyttjas vid namnda styrning av namnda atminstone en parameter relaterad till namnda assisterade bromsning far att astadkomma namnda aktiva och kontrollerade forflyttning av namnda tyngdpunkt (171) tidigare an namnda tyngdpunkt (171) passivt hade forflyttats genom bromsning motsvarande namnda omvarldssensorbaserade automatiska bromsning (AEBS) utan namnda aktiva forflyttning av namnda tyngdpunkt (171), och far att astadkomma namnda bibehallande av namnda tyngdpunkt (171) vasentligen i namnda framre lage (171f). 37A method (200) according to any one of claims 8-10, wherein an earlier setting of said time tAEB's driving of said braking force for said peripheral sensor based automatic braking (AEBS) is used in said controlling said at least one parameter related to said assisted braking. achieving said active and controlled movement of said center of gravity (171) previously said center of gravity (171) had been passively moved by braking corresponding to said environment sensor-based automatic braking (AEBS) without said active movement of said center of gravity (171), and said maintaining said center of gravity (171) substantially in said front bearing (171f). 37 12. FOrfarande (200) enligt nagot av patentkrav 1-11, varvid namnda assisterade bromsning avbryts am atminstone en indikation for avbrytande av namnda assisterade bromsning erhalls under namnda assisterade bromsning, dar avbrytandet av namnda assisterade bromsning styrs baserat atminstone pa namnda en eller flera dynamiska egenskaper D och pa namnda information.A method (200) according to any one of claims 1-11, wherein said assisted braking is interrupted at least one indication of interrupting said assisted braking is obtained during said assisted braking, wherein the interruption of said assisted braking is controlled based on at least one or more dynamic brakes. properties D and on the said information. 13. Forfarande (200) enligt nagot av patentkrav 1-12, varvid namnda faststallande (202) av namnda en eller flera dynamiska egenskaper D for namnda last (170) baseras pa en egenfrekvens fp for namnda forflyttning av namnda tyngdpunkt (171) relativt namnda fordon (100).A method (200) according to any one of claims 1 to 12, wherein said determining (202) of said one or more dynamic properties D for said load (170) is based on a natural frequency fp for said movement of said center of gravity (171) relative to said vehicle (100). 14. Forfarande (200) enligt patentkrav 13, varvid namnda egenfrekvens fp for namnda forflyttning av namnda tyngdpunkt (171) has namnda last (170) bestams baserat pa en vikt m for namnda fordon (100) och pa ett faktiskt accelerationsforlopp aact for namnda fordon (100).The method (200) of claim 13, wherein said natural frequency fp for said movement of said center of gravity (171) has said load (170) determined based on a weight m for said vehicle (100) and on an actual acceleration course aact for said vehicle. (100). 15. Forfarande (200) enligt patentkrav 14, varvid namnda egenfrekvens fp bestams vid ett eller flera tillfallen i gruppen av: 1. i samband med en ivagkorning av namnda fordon (100); 2. i samband med korning av namnda fordon (100); 3. i samband med en inbromsning av namnda fordon (100); 4. i samband med lastning av namnda last (170); och - i samband med lossning av namnda last (170).The method (200) of claim 14, wherein said natural frequency fp is determined in one or more instances in the group of: 1. in connection with a collision of said vehicle (100); 2. in connection with the grinding of said vehicle (100); 3. in connection with a deceleration of said vehicle (100); 4. in connection with the loading of said load (170); and - in connection with the unloading of said load (170). 16. FOrfarande (200) enligt nagot av patentkrav 1-15, varvid namnda tyngdpunkt (171) for namnda last (170) lagesbestams baserat pa information relaterad till en eller flera i gruppen av: - en massfOrdelning mellan atminstone tva axlar i namnda fordon (100); och 38 1. ett tryck pa en eller flera fjadringar i namnda fordon (100).A method (200) according to any one of claims 1-15, wherein said center of gravity (171) of said load (170) is determined based on information related to one or more in the group of: - a mass distribution between at least two axles in said vehicle ( 100); and 38 1. a pressure on one or more suspension springs in said vehicle (100). 17. Forfarande (200) enligt nagot av patentkrav 1-16, varvid namnda faststallande av namnda information innefattar utnyttjande av kartdata och positioneringsinformation.The method (200) of any of claims 1-16, wherein said determining said information comprises utilizing map data and positioning information. 18. Forfarande (200) enligt nagot av patentkrav 1-17, varvid namnda faststallande av namnda information innefattar utnyttjande av atminstone en informationstyp i gruppen av: 1. kartdata; - radarbaserad information; 2. kamerabaserad information; 3. information erhallen fran annat fordon an namnda fordon; 4. i fordonet tidigare lagrad positioneringsinformation och vagavsnittsinformation; och - information erhallen fran trafiksystem relaterat till namnda vagavsnitt.The method (200) of any of claims 1-17, wherein said determining said information comprises utilizing at least one type of information in the group of: 1. map data; - radar based information; 2. camera-based information; 3. information obtained from another vehicle than the said vehicle; 4. positioning information and road section information previously stored in the vehicle; and - information obtained from traffic systems related to said road sections. 19. Forfarande (200) enligt nagot av patentkrav 1-18, varvid namnda assisterade bromsning av namnda fordon (100) beror av en begard retardation aret req faststalld baserat pa atminstone en anordning i gruppen av: 1. ett system for styrning av en bromsning av namnda fordon; och 2. ett forarstyrt bromsreglage.A method (200) according to any one of claims 1-18, wherein said assisted braking of said vehicle (100) depends on a requested deceleration being determined based on at least one device in the group of: 1. a system for controlling a braking of said vehicles; and 2. a driver-controlled brake control. 20. FOrfarande (200) enligt patentkrav 19, varvid namnda styrning av namnda atminstone en parameter relaterad till namnda assisterade bromsning av namnda fordon (100) resulterar I en faktisk retardation aret act vilken atminstone delvis skiljer sip fran en begard retardation aret reqf vilken har begarts av en anordning i gruppen av: - ett system fOr styrning av en bromsning av namnda fordon; 39 och 1. ett forarstyrt bromsreglage.The method (200) of claim 19, wherein said controlling said at least one parameter related to said assisted braking of said vehicle (100) results in an actual deceleration aret act which at least partially distinguishes sip from a requested deceleration aret reqf which has been requested. of a device in the group of: - a system for controlling a braking of said vehicle; 39 and 1. a driver-controlled brake control. 21. Datorprogram innefattande programkod, vilket nar namnda programkod exekveras i en dator astadkommer att namnda dator utfor forfarandet enligt nagot av patentkrav 1-20.A computer program comprising program code, which when said program code is executed in a computer, causes said computer to perform the method according to any one of claims 1-20. 22. Datorprogramprodukt innefattande ett datorlasbart medium och ett datorprogram enligt patentkrav 21, varvid namnda datorprogram är innefattat i namnda datorldsbara medium.A computer program product comprising a computer readable medium and a computer program according to claim 21, wherein said computer program is included in said computer readable medium. 23. System anordnat for styrning av atminstone en parameter relaterad till en assisterad bromsning av ett fordon (100) vilket transporterar en last (170), (Jar namnda last (170) har en tyngdpunkt (171) vilken kan forflytta sig relativt namnda fordon (100) i en langdriktning L for namnda fordon (100); kannetecknat av 1. en forsta faststallandeenhet (131), anordnad for faststallande, genom utnyttjande av atminstone en sensor (141, 142), av information relaterad till en eller flera av ett vagavsnitt framfor namnda fordon (100) och atminstone ett ytterligare fordon vilket fardas framfor namnda fordon (100); 2. en andra faststallandeenhet (132), anordnad for faststallande av en eller flera dynamiska egenskaper D for namnda last (170), dar namnda en eller flera dynamiska egenskaper D är relaterade till en eventuell forflyttning i namnda langdriktning L av namnda tyngdpunkt (171); 3. en prediktionsenhet (133), anordnad for prediktion av namnda assisterade bromsning baserad atminstone pa namnda en eller flera dynamiska egenskaper D och pa namnda information; och - en parameterstyrningsenhet (134), anordnad for styrning av namnda atminstone en parameter relaterad till namnda assisterade hromsning haserad Atminstone pi namnda prediktion, dar namnda styrning medfor en aktiv och kontrollerad farflyttning av namnda tyngdpunkt (171) till ett framre lage (1711) i namnda langdriktning L, och att namnda tyngdpunkt (171) vasentligen hibehills i detta framre lage (171f) under namnda assisterade bromsning.A system arranged for controlling at least one parameter related to an assisted braking of a vehicle (100) which transports a load (170), (said said load (170) having a center of gravity (171) which can move relative to said vehicle ( 100) in a longitudinal direction L for said vehicle (100), characterized by 1. a first determining unit (131), arranged for determining, by using at least one sensor (141, 142), information related to one or more of a wagon section in front of said vehicle (100) and at least one further vehicle traveling in front of said vehicle (100); 2. a second determining unit (132), arranged to determine one or more dynamic properties D for said load (170), wherein said one or more several dynamic properties D are related to a possible movement in said longitudinal direction L of said center of gravity (171); 3. a prediction unit (133), arranged for predicting said assisted braking based at least on name a one or more dynamic properties D and on said information; and - a parameter control unit (134), arranged for controlling said at least one parameter related to said assisted throttling at least in said prediction, said control causing an active and controlled movement of said center of gravity (171) to a forward position (1711) in said longitudinal direction L, and that said center of gravity (171) substantially hibehills in this front position (171f) during said assisted braking. 24. Ett fordon (100), kannetecknat av att namnda fordon (100) innefattar ett system enligt patentkrav 23 och av att namnda fordon är nagot i gruppen av: - en lastbil; 1. en buss; 2. ett tankfordon; 3. ett djurtransportfordon; och 4. en brandbil. 170 l> L 2/7 201 202 203 Faststallande av information relaterad till framforliggande vagavsnitt Faststallande av dynamisk egenskap D Prediktion av assisterad bromsning Styrning av atminstone en parameter for assisterade bromsningen baserat pa prediktionen av den assisterade bromsningen 204 3/7 Fbrake maxFbrake_prior art doe. .....%G.— ..,,.00' / .•_'*.%... ...- ....• ......... .00,• Fbrake_inv=Fbrake_inc Fbrake input / 's] Pbrake_prior artPstop_inv P \Vprior art_ [ \ bounce Fbrake [1\1] • Fbrake max— ...IP ••■•■ : r . Fi: I• F 7brake input.. /. .. ..1. .. 5. .1. • • .! • • 6. . 7. v [m/s] i ,\ ■ • . PassPAI PAEBSinv SAEBS_invA vehicle (100), characterized in that said vehicle (100) comprises a system according to claim 23 and in that said vehicle is something in the group of: - a truck; 1. a bus; 2. a tanker; 3. an animal transport vehicle; and 4. a fire truck. 170 l> L 2/7 201 202 203 Determination of information related to the forward section of the vehicle Determination of dynamic property D Prediction of assisted braking Control of at least one parameter for assisted braking based on the prediction of the assisted braking 204 3/7 Fbrake maxFbrake_prior art doe. .....% G.— .. ,,. 00 '/. • _' *.% ... ...- .... • ......... .00, • Fbrake_inv = Fbrake_inc Fbrake input /'s] Pbrake_prior artPstop_inv P \ Vprior art_ [\ bounce Fbrake [1 \ 1] • Fbrake max— ... IP •• ■ • ■: r. Fi: I • F 7brake input .. /. .. ..1. .. 5. .1. • •.! • • 6.. 7. v [m / s] i, \ ■ •. PassPAI PAEBSinv SAEBS_inv 25. —■ SAEBS_prior art 4-0,25. - ■ SAEBS_prior art 4-0,
SE1451449A 2014-11-28 2014-11-28 Procedure and system for controlling parameters related to assisted braking of a vehicle SE538506C2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
SE1451449A SE538506C2 (en) 2014-11-28 2014-11-28 Procedure and system for controlling parameters related to assisted braking of a vehicle
DE102015014305.0A DE102015014305A1 (en) 2014-11-28 2015-11-05 Method and system for parameter control with respect to a brake assist function on a vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SE1451449A SE538506C2 (en) 2014-11-28 2014-11-28 Procedure and system for controlling parameters related to assisted braking of a vehicle

Publications (2)

Publication Number Publication Date
SE1451449A1 true SE1451449A1 (en) 2016-05-29
SE538506C2 SE538506C2 (en) 2016-08-23

Family

ID=55967896

Family Applications (1)

Application Number Title Priority Date Filing Date
SE1451449A SE538506C2 (en) 2014-11-28 2014-11-28 Procedure and system for controlling parameters related to assisted braking of a vehicle

Country Status (2)

Country Link
DE (1) DE102015014305A1 (en)
SE (1) SE538506C2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019202021A1 (en) * 2019-02-15 2020-08-20 Zf Friedrichshafen Ag Method and control device for collision avoidance

Also Published As

Publication number Publication date
SE538506C2 (en) 2016-08-23
DE102015014305A1 (en) 2016-06-02

Similar Documents

Publication Publication Date Title
CN102056783B (en) Driver assistance system and operator control concept therefor
US9441555B2 (en) Method and system for a vehicle
US7725228B2 (en) Method and system for assisting a driver of a vehicle operating a vehicle traveling on a road
EP3196445B1 (en) Vehicle control device
EP2734425B1 (en) Method for improving the driving stability
US9827970B2 (en) Vehicle stopping assist and speed control system
JP2020104829A (en) Vehicle traveling control device
CN102673545A (en) Vehicle driving support apparatus
US9199646B2 (en) Method and system for a vehicle
JP7274117B2 (en) Vehicle travel control device
US20120310480A1 (en) Method for operating a driver assistance system of a motor vehicle and driver assistance system for a motor vehicle
DE102012101954A1 (en) Vehicle driving support device
CN103072574A (en) Collision avoidance system and method of operating the same
JP7253260B2 (en) Method and System for Acquiring Reference Signals for Vehicle Control Systems and Corresponding Control Systems
EP3393876B1 (en) Method and device for assissting with change of speed and with change of lane
WO2008004963A1 (en) Device for determining a surroundings situation
SE1451449A1 (en) Procedure and system for controlling parameters related to assisted braking of a vehicle
SE537431C2 (en) Management of changes in driving resistance parameters
JP2019077353A (en) Drive support apparatus
SE1450044A1 (en) Method and system for controlling a parameter related to the performance of a vehicle
JP2014000900A (en) Vehicle control device
US8972126B2 (en) Method and system for control of a gearbox
SE1450705A1 (en) Procedure and system for controlling one or more inserts which affect a long-term braking effect for a vehicle
JP6932939B2 (en) Driving control device, vehicle and driving control method
SE538988C2 (en) Procedure and system for retarding a vehicle

Legal Events

Date Code Title Description
NUG Patent has lapsed