SE538505C2

SE538505C2 - System and Method for Adjusting the Chassis Levels of the Vehicles in a Group of Vehicles

Info

Publication number: SE538505C2
Application number: SE1451373A
Authority: SE
Inventors: Claesson André; Skeppstedt Patric
Original assignee: Scania Cv Ab
Priority date: 2014-11-17
Filing date: 2014-11-17
Publication date: 2016-08-23
Also published as: SE1451373A1; DE102015014627A1

Abstract

18 Abstract The vehicles in a group of vehicles are controlled via wirelessinterfaces (221, 22n) and a respective processor unit (211, 21n)in each vehicle by repeatedly exchanging status and control da-ta (Ds, Cmd) thus linking the vehicles logically to one another toform a vehicle train. Here, one vehicle is a master vehicle andthe other vehicles are slave vehicles. Each vehicle in the vehicletrain is configured to perform a chassis-level adjustment opera-tion involving elevating or lowering the vehicle”s chassis relativeto a nominal level, e.g. so-called kneeling. The status data (Ds)exchanged between the vehicles in the vehicle train include atleast one chassis-level-related parameter. A vehicle in the ve-hicle train is only permitted to perform the chassis-level adjust-ment operation if: the master vehicle has issued a level-changecommand; and each of at least one pre-defined level-changecondition is fulfilled with respect to each vehicle in the vehicletrain. (Fig. 2)

Description

AND PRIOR ART The present invention relates generally to solutions for adjustingthe chassis level of motor vehicles. More particularly the in-vention relates to a system according to the preamble of claim 1and a corresponding method. The invention also relates to avehicle, a computer program product and a computer readablemedium.

Today, vehicle trains (or so-called platoons) including a numberof motor vehicles traveling close to one another in a coordinatedand at least partly automatic manner are becoming more fre-quent. Such vehicle trains are advantageous because the num-ber of drivers can be made smaller than the number of vehicles,and the close spacing between the vehicles lowers the air resis-tance, which, in turn, reduces the fuel consumption. Bus rapidtransit (BRT) is a type of vehicle train, where two or more bus-ses are coordinated to travel along a particular line, for instanceto transport passengers to/from an airport, or in public transpor-tation. This is associated with particular problems, since the sa-fety of many individuals must also be considered.

DE 10 2008 026 686, WO 2012/014041 and EP 263 262 descri-be different solutions for synchronizing the individual vehicles ofa vehicle train, so that for example prescribed distances bet-ween the vehicles can be maintained during accelerations/dece-lerations, and the train can be operated in an overall safe man-ner.

KR 2012-0107602 discloses a passenger safeguard system at abus stop, wherein waiting passengers are kept away from theroad, and thus accidents can be prevented. Specifically, a busarrival detecting sensor here senses the arrival of a bus. A con-troller opens a boarding door and an exit door if a bus arrival detection signal indicates that a bus has arrived. lf the boardingdoor and the landing door are closed, the controller drives thebus. A boarding and exiting gateway protects a waiting passen-ger from a road by closing the boarding door and the exitingdoor of each gate.

WO 2014/003630 shows a system for control of vehicles in a ve-hicle train, which are adapted to communicate via wireless com-munication. The system comprises a processor unit adapted toreceive wirelessly from the vehicles in the train data, which com-prise vehicle parameters for the vehicles and identification data,which indicate the vehicle(s) from which said parametersoriginate to estimate one or more states for at least one vehiclein the train based on a model and said parameters. On the fur-ther basis of the one or more states a distance between a vehic-le behind and vehicle itself can be determined, and thus controlsignals can be generated to maintain a desired vehicle spacingalso when the speed of the vehicles vary.

PROBLEIVIS ASSOCIATED WITH THE PRIOR ART Consequently, solutions are known for controlling the behaviorof the individual vehicles of a vehicle train in various mannersduring travel. However, there is yet no solution for controlling avehicle train in connection with halting in a manner that is bothtime-efficient and safe with respect to the vehicles” passengers.

SUMMARY OF THE INVENTION The object of the present invention is therefore to solve the abo-ve problem, and thus offer a time-efficient and safe solution forcontrolling level adjustments of the vehicles in a vehicle train.

According to one aspect of the invention, the object is achievedby the initially described system, wherein each vehicle in the ve-hicle train is configured to perform a chassis-level adjustmentoperation that involves elevating or lowering the vehicle”s chas- sis relative to a nominal level. The status data exchanged bet-ween the vehicles in the vehicle train include at least one chas-sis-level-related parameter. A vehicle in the vehicle train is onlypermitted to perform the chassis-level adjustment operation if:(a) the master vehicle has issued a level-change command; and(b) each of at least one pre-defined level-change condition isfulfilled with respect to each vehicle in the vehicle train.

This system is advantageous because it ensures that any chas-sis-level adjustments are synchronized between the vehicles in-cluded in the train, and that level changes (e.g. kneeling) canonly be effected if certain conditions are fulfilled.

Analogously, according to one preferred embodiment of this as-pect of the invention, a vehicle in the vehicle train is permittedto adjust the level of its chassis back to the nominal level only ifeach of at least one pre-defined elevating condition is fulfilledwith respect to each vehicle in the vehicle train. ln particular, if the chassis-level adjustment operation is a knee-ling function, the level-change command is a kneeling commandand the at least one pre-defined level-change condition includesat least one kneeling condition. Hence, any kneeling effected ina BRT vehicle train can be effected safely and efficiently.

According to another preferred embodiment of this aspect of theinvention, the at least one pre-defined kneeling condition invol-ves fulfillment of one or more of the following criteria: all vehic-les in the vehicle train moving at a speed below a thresholdspeed; all vehicles in the vehicle train being located within awell-defined area; and a stop brake having been activated ineach vehicle in the vehicle train. Namely, this further enhancesthe passenger safety.

According to a further preferred embodiment of this aspect ofthe invention, the status data exchanged between the vehiclesfurther include data expressing: speed, a distance measured toa neighboring vehicle in the vehicle train, tire pressure, com- pressed air system pressure, axle pressure, a measured weight,an elevation level and/or handshaking messages configured toconfirm the logical linking of the vehicles to one another. There-by, the vehicles can be coordinated adequately.

According to yet another preferred embodiment of this aspect ofthe invention, the vehicles include one or more of the followinginput units to produce the status data: a camera, a laser range-finder, an ultrasonic sensor and a global navigation satellite sys-tem receiver. Hence, a high degree of flexibility with respect totechnology is attained.

According to still another preferred embodiment of this aspect ofthe invention, the master vehicle is a vehicle that is located atthe front of the vehicle train with respect to a direction of travelfor the vehicle train. Further preferably, at least one vehicle inthe vehicle train is configured to be operated in a driverlessmanner. Thereby, a relatively low number of personnel is requi-red to drive the vehicle train.

According to a further preferred embodiment of this aspect ofthe invention, at least one vehicle in the vehicle train is configu-red to be operated by a human driver, for example in the mastervehicle.

According to another aspect of the invention, the object is achie-ved by the vehicle described initially, wherein the vehicle is con-figured to perform a chassis-level adjustment operation involvingelevating or lowering the vehicle”s chassis relative to a nominallevel. The status data exchanged between the vehicle and the atleast one other vehicle in the vehicle train include at least onechassis-level-related parameter. Further, the vehicle is configu-red to only permit the chassis-level adjustment operation to beperformed if: the master vehicle has issued a level-change com-mand; and each of at least one pre-defined level-change con-dition is fulfilled with respect to the vehicle. The advantages ofthis vehicle are apparent from the discussion above with refe- rence to the proposed system.

According to yet another aspect of the invention, the object isachieved by the method described initially, wherein each vehiclein the vehicle train is configured to perform a chassis-level ad-justment operation involving elevating or lowering the vehicle”schassis relative to a nomina| level. The status data exchangedbetween the vehicles include at least one level-change-relatedparameter. The method further involves performing the chassis-level adjustment operation in a vehicle of the vehicle train onlyif: (a) the master vehicle has issued a level-change command;and (b) each of at least one pre-defined level-change conditionis fulfilled with respect to each vehicle in the vehicle train. Theadvantages of this method, as well as the preferred embodi-ments thereof, are apparent from the discussion above with re-ference to the proposed system.

According to a further aspect of the invention the object isachieved by a computer program product, which is loadable intothe memory of a computer, and includes software for performingthe steps of the above proposed method when executed on acomputer.

According to another aspect of the invention the object is achie-ved by a computer readable medium, having a program recordedthereon, where the program is make a computer perform the me-thod proposed above when the program is loaded into thecomputer.

Further advantages, beneficial features and applications of thepresent invention will be apparent from the following descriptionand the dependent claims.

BRIEF DESCRIPTION OF THE DRAWINGS The invention is now to be explained more closely by means ofpreferred embodiments, which are disclosed as examples, andwith reference to the attached drawings.

Figure 1 shows an example of a vehicle train to which the present invention can be applied; Figure 2 shows a block diagram over a system according to one embodiment of the invention; Figure 3 schematically illustrates how a vehicle train maybe controlled according to an embodiment of theinvention in relation to a well-defined area in the form of a bus stop; Figure 4 illustrates, by means of a first flow diagram, thegeneral method according to the invention forperforming a chassis-level adjustment operation, and Figure 5 illustrates, by means of a second flow diagram,the general method according to an embodimentof the invention for returning to a nominal chassis-level after having temporarily adjusted the vehic- les” chassis level.

DESCRIPTION OF PREFERRED EMBODIMENTS OF THE IN-VENTION lnitially, we refer to Figure 1 showing a vehicle train 110 (e.g. ofBRT type) that includes individual motor vehicles in the form ofbusses 111, 112 and 11n respectively. Figure 2 shows a blockdiagram illustrating a system containing wireless interfaces 221and 22n and processor units 211 and 21n of the vehicles 111and 11n respectively in the vehicle train 110.

Each wireless interface 221 and 22n is configured to communi-cate wirelessly with the wireless interfaces in the other vehicles111, 112 and 11n of the group represented by the vehicle train110. The processor units 211 and 21n of the respective vehiclesare configured to repeatedly exchange status data Ds and cont-rol data Cmd with the processor units 211 and 21n in the othervehicles of the group over the wireless interfaces 221 and 22n.

As a result, the vehicles are linked logically to one another sothat they form the vehicle train 110. Here, one vehicle, say 111,is a master vehicle while the other vehicles are slave vehicles.For practical reasons, the master vehicle is normally the vehicle111 located at the front of the vehicle train 110 with respect to adirection of travel for the vehicle train 110.

Furthermore, it is often advantageous if at least one vehicle inthe vehicle train 110 is configured to be operated by a humandriver, while one or more vehicles in the vehicle train 110 maybe configured to be operated in a driverless manner. Preferably,the master vehicle has the capacity of being operated by a hu-man driver; and typically, the slave vehicles are configured to beoperated in a driverless manner.

According to the invention, it is presumed that each vehicle 111,112 and 11n in the vehicle train 110 is configured to perform achassis-level adjustment operation involving elevating or lowe-ring the vehicle”s chassis relative to a nominal level, e.g. thenormal level used for traveling. To this aim, the status data Dsexchanged between the vehicles in the vehicle train include atleast one chassis-level-related parameter. Further, according tothe invention, a vehicle in the vehicle train 110 is only permittedto perform the chassis-level adjustment operation if: (a) themaster vehicle has issued a level-change command; and (b)each of at least one pre-defined level-change condition is fulfil-led with respect to each vehicle in the vehicle train 110.

For example, if the chassis-level adjustment operation involvesperforming a kneeling function, the level-change command isspecifically a kneeling command and the at least one pre-defi-ned level-change condition includes at least one kneeling condi-tion. lt is worth mentioning that there kneeling function may be afull kneeling, i.e. involve lowering the chassis with respect to allsuspension positions; be single-sided, i.e. right-sided or left-sided; or exclusively involve a single suspension position, suchas front-right, or back-left. ln the general case, wherein the chassis-level adjustment opera-tion may involve elevating the vehicles” chassis above the no-minal as well as lowering it below the same, a vehicle in the ve-hicle train 110 is preferably only permitted to adjust the level ofits chassis back (i.e. up or down) to the nominal level if each ofat least one pre-defined elevating condition is fulfilled with res-pect to each vehicle in the vehicle train 110. ln other words, novehicle may adjust its level to the drive position before all ve-hicles in the vehicle train 110 fulfill the conditions for doing so.ln practice, this may mean that the vehicles in the vehicles train110 can only return to their respective nominal chassis level af-ter that the last passenger has entered a particular bus. Subse-quently, the vehicle train 110 may departure from the bus stop.

Referring now to Figure 3, we see a schematic illustration of thevehicle train 110 entering a bus-stop area having a platform andan associated terminal roof 320. A distinct area 310 is defined infront of the terminal (although not necessarily visibly apparent).According to one embodiment of the invention it is a pre-definedkneeling condition that all vehicles 111, 11n in the vehicletrain 110 must be located within the well-defined area 310 befo-re a kneeling function can be performed, i.e. to let passengersembark and/or disembark the vehicles 111, 11n in the ve-hicle train 110.

Alternatively, or as a supplement thereto, the at least one pre-defined kneeling condition may include a requirement that: all vehicles 111, 11n in the vehicle train 110 travel at a speedbelow a threshold speed, say 5 km/h, and/or a stop brake hasbeen activated in each vehicle 111, 11n in the vehicle train110.

Preferably, the status data Ds exchanged between the vehicles111, 11n in the vehicle train 110 further comprise data ex-pressing: speed, a distance measured to a neighboring vehiclein the vehicle train, tire pressure, compressed air system pres-sure, axle pressure, a measured weight, an elevation level and handshaking messages specifically configured to confirm the lo-gical linking of the vehicles to one another.

The speeds and inter-vehicle distances are, of course, vital pa-rameters for maintaining the configuration of the vehicle train110 during travel. However, values expressing the tire pressu-res, the pressure level in each vehicle”s compressed air system,the axle pressures and the weights of the vehicles 111, 11nlikewise constitute important bases for controlling the vehicletrain 110 during travel and/or when halting. Further, for adequa-te chassis-level adjustment it is important to have updated infor-mation concerning the vehicles” respective elevation levels.

To produce the status data Ds, the vehicles 111, 11n in thevehicle train 110 are preferably equipped with one or more ofthe following input units: a camera (video and/or still), a laserrangefinder, an ultrasonic sensor and/or a global navigation sa-tellite system receiver.

Preferably, each processor unit 211 and 21n contains, or is incommunicative connection with a memory unit 231 and 23n res-pectively storing a computer program product SW, which con-tains software for making the processor unit 211 and 21n execu-te the above-described actions when the computer program pro-duct SW is run on the processor unit 211 and 21 n. ln order to sum up, and with reference to the flow diagrams inFigures 4 and 5, we will now describe the general methods exe-cuted in the processor units according to the invention in orderto perform a chassis-level adjustment operation and thereafterreturn to the nominal level respectively.

A first step 410 of Figure 4 checks whether or not a level-changecommand has been received. lf so, a step 420 follows; otherwise,the procedure loops back and stays in step 410.

Step 420 checks if all pre-defined level change conditions arefulfilled with respect to each vehicle in the vehicle train. lf this is the case, a step 430 follows; otherwise, the procedure loops back andstays in step 420. ln step 430, the requested level adjustment operation is performedsynchronously in all vehicles of the vehicle train, e.g. kneeling at abus stop. Subsequently, the procedure ends. ln practice, of course, a first level adjustment operation is oftenfollowed by a second level adjustment operation, namely returningto the nominal chassis level. This procedure is illustrated in Figure Here, a first step 510 checks whether or not an elevation com-mand has been received. lf so, a step 520 follows; otherwise, theprocedure loops back and stays in step 510.

Step 520 checks if all pre-defined elevating conditions are fulfilledwith respect to each vehicle in the vehicle train. lf this is the case, astep 530 follows; otherwise, the procedure loops back and stays instep 520. ln step 530, all vehicles of the vehicle train are controlled to returnsynchronously to the nominal chassis level. Then, the procedureends.

All of the process steps, as well as any sub-sequence of steps,described with reference to Figures 4 and 5 above may be con-trolled by means of a programmed computer apparatus. More-over, although the embodiments of the invention describedabove with reference to the drawings comprise a computer appa-ratus and processes performed in a computer apparatus, the in-vention thus also extends to computer programs, particularlycomputer programs on or in a carrier, adapted for putting the in-vention into practice. The program may be in the form of sourcecode, object code, a code intermediate source and object codesuch as in partially compiled form, or in any other form suitablefor use in the implementation of the process according to the in-vention. The program may either be a part of an operating sys- 11 tem, or be a separate application. The carrier may be any entityor device capable of carrying the program. For example, the car-rier may comprise a storage medium, such as a Flash memory, aROM (Read Only Memory), for example a DVD (Digital Video/Versatile Disk), a CD (Compact Disc) or a semiconductor ROM,an EPROM (Erasable Programmable Read-Only Memory), anEEPROM (Electrically Erasable Programmable Read-Only Me-mory), or a magnetic recording medium, for example a floppydisc or hard disc. Further, the carrier may be a transmissible car-rier such as an electrical or optical signal which may be conve-yed via electrical or optical cable or by radio or by other means.When the program is embodied in a signal which may be con-veyed directly by a cable or other device or means, the carriermay be constituted by such cable or device or means. Alterna-tively, the carrier may be an integrated circuit in which the prog-ram is embedded, the integrated circuit being adapted for perfor-ming, or for use in the performance of, the relevant processes.

The term “comprises/comprising” when used in this specificationis taken to specify the presence of stated features, integers,steps or components. However, the term does not preclude thepresence or addition of one or more additional features, inte-gers, steps or components or groups thereof.

The invention is not restricted to the described embodiments inthe figures, but may be varied freely within the scope of theclaims.

Claims

12 Claims

1. A system for controlling a group of vehicles (111, 112,11n) including at least two vehicles, each vehicle of the at leasttwo vehicles comprising: a wireless interface (221, 22n) configured to communicatewirelessly with the wireless interfaces in the other vehicles ofthe group; and a processor unit (211, 21n) configured to repeatedly ex-change status and control data (Ds, Cmd) with the processorunits in the other vehicles of the group over the wireless interfa-ce (221, 22n) thus linking the vehicles logically to one another toform a vehicle train (110), wherein one vehicle is a master ve-hicle and the other vehicles are slave vehicles,characterized in thateach vehicle (111, 112, 11n) in the vehicle train (110) is configu-red to perform a chassis-level adjustment operation involvingelevating or lowering the vehicle”s chassis relative to a nominallevel, the status data (Ds) exchanged between the vehicles inthe vehicle train comprising at least one chassis-level-relatedparameter, and a vehicle in the vehicle train is only permitted toperform the chassis-level adjustment operation if: the master vehicle has issued a level-change command,and each of at least one pre-defined level-change condition isfulfilled with respect to each vehicle in the vehicle train.

2. The system according to claim 1, wherein the chassis-leveladjustment operation is a kneeling function, the level-changecommand is a kneeling command and the at least one pre-defi-ned level-change condition comprises at least one kneeling con-dition.

3. The system according to claim 2, wherein the at least onepre-defined kneeling condition comprises at least one of: all vehicles in the vehicle train (110) are moving at a speedbelow a threshold speed, 13 all vehicles in the vehicle train (110) are located within awell-defined area (310), and a stop brake has been activated in each vehicle in the ve-hicle train (110).

4. The system according to any one of claims 2 or 3, whereinthe status data (Ds) exchanged between the vehicles in the ve-hicle train (110) further comprise data expressing at least oneof: speed, a distance measured to a neighboring vehicle in thevehicle train, tire pressure, compressed air system pressure,axle pressure, a measured weight, an elevation level and hand-shaking messages configured to confirm the logical linking ofthe vehicles to one another.

5. The system according to any one of the claims 2 to 4,wherein the vehicles in the vehicle train (110) comprise at leastone of the following input units to produce the status data (Ds):a camera, a laser rangefinder, an ultrasonic sensor and a globalnavigation satellite system receiver.

6. The system according to any one of the claims 2 to 5,wherein the master vehicle is a vehicle (111) located at the frontof the vehicle train (110) with respect to a direction of travel forthe vehicle train (110).

7. The system according to any one of the claims 2 to 6,wherein at least one vehicle (112) in the vehicle train (110) isconfigured to be operated in a driverless manner.

8. The system according to any one of the claims 2 to 7,wherein at least one vehicle (111, 11n) in the vehicle train (110)is configured to be operated by a human driver.

9. The system according to any one of the preceding claims,wherein a vehicle in the vehicle train (110) is only permitted toadjust the level of its chassis back to the nominal level if each of 14 at least one pre-defined elevating condition is fulfilled withrespect to each vehicle in the vehicle train (110).

10. A vehicle (111, 112, 11n) configured to be included in thesystem according to any one of the claims 1 to 9, the vehiclecomprising: a wireless interface (221, 22n) configured to communicatewirelessly with at least one wireless interface in at least oneother vehicle; and a processor unit (211, 21n) configured to repeatedly ex-change status and control data (Ds, Cmd) with at least one pro-cessor unit in the at least one other vehicle over the wirelessinterface (221, 22n) thus linking the vehicles logically to the atleast one other vehicle to form a vehicle train (110), wherein onevehicle is a master vehicle and the other vehicles are slave ve-hicles,characterized in thatthe vehicle (111, 112, 11n) is configured to perform a chassis-level adjustment operation involving elevating or lowering thevehicle”s chassis relative to a nominal level, the status data (Ds)exchanged between the vehicle and the at least one other vehic-le in the vehicle train comprising at least one chassis-level-rela-ted parameter, and the vehicle is configured to only permit thechassis-level adjustment operation to be performed if: the master vehicle has issued a level-change command,and each of at least one pre-defined level-change condition isfulfilled with respect to the vehicle.

11. A method of controlling a group of vehicles (111, 112, 11n)including at least two vehicles, each vehicle of the at least twovehicles comprising: a wireless interface (221, 22n) configuredto communicate wirelessly with the wireless interfaces in theother vehicles of the group; and a processor unit (211, 21 n) con-figured to repeatedly exchange status and control data (Ds,Cmd) with the processor units in the other vehicles of the group over the wireless interface thus linking the vehicles logically toone another to form a vehicle train (110), wherein one vehicle isa master vehicle and the other vehicles are slave vehicles,characterized by each vehicle in the vehicle train (110) beingconfigured to (430) perform a chassis-level adjustment operationinvolving elevating or lowering the vehicle”s chassis relative to anominal level, the status data (Ds) exchanged between the ve-hicles in the vehicle train comprising at least one level-change-related parameter, and the method comprising performing thechassis-level adjustment operation in a vehicle of the vehicletrain only if: (410) the master vehicle has issued a level-change com-mand, and (420) each of at least one pre-defined level-change condi-tion is fulfilled with respect to each vehicle in the vehicle train(110).

12. The method according to claim 11, wherein the chassis-le-vel adjustment operation is a kneeling function, the level-changecommand is a kneeling command and the at least one pre-defi-ned level-change condition comprises at least one kneeling con-dition.

13. The method according to claim 12, wherein the at leastone pre-defined kneeling condition comprises at least one of: all vehicles in the vehicle train (110) are moving at a speedbelow a threshold speed, all vehicles in the vehicle train (110) are located within awell-defined area (310), and a stop brake has been activated in each vehicle in the ve-hicle train (110).

14. The method according to any one of claims 12 or 13,wherein the status data (Ds) exchanged between the vehicles inthe vehicle train (110) further comprise data expressing at leastone of: speed, a distance measured to a neighboring vehicle in 16 the vehicle train (110), tire pressure, compressed air systempressure, axle pressure, a measured weight, an elevation leveland handshaking messages configured to confirm the logicallinking of the vehicles to one another.

15. The method according to any one of claims 12 to 14, com-prising producing the status data (Ds) based on data registeredby at least one of: a camera, a laser rangefinder, an ultrasonicsensor and a global navigation satellite system receiver.

16. The method according to any one of claims 11 to 15, com-prising permitting a vehicle in the vehicle train (110) to (530)adjust the level of its chassis back to the nominal level only if(520) each of at least one pre-defined elevating condition isfulfilled with respect to each vehicle in the vehicle train (110). 17 A method of controlling a vehicle (111, 112, 11n) compri-sing: a wireless interface (221, 22n) configured to communicatewirelessly with at least one wireless interface in at least oneother vehicle; and a processor unit (211, 21n) configured to re-peatedly exchange status and control data (Ds, Cmd) with atleast one processor unit in the at least one other vehicle overthe wireless interface thus linking the vehicle logically to the atleast one other vehicle to form a vehicle train (110), wherein onevehicle is a master vehicle and the other vehicles are slave ve-hicles, characterized by the vehicle being configured to (430)perform a chassis-level adjustment operation involving elevatingor lowering the vehicle”s chassis relative to a nominal level, thestatus data (Ds) exchanged between the vehicle and the at leastone other vehicle in the vehicle train comprising at least onelevel-change-related parameter, and the method comprisingperforming the chassis-level adjustment operation only if: (410) the master vehicle has issued a level-change com-mand, and (420) each of at least one pre-defined level-change condi-tion is fulfilled with respect to the vehicle.

17

18. A computer program product (SW) loadable into the me-mory (231, 23n) of at least one computer, comprising softwarefor performing the steps of the method according to any of thec|aims 11 to 16 or 17 when executed on the at least one compu-ter.

19. A computer readable medium (231, 23n), having a programrecorded thereon, where the program is to make at least onecomputer perform the steps of any of the c|aims 11 to 16 or 17.