SE537183C2 - Method and system for controlling vehicles - Google Patents

Abstract

537 183 Summary The invention relates to a system for controlling vehicles. The system includes a scheduling unit adapted to receive an ETA signal from a navigation unit indicating an estimated time of arrival (ETA) to a destination for a mission for a vehicle; receive information about the desired arrival time (DTA) for the said assignment; determine a time difference tDIFF between estimated arrival time (ETA) and desired arrival time (DTA); compare said difference tDIFF with predetermined criteria, and determine at least one control parameter indicating how the vehicle is to be regulated based on the result of said comparison, and generate a control signal depending thereon. The invention also includes a method of controlling vehicles.

Description

FIELD OF THE INVENTION The present invention relates to a system and a method for regulating vehicles according to the preamble to the independent seas, and in particular to a system and a method for transport planning of vehicles.

Background of the Invention Many companies today have shrunk or removed their inventories to reduce their costs.

Products that are in stock tie up capital because they themselves have a value that will benefit the selling company only when the customer buys the product. One way to reduce capital tied up is to use Just-in-Time deliveries (JiT deliveries) of materials and goods. JiT delivery meant that deliveries were only accepted just when they were needed, neither before nor after. In this case, the costs of stockpiling are shifted to the transporters, who must deliver materials and goods at a certain time. JiT deliveries have a well-developed distribution system which in turn is susceptible to disturbances. Many companies give the carriers time windows as they have to remind the goods and in some cases even give rivets if they arrive late. The time windows can be in the size +/- 10 minutes. If the driver misses this time, the driver can get \ Tanta until the next day before delivery can take place. This, as well as a traffic environment that is the answer to predict, means that many carriers must have large amounts of their goods. It is common for the delivery to be in place 3-5 hours before actual delivery can take place. This leads to waste of time and resources in the transport system and reduced income for the transport company.

US 2005/0154626 describes a system that locates, saves and calculates the arrival time of a vehicle to its destination depending on a number of factors. An alarm is sent to the supplier if the vehicle is not expected to arrive on time. The driver can then be notified that the delivery is outside the time window and / or the recipient can be notified that the delivery will not be able to be delivered on time.

US 6484078 describes a system for controlling unmanned vehicles in mines in order to increase efficiency. The route can be moved to another workplace to avoid onDo 1,537,183 vdntan. The speeds of the vehicles can be controlled so that the work can be started with optimized waiting time.

US 2010/0169199 describes a method for transporting cargo by truck, wherein the driver of the truck receives instructions on where to pick up and load his cargo and information about the carriage in between.

For vehicles that have to wait a certain time for collection or delivery of goods, there is a need for a fine-grained support system that can help the driver and the haulier to get the vehicle to the destination on time on as cost-effective salt as possible.

The objective problem is thus to provide a support system for vehicles that helps drivers and hauliers to plan the route of the vehicle so that it reaches the desired destination in time in a cost-effective way.

Summary of the invention The object described above is achieved by a system for controlling vehicles. The system comprises a scheduling unit adapted to: receive an ETA signal from a navigation unit indicating an estimated arrival time (ETA) to a destination for a mission for a vehicle, and receive information about a desired arrival time (DTA) for said mission. The planning unit is further adapted to determine a time difference tDIFF between estimated arrival time (ETA) and desired arrival time (DTA), and to compare nthunda difference tDIFF with predefined criteria, and determine at least one control parameter indicating how the vehicle is to be regulated based on the result. and generate a control signal in dependent drive.

The object is achieved according to another aspect by a method for controlling vehicles which comprises the steps of: receiving an estimated time of arrival (ETA) to a destination for a mission for a vehicle; receive information about a desired arrival time (DTA) for said assignment; determine a time difference tDIFF between estimated arrival time (ETA) and desired arrival time (DTA); jmfora the said difference tDIFF with predetermined criteria, and determine at least one steering parameter indicating how the vehicle is to be regulated based on the result of the said jmforelse, whereby the vehicle is regulated depending on the said steering parameters.

Through the system and method described above, information from different systems is linked together, which makes it possible to determine how the vehicle should be regulated depending on how much DTA and ETA differ from each other. It is then possible, for example, the other vehicle's speed or route to reach the destination Mom set time. In this way, fuel can be saved by, for example, slowing down the vehicle's speed in cases where it is known that the vehicle will arrive in good time.

The invention thus gives rise to an expanded information flow which provides the basis for an efficient transport flow, whereby the conveyors can rely on arriving at the right time and as cheaply as possible.

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

Brief description of the accompanying figures The invention will now be described with reference to the accompanying figures, of which: Figure 1 shows a system for controlling vehicles according to an embodiment of the invention. Figure 2 shows a system for controlling vehicles according to another embodiment of the invention.

Figure 3 illustrates a flow chart of a method of controlling vehicles according to an embodiment of the invention.

Figure 4 illustrates a flow chart of a method of controlling vehicles according to a further embodiment of the invention. Figure 5 shows speeds that the navigation unit takes into account when calculating ETA according to an embodiment of the invention. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Figure 1 shows a system for cross-planning of vehicles, which will most likely be explained with reference to this figure. The system can be located in a vehicle and communicate, for example, via existing networks such as CAN, or the system can be located in whole or in part externally to the vehicle, for example in a computer at a haulier's office. The system further comprises a scheduling unit adapted to receive an ETA signal from a navigation unit indicating an estimated time of arrival (ETA) to a destination for a mission for a vehicle. The navigation unit may, for example, be an existing navigation unit in a vehicle that is adapted to determine an estimated time of arrival.

The navigation unit is then preferably equipped with positioning equipment through, for example, GPS (Global Positioning System), or has otherwise set access to the vehicle's position. The destination can be, for example, a position, a company, a delivery address, a pick-up address, a departure point, etc. The planning unit is further adapted to receive a DTA signal indicating a desired arrival time (DTA) for said assignment.

Information on the desired arrival time (DTA) can, for example, be entered by the driver or the haulier in an input unit connected to the planning unit. Alternatively, a DTA signal indicating said desired arrival time (DTA) information may be sent from another unit and received in the scheduling unit. The planning unit is further adapted to determine a time difference tDIFF between estimated arrival time (ETA) and desired arrival time (DTA), and to compare said difference tDIFF with predetermined criteria, and to determine at least one control parameter indicating how the vehicle is to be regulated based on the result. and generate a control signal in dependent drive. The planning unit is further adapted according to an embodiment to send the control signal to a vehicle unit in the vehicle, the vehicle being regulated in dependence on said results. The planning unit may also be adapted to transmit the control signal to said navigation unit, which will be explained in more detail below.

According to one embodiment, the control parameter can be displayed to the driver of the vehicle via a display in the vehicle which is adapted to receive said control signal, or via a terminal at a haulage company. The driver can then manually control the vehicle according to what the steering parameter shows, for example driving faster or slower. According to one embodiment, said control parameter awn 4,537,183 comprises the difference tDIFF, which can then be shown on the display for the driver or the operator. The driver and / or the haulier can then find out how close the set time to the destination of the vehicle is.

When the vehicle has then started its journey towards the first destination, Ors preferably makes regular comparisons between estimated arrival time (ETA) and desired arrival time (DTA). According to this embodiment, the planning unit is adapted to continuously determine said difference tDIFF, compare said difference tDIFF with predetermined criteria, and determine a control parameter indicating how the vehicle is to be regulated based on the result of said comparison, and generate a control signal accordingly.

To carry out the said determinations, comparisons, etc. The planning unit is preferably equipped with necessary hardware such as a CPU (Computer Programmable Unit) and associated memory. Figure 2 shows the system according to another embodiment, in which it is illustrated how the system can interact with different existing units, or comprise the units. According to one embodiment, the system comprises a navigation unit adapted to determine an estimated time of arrival (ETA). The navigation device is adapted to receive a destination signal indicating at least one destination for a mission for a vehicle. The destination signal can, for example, be received from another unit within or externally the vehicle administering the mission. The navigation unit is further adapted to determine a route for the vehicle to reach said destination based on said destination and map information, and to generate a route signal indicating said route, and to determine an estimated arrival time (ETA) to said destination based on said route, and generate a ETA signal indicating said estimated arrival time. Said designated route can, for example, be displayed via a display for the driver in the vehicle or via a terminal at a haulage company.

As shown in Figure 2, the navigation unit according to an embodiment is adapted to receive information about the seat speed of the vehicle through a speed signal from a vehicle unit in the vehicle. The navigation device can then take into account the vehicle's seat speed when determining the estimated time of arrival (ETA). The navigation device may instead or also be adapted to receive information about speed limits along the planned route, 537 183 and take into account these speeds when determining the estimated time of arrival (ETA). in this way, the system can determine an ETA for the vehicle without the vehicle exceeding any speed limits. According to a further embodiment, the navigation unit is adapted to receive traffic information regarding the vehicle's immediate surroundings and / or the vehicle's future surroundings, and take this into account when determining ETA. Traffic information regarding the immediate surroundings of the vehicle can be obtained, for example, through an ambient signal from the vehicle unit which indicates this. The vehicle unit can in turn receive traffic information from, for example, radar, cameras, etc., in the vehicle which collects information about the vehicle's surroundings, the vehicle unit being adapted to generate this information in the form of an ambient signal. Traffic information regarding the vehicle's future surroundings may include historical information about traffic conditions, which can be obtained via, for example, the internet. Traffic information can also be obtained through radio channels such as RDS-TCM which the driver listens to which tells about local traffic conditions.

The seat speed of the vehicle means the speed at which a cruise control in the vehicle regulates the speed of the vehicle.

Figure 5 illustrates in a diagram the vehicle's seat speed and speed limits in different segments X1-X4 of the vehicle's vague. In so-called "look-ahead" systems, this is a set to describe the coming car in order to be able to regulate the vehicle with regard to the upcoming characteristics of the car. The look-ahead system uses, for example, map information and traffic information to determine a predicted vague. According to one embodiment, the navigation unit is adapted to receive information from, for example, a look-ahead system which comprises segments indicating speed limits for habitual segments, and to use the minimum of the respective road segments' speed limits and the vehicle's seat speed when determining ETA. The navigation unit is then adapted to determine the minimum of these speeds. Any temporary speed limits obtained via traffic information can also be included in the determinations.

A vehicle is usually planned for several different assignments. To handle this, the system according to one embodiment comprises a transport unit adapted to receive destination and 6,537,183 desired arrival time (DTA) for a plurality of assignments for a vehicle, and to sort these assignments in a logical cross-sequence order. The transport unit is further adapted to generate a destination signal indicating the next destination in the logical cross-sequence order, and to generate a DTA signal indicating the next desired arrival time in the logical cross-sequence order. On such a sail, the system can handle a number of incoming assignments and sort them into a logical driving sequence consisting of destinations and times where the vehicle is to pick up or drop off goods. The transport unit is covered according to an embodiment of a transport planning system (TMS).

In order to be able to determine how the vehicle is to be regulated in order to arrive on time, ie according to the desired arrival time (DTA), the criteria according to an embodiment include an interval 'for tDIFF within which the vehicle is considered to arrive on time to the said destination. If tDIFF is determined to be within the said range, Ors said no change in the determined route or the vehicle's seat speed. The navigation unit can, for example, travel the designated route for the driver via a display in the vehicle, after which the driver can follow the route. The range can be changed according to one embodiment, and can be set by, for example, a haulier or driver. The interval can also or rather be related to the assignment's crossover, and thus required in relation to it. For example, the interval can be stone if the assignment's crossover length is longer, for example several days of graining. According to one embodiment, the interval is 0- minutes, but can range from 0 to +/- 24 hours.

According to another embodiment, the criteria include an interval for trAFF within which the vehicle is considered to arrive too early at the said destination. According to another embodiment, the criteria include at least one interval for trAFF Mom, which vehicle is considered to arrive late to the said destination. If tDIFF is determined to be within any of these intervals, the planning unit is according to one embodiment adapted to determine a control parameter in the form of a new seat speed for the vehicle, said vehicle unit being adapted to regulate the speed of the vehicle in accordance with the seat speed. If the vehicle is judged to arrive prematurely, the seat speed can be reduced and the vehicle can then be driven more economically. If the vehicle is judged to arrive late, the seat speed can be increased and the vehicle can then be driven faster. The seat speed can be set in the vehicle's cruise control, whereby the vehicle's speed is regulated according to the seat speed. According to one embodiment, the planning unit is adapted to take into account speed limits along the route of the vehicle when determining a new seat speed, so that the seat speed does not exceed these.

According to another embodiment, the planning unit is adapted to determine a control parameter which specifies criteria for a new route for the vehicle; and determining a control signal indicating said criteria and sending it to the navigation unit, the navigation unit being adapted to determine a new route for the vehicle based on said criteria for a new route. This is provided that it is possible to choose an alternative new route. Once a new route has been determined, the navigation unit can then determine a new estimated arrival time (ETA) which the planning unit can take into account when comparing the desired arrival time. The criteria can be, for example, to find a faster route than the previous one to arrive at the destination within an acceptable interval for the desired arrival interval, or to find a route that takes longer but is more economical. For example, the new route may be less hilly so that less industry runs, or be without tolls. In this way, the route of the vehicle can be planned, and the vehicle is arranged so that it arrives on time to the destination in the most economical way.

According to exposed rules, the driver may only drive a certain number of hours per day, and must rest at regular intervals. This is usually handled by a tachograph in the vehicle, a digital tacograph (DTCO), which keeps track of how long the driver has a card. For example, the driver may have a personal smart card that stores chore information, and the digital tacograph laser reads this information and finds out the remaining card time before the driver has to rest. According to one embodiment, the planning unit is adapted to receive a DTCO signal from, for example, a tachograph indicating the remaining short time for the driver, and to take into account the remaining short time for the driver when determining said control parameter. If the planning unit has judged that the vehicle will arrive at the destination prematurely, the planning unit checks according to this embodiment if there is enough short time left that gives room to slow down the speed or determine a new, more economical route.

The invention also relates to a method for cross-planning of vehicles which will most recently be explained with reference to the flow chart in Figure 3. The method comprises the steps of: A) receiving an estimated time of arrival (ETA) to a destination for an assignment for a vehicle ; B) receive information about a desired arrival time (DTA) for said assignment; C) determine a time difference tDIFF between estimated arrival time (ETA) and desired arrival time (DTA); D) compare the said difference tDIFF with predetermined criteria, and determine at least one steering parameter indicating how the vehicle is to be regulated based on the result of said comparison and E) regulate the vehicle in dependence on said steering parameter. Preferably, the method comprises continuously performing steps A) to E) while driving the vehicle. Examples of different criteria have been explained in connection with the system, and these criteria can be applied by one method.

To determine an estimated time of arrival (ETA) to a destination for a mission, the method according to one embodiment comprises that A1) receives at least one destination for a mission for a vehicle; A2) determine a route for the vehicle to reach said destination based on said destination and map information; and A3) determine an estimated arrival time (ETA) to said destination based on said route. According to an embodiment of the method, consideration is also given to the vehicle's seat speed and / or speed limits and / or traffic information when determining the estimated arrival time ETA. IIur this can be done has been explained in more detail in connection with the system.

Usually, the vehicle has several assignments to plan its cornering after, and then have to deal with receiving the destination and desired arrival time (DTA) for several assignments. By sorting these in a logical cross-sequence order according to destination and desired arrival time, an efficient course schedule can be produced. According to this embodiment, the method comprises in step A1 as described above receiving destination for a plurality of assignments for a vehicle, and step B as described above comprises receiving the desired arrival time (DTA) for said plurality of assignments in said logical cross-sequence order.

Figure 4 illustrates in a flow chart the method according to an embodiment of the invention. In a first step Y1) it is checked whether tDIFF is within an interval within which the vehicle is considered to arrive on time to the exposed destination. If "YES" and the vehicle are within the range, no adjustment of the vehicle's current regulation shall be made. If "NO" and the vehicle is outside the interval, it is checked in a step Y2) if the vehicle travels too early to the destination, which 9 537 183 meant that tDIFF dr Mom an interval Mom which the vehicle is considered to arrive too early to the next destination. If this stems, the method according to a further embodiment in step Y3) takes into account the remaining short time for the driver when determining said control parameter. If there is more short time left, there is room for the vehicle to arrive later at the destination. This can be done in different ways, which is exemplified in the flow chart. According to one embodiment, the method comprises determining a new bearing seat speed for the vehicle. According to another embodiment, the method comprises determining a control parameter specifying criteria for a new route for the vehicle, and determining a new route for the vehicle based on said criteria for a new route. In this case, the criterion can be, for example, a more economical route, ie a route that consumes less fuel and / or wears less on the vehicle.

Of course, both a new bearing seat speed and a more economical route can be determined.

If the vehicle in step Y2) is considered to arrive late at the destination, which meant that tDIFF ends up in an interval that indicates this, or there is too little short time left in step Y3), it is advisable for the vehicle to arrive faster at its destination. According to an embodiment of the method, this is done by determining a control parameter which includes a new higher seat speed for the vehicle. According to another embodiment, the method comprises determining a control parameter specifying criteria for a new route for the vehicle; and determine a new route for the vehicle based on the said criteria for a new route. The vehicle can then be driven according to this new route.

The invention also comprises a computer program product, comprising computer program instructions for forming a computer system to perform the steps according to the method above when the computer program instructions are read on said computer system. The invention also comprises a computer program product in which the computer program instructions are stored on a medium which can be read by a computer system.

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

Claims (19)

A system for controlling vehicles, wherein the system comprises a planning unit adapted to: Receiving an ETA signal from a navigation device indicating an estimated time of arrival (ETA) to a destination for a mission for a vehicle; 2. receive information about the desired arrival time (DTA) for namrida assignments; - determine a time difference tDIFF between estimated arrival time (ETA) and Desired arrival time (DTA); 3. compare said difference tDIFF with predetermined criteria, and determine at least one control parameter indicating how the vehicle is to be regulated based on the result of said comparison, and generate a control signal depending thereon and where said navigation unit is known to be adapted to: - receive a destination signal indicating at least one destination for a mission for a vehicle; - determining a route for the vehicle to reach said destination based on said destination and map information, and generating a route signal indicating said route; 4. determining an estimated arrival time (ETA) to said destination based on naninda route, and generating an ETA signal indicating said estimated arrival time, said planning unit being adapted to determine a control parameter indicating criteria for a new route for the vehicle; and determining a control signal indicating said criteria and sending it to the navigation unit, the navigation unit being adapted to determine a new route for the vehicle based on said criteria for a new route and wherein the planning unit is adapted to receive a digital tacograph (DTCO) signal indicating remaining short time for the driver, and take into account the remaining short time for the driver when determining the said control parameter. A system according to claim 1, wherein the planning unit is adapted to send the control signal to a vehicle unit in the vehicle, the vehicle being regulated in dependence on said result. The system of claim 1, comprising a transport unit adapted to receive destination and desired arrival time (DTA) for a plurality of assignments for a vehicle, and to sort these assignments in a logical cross-sequence order, and to generate a destination signal indicating next destination in said logical cross-sequence order, and generate a DTA signal indicating the next desired arrival time in said logical cross-sequence order. A system according to any one of the preceding claims, in which the planning unit is adapted to continuously determine a difference tDIFF between estimated arrival time (ETA) and Desired arrival time (DTA); compare said difference tDIFF with predetermined criteria, compare said difference tDIFF with predetermined criteria, and determine at least one control parameter indicating how the vehicle is to be regulated based on the result of said comparison, and generate a control signal depending thereon. A system according to any one of the preceding claims, wherein said criteria comprises at least one interval for tDIFF Mom which the vehicle is considered to arrive in time to said destination. A system according to any one of the preceding claims, wherein said criteria comprises at least one interval for tDIFF within which the vehicle is considered to arrive too early at said destination. A system according to any one of the preceding claims, wherein said criteria comprises at least one interval for tDIFF within which the vehicle is considered to arrive late to said destination. A system according to any one of claims 6 or 7, wherein the scheduling unit is adapted to determine a control parameter comprising a new seat speed for the vehicle, said vehicle unit being adapted to control the speed of the vehicle in accordance with the seat speed. A system according to claim 2, wherein the navigation unit is adapted to receive information about the vehicle's seat speed and / or speed limits and / or traffic information and take into account these when determining the estimated arrival time ETA. A method of controlling a vehicle comprising the steps of: 1. receiving an estimated time of arrival (ETA) to a destination for an assignment for a vehicle; 2. receive information about a desired arrival time (DTA) for the said assignment; 3. determine a time difference tDIFF between estimated arrival time (ETA) and desired arrival time (DTA); 4. compare said difference tDIFF with predetermined criteria, and determine at least one steering parameter indicating how the vehicle is to be regulated based on the result of said comparison; 5. regulate the vehicle in dependence on said steering parameters; characterized in that the method further comprises the steps of determining an estimated time of arrival (ETA) to a destination for an assignment by performing the following steps: A1) receiving at least one destination for an assignment for a vehicle; 2. determine a route for the vehicle to reach said destination based on said destination and map information; 3. determining an estimated time of arrival (ETA) to said destination based on said route, the method comprising determining a control parameter specifying criteria for a new route for the vehicle; and determining a new route for the vehicle based on the said criteria for a new route and wherein the method comprises taking into account the remaining short time for the driver when determining said control parameters. The method of claim 10, comprising receiving the destination and desired arrival time (DTA) for a plurality of assignments for a vehicle, and sorting them in a logical cross-sequence order, wherein step A1 comprises receiving the destination for a plurality of assignments for a vehicle, and step B comprises receiving the desired arrival time (DTA) for said plurality of assignments in said logical cross-sequence order. A method according to any one of claims 10 to 11, which comprises continuously performing steps A to E while driving the vehicle. 13 537 183 A method according to any one of claims 10 to 12, wherein said criteria comprises at least one interval far tDIFF within which the vehicle is considered to arrive in time to said destination. A method according to any one of claims 10 to 13, wherein said criteria comprises at least one interval for tDIFF Mom which the vehicle is considered to arrive early at said destination. A method according to any one of claims 10 to 14, wherein said criteria comprises at least one interval for tDIFF within which the vehicle is considered to arrive frequently at said destination. A method according to any one of claims 14 or 15, which comprises determining a control parameter comprising a new seat speed for the vehicle. A method according to claim 10, which comprises taking into account the seat speed and / or speed limits of the vehicle and / or traffic information when determining the estimated time of arrival ETA. A computer program product, comprising computer program instructions for forming a computer system to perform the steps of the method according to any one of claims 10 to 17, when the computer program instructions are crossed on said computer system. The computer program product of claim 18, wherein the computer program instructions are stored on a computer system readable medium. 14 537 183 1/4 SYSTEM \ DTASIGNAL ETA SIGNAL V A CONTROL SIGNAL CONTROL SIGNAL NAVIGATION UNIT PLANNING UNIT VEHICLE UNIT