METHOD FOR DETERMINING A BENEFICIAL EFFECT OF A PLATOON OF VEHICLES

Abstract

A method for determining a beneficial effect of a platoon comprises a leading vehicle and a following vehicle. In a first step, at least one first pressure acting on the leading vehicle is determined by means of an electronic processing unit. In a second step, at least one second pressure acting on the following vehicle is determined by means of the electronic processing unit. In a third step, a difference between the first and second pressures is determined by means of the electronic processing unit. In a fourth step, at least one benefit value is determined on the basis of the difference, by means of the electronic processing unit, the benefit value characterizing the beneficial effect of the platoon on at least one of the vehicles.

Claims

1. A method for determining a beneficial effect of a platoon having a leading vehicle and at least one following vehicle following the leading vehicle, comprising: determining, with an electronic processing unit, at least one first pressure acting on the leading vehicle; determining, with the electronic processing unit, at least one second pressure acting on the following vehicle; determining, with the electronic processing unit, a difference between the first and second pressures; and determining, with the electronic processing unit, at least one benefit value on the basis of the difference, the benefit value characterizing the beneficial effect of the platoon on at least one of the vehicles.

2. The method according to claim 1, further comprising: receiving at the electronic processing unit at least one first pressure signal provided by the leading vehicle, the first pressure signal being indicative of the first pressure measured by a first pressure sensor of the leading vehicle; and determining with the electronic processing unit the first pressure on the basis of the first pressure signal.

3. The method according to claim 2 wherein the first and second pressures are respective total pressures.

4. The method according to claim 2, further comprising: receiving at the electronic processing unit at least one second pressure signal provided by the following vehicle, the second pressure signal being indicative of the second pressure measured by a second pressure sensor of the following vehicle; and determining with the electronic processing unit the second pressure on the basis of the second pressure signal.

5. The method according to claim 4 wherein the first and second pressures are respective total pressures.

6. The method according to claim 1, further comprising: receiving at the electronic processing unit at least one first pressure signal provided by the leading vehicle, the first pressure signal being indicative of the first pressure being a first dynamic pressure; and determining with the electronic processing unit the first pressure on the basis of the first pressure signal.

7. The method according to claim 6, further comprising: receiving at the electronic processing unit at least one second pressure signal provided by the following vehicle, the second pressure signal being indicative of the second pressure being a second dynamic pressure; and determining with the electronic processing unit the second pressure on the basis of the second pressure signal.

8. The method according to claim 6, further comprising: measuring at least one total pressure acting on the following vehicle with at least one total pressure sensor of the following vehicle; measuring at least one static pressure acting on the following vehicle with at least one static pressure sensor of the following vehicle; determining the second pressure with the electronic processing unit, on the basis of a difference between the measured total pressure and the measured static pressure.

9. The method according to claim 1, further comprising: receiving at the electronic processing unit at least one first pressure signal provided by the following vehicle, the first pressure signal being indicative of the second pressure being a first dynamic pressure; and determining with the electronic processing unit the second pressure on the basis of the first pressure signal.

10. The method according to claim 8, further comprising: measuring at least one total pressure acting on the leading vehicle with at least one total pressure sensor of the leading vehicle; measuring at least one static pressure acting on the leading vehicle with at least one static pressure sensor of the leading vehicle; determining the first pressure with the electronic processing unit, on the basis of a difference between the measured total pressure and the measured static pressure.

11. The method according to claim 2, wherein the pressure signal is received via a direct vehicle-to-vehicle-communication between the leading vehicle and the following vehicle.

12. The method according to claim 1, wherein the electronic processing unit is a component of the following vehicle.

13. The method according to claim 1, wherein the benefit value is determined by integrating the difference on a time basis.

14. The method according to claim 1, wherein the benefit value is transferred from the electronic processing unit to a further processing unit for determining, on the basis of the benefit value, a reward for the beneficial effect of the platoon.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:

[0031] FIG. 1 a schematic side view of a platoon;

[0032] FIG. 2 a schematic side view of a further platoon; and

[0033] FIG. 3 part of a schematic side view of a vehicle of the respective platoon.

DETAILED DESCRIPTION

[0034] In the figures the same elements or elements having the same functions are indicated by the same reference signs.

[0035] FIG. 1 shows in a schematic side view a platoon 10 comprising at least or exactly three vehicles 12, 14 and 16. In the platoon 10, the vehicle 12 is a leading vehicle so that, for example, no other vehicle of the platoon 10 is driving in front of the leading vehicle (vehicle 12). Moreover, the vehicle 14 is a first following vehicle which is following the leading vehicle directly so that no other vehicle of the platoon 10 is driving between the vehicles 12 and 14.

[0036] Furthermore, the vehicle 16 is a second following vehicle following the first following vehicle directly so that the first following vehicle is driving between the leading vehicle and the second following vehicle. As can be seen from FIG. 1, the respective vehicles 12, 14 and 16 are configured as commercial vehicles such as trucks. In the following, a method for determining a beneficial effect of the platoon 10 is described. The method is performed during a tour of the vehicles 12, 14 and 16, i.e. while the vehicles 12, 14 and 16 are driving in and forming the platoon 10. For example, the vehicles 14 and 16 are operated, in particular driven, automatically by respective electronic control units 18 and 20 of the vehicles 14 and 16 in such a way, that the vehicle 14 is following the vehicle 12 and the vehicle 16 is following the vehicle 14.

[0037] The vehicles 14 and 16 may be operated in such a way that a gap or distance between the vehicles 12 and 14 and a gap or distance between the vehicles 14 and 16 are kept particularly low. Furthermore, the vehicle 12 comprises an electronic control unit 22. For example, the electronic control unit 22 is also referred to as a first electronic control unit, wherein the electronic control unit 18 is also referred to as second electronic control unit. Moreover, the electronic control unit 20 is also referred to as third electronic control unit. Alternatively or additionally, the leading vehicle is operated automatically by means of the electronic control unit 22, in particular in such a way that the gap or distance between the vehicles 12 and 14 can be kept low.

[0038] As can be seen from FIG. 1, the leading vehicle, in particular the electronic control unit 22, is remotely and/or wirelessly connected with the vehicle 14, in particular with the electronic control unit 18, via a first direct vehicle-to-vehicle-communication 24 via which the vehicles 12 and 14 can communicate, i.e. share data and/or signals. Moreover, the vehicle 12, in particular the electronic control unit 22, is connected to the vehicle 16, in particular the electronic control unit 20, via a second direct vehicle-to-vehicle-communication 26 via which the vehicles 12 and 16, in particular the electronic control units 22 and 20, can share data and/or signals. For example, the leading vehicle communicates, via the communications 24 and 26, with all following vehicles of the platoon 10, wherein, preferably, the respective following vehicle only communicates with the leading vehicle.

[0039] For example, in the embodiment shown in FIG. 1, the respective electronic control unit 18, 20 and 22 is an electronic processing unit, wherein the respective electronic processing unit is a component of the respective vehicle 12, 14 and 16. Moreover, in the embodiment shown in FIG. 1, the electronic control unit 18 receives, via the communication 24, a first pressure signal provided by the vehicle 12, in particular by the electronic control unit 22. The first pressure signal is indicative of a first pressure acting on the vehicle 12 while driving in the platoon 10. The vehicle 12, in particular the electronic control unit 22, receives, via the communication 24, a second pressure signal being indicative of a second pressure acting on the vehicle 14 while driving in the platoon 10. Moreover, for example, the vehicle 16, in particular the electronic control unit 20, receives, via the communication 26, a third pressure signal being indicative of the first pressure. Moreover, for example, the vehicle 12, in particular the electronic control unit 22, receives a fourth pressure signal via the communication 26, the fourth pressure signal being indicative of a third pressure acting on the vehicle 16 while driving in the platoon 10. The first signal is provided by the vehicle 12, in particular by the electronic control unit 22. The second signal is provided by the vehicle 14, in particular by the electronic control unit 18. The third signal is provided by the vehicle 12, in particular by the electronic control unit 22, and the fourth signal is provided by the vehicle 16, in particular by the electronic control unit 20.

[0040] The first pressure, the second pressure and/or the third pressure can be a total pressure measured by a respective total pressure sensor 28, 30 and 32 of the respective vehicle 12, 14 and 16. For example, the respective total pressure sensor 28, 30 and 32 provides a respective first sensor signal which is received by the respective electronic control unit 22, 18 and 20. Thus, for example, the respective pressure signal is indicative of the respective measured total pressure. For example, the electronic control unit 22, 18 and 20 provides the respective pressure signal on the basis of the respective received first sensor signal.

[0041] In the embodiment shown in FIG. 1, the respective vehicle 12, 14 and 16 further comprises a respective static pressure sensor 34, 36 and 38 by means of which a respective static pressure acting on the respective vehicle 12, 14 and 16 is measured. This means that the respective total pressure sensor 28, 30 and 32 measures the respective total pressure acting on the respective vehicle 12, 14 and 16, and the respective static pressure sensor 34, 36 and 38 measures the respective static pressure acting on the respective vehicle 12, 14 and 16. The respective sensors 28 and 34, 30 and 36, 32 and 38 are separate components which are arranged at different locations which are spaced apart from each other.

[0042] The respective static pressure sensor 34, 36 and 38 provides a respective second sensor signal indicative of the respective measured static pressure. The respective electronic control unit 22, 18 and 20 receives the respective second sensor signal. For example, the electronic control unit 22, 18 and 20 provides the respective pressure signal on the basis of the respective received second sensor signal.

[0043] Moreover, for example, the first pressure, the second pressure and/or the third pressure is a dynamic pressure. Therein, the respective dynamic pressure is determined by means of the respective electronic control unit 22, 18 and 20 on the basis of a difference between the respective measured total pressure and the respective measured static pressure. This means the electronic control unit 22 determines the dynamic pressure acting on the vehicle 12 by determining a difference between the total pressure measured by the sensor 28 and the static pressure measured by the sensor 34. Therein, the electronic control unit 22 determines the difference between the total and static pressures acting on the vehicle 12 on the basis of the sensor signals provided by the sensors 28 and 34.

[0044] Moreover, the dynamic pressure acting on the vehicle 14 is determined by means of the electronic control unit 18 on the basis of a difference between the total pressure measured by the sensor 30 and the static pressure measured by the sensor 36. Thus, the difference between the total pressure measured by the pressure sensor 30 and the statistic pressure measured by the sensor 36 is determined by the electronic control unit 18 on the basis of the sensor signals provided by the sensors 30 and 36.

[0045] Moreover, the dynamic pressure acting on the vehicle 16 is determined by the electronic control unit 20 on the basis of a difference between the total pressure measured by the sensor 32 and the static pressure measured by the sensor 38. Therein, the difference between the total and static pressures acting on the vehicle 16 are determined by the electronic control unit 20 on the basis of the sensor signals provided by the sensors 32 and 38.

[0046] Since the vehicle 12, in particular the electronic control unit 22, determines the first pressure, i.e. the first dynamic pressure acting on the vehicle 12, since the vehicle 12, in particular the electronic control unit 22, receives the second signal being indicative of the second pressure, i.e. the second dynamic pressure acting on the vehicle 12, and since the vehicle 12, in particular the electronic control unit 22, receives the fourth signal being indicative of the third pressure, i.e. the third dynamic pressure acting on the vehicle 16, the electronic control unit 22 determines a difference between the first and second pressures and a difference between the first and third pressures. On the basis of the difference between the first and second pressures the electronic control unit 22 determines at least one first benefit value, and on the basis of the difference between the first and third pressures the electronic control unit 22 determines at least one second benefit value.

[0047] Since the electronic control unit 18 determines the second pressure, i.e. the second dynamic pressure acting on the vehicle 14, and since the electronic control unit 18 receives the first signal being indicative of the first pressure, i.e. the first dynamic pressure acting on the vehicle 12, the electronic control unit 18 determines the difference between the first and second pressures. Moreover, the electronic control unit 18 determines the first benefit value.

[0048] Furthermore, since the electronic control unit 20 receives the third signal being indicative of the first pressure, i.e. of the first dynamic pressure acting on the vehicle 12, and since the electronic control unit 20 determines the third pressure, i.e. the third dynamic pressure acting on the vehicle 16, the electronic control unit 20 determines the difference between the first and third pressures. Moreover, the electronic control unit 20 determines the second benefit value.

[0049] The first benefit value characterizes a first beneficial effect of the platoon 10 on the vehicle 14. The beneficial effect of the platoon 10 on the vehicle 14 is that the second pressure is lower than the first pressure since the vehicle 14 drives in the platoon 10 instead of alone. As can be seen from FIG. 1, the beneficial effect for the vehicle 14 is offered to the vehicle 14 by the leading vehicle.

[0050] The second benefit value characterizes a beneficial effect of the platoon 10 on the vehicle 16. The beneficial effect of the platoon 10 on the vehicle 16 is that the third pressure is lower than the first pressure since the vehicle 16 drives in the platoon 10 instead of alone. Thus, the beneficial effect of the platoon 10 on the vehicle 16 is offered to the vehicle 16 by the leading vehicle. Since the leading vehicle 12, i.e. the electronic control unit 22 determines both the first and second benefit values, the leading vehicle 12 determines the beneficial effects offered by the vehicle 12 to the vehicles 14 and 16. Since the vehicles 12, 14 and 16 share data, i.e. the signals on the basis of which the benefit values can be determined by the vehicles 12, 14 and 16, i.e. by the electronic control unit 18, 20 and 22, the determined benefit values can be compared and optionally corrected.

[0051] Preferably, the benefit values are provided by the at least one of the electronic control units 18, 20 and 22 such that the benefit values are transferred to a further processing unit 40 which is an additional and further component with respect to the vehicles 12, 14 and 16. The processing unit 40 receives the benefit values and determines, on the basis of the benefit values, a reward for the beneficial effects. Thus, for example, the vehicle 12 or its driver or its operator can be awarded for offering the beneficial effects to the following vehicles.

[0052] The respective total pressure sensor 28, 30 and 32 is, for example, arranged at a first side of the respective vehicle 12, 14 and 16, in particular in an area on a cooler grill-mask. Alternatively or additionally, the respective static pressure sensor 34, 36 and 38 is, for example, arranged on a backside of the respective vehicle 12, 14 and 16.

[0053] The respective electronic control unit 18, 20 and 22 can collect data in the form of the sensor signals provided by the respective sensors 28 and 34, 30 and 36 and 32 and 38. Data indicative of the respective determined pressures can be shared among the vehicles 12, 14 and 16 via the vehicle-to-vehicle-communications 24 and 26 so that the vehicles 12, 14 and 16 can each determine, in particular calculate, the benefit values.

[0054] The respective electronic control unit 18, 20 and 22 performs an integration over time by means of which the respective difference is integrated on a time basis thereby determining the respective benefit value. Thus, the benefit value characterizes the respective beneficial effect the respective following vehicle receives while driving in the platoon 10.

[0055] As can be seen from FIG. 3, the respective electronic control unit 18, 20 and 22 can comprise a communication module 42 by means of which the wireless communications 24 and 26 can be established. Moreover, the electronic control unit 18, 20 and 22 can comprise a platooning control module 44 by means of which the respective vehicle 12, 14 and 16 can be operated, in particular automatically, such that the vehicle 12, 14 and 16 is, in particular automatically, driven in the platoon 10. Moreover, the respective electronic control unit 18, 20 and 22 can comprise an acquisition module configured to acquire data relating to a state of the platoon 10, and/or to a current role of the respective vehicle 12, 14 and 16 in the platoon 10, and/or to a gap or distance between the respective vehicle 12, 14 and 16 and the respective vehicle driving in front of the respective vehicle 12, 14 and 16 and/or whether or not a vehicle is driving in front and/or behind the respective vehicle 12, 14 and 16.

[0056] Moreover, the respective total pressure sensor 28, 30 or 32 can be seen from FIG. 3. Moreover, FIG. 3 shows the respective static pressure sensor 34, 36 and 38. In FIG. 2 an arrow 46 illustrates that the first signal and, thus, the first pressure, in particular the first dynamic pressure, acting on the vehicle 12 is transferred from the vehicle 12, in particular from the electronic control unit 22, to the vehicle 14, in particular the electronic control unit 18 and received by the vehicle 14, in particular by the electronic control unit 18.

[0057] In this regard, an arrow 48 illustrates that the third signal and, thus, the first pressure acting on the vehicle 12 is transferred from the vehicle 12, in particular from the electronic control unit 22, to the vehicle 16, in particular to the electronic control unit 20, and received by the vehicle 16, in particular by the electronic control unit 20. If, for example, the first pressure is said total pressure acting on the vehicle 12, the first pressure is measured by the sensor 28 so that, for example, the first and third signals characterize the total pressure acting on the vehicle 12. However, in the embodiment shown in the figures, the first pressure is said first dynamic pressure acting on the vehicle 12 while driving in the platoon 10, wherein the first dynamic pressure is determined by means of the electronic control unit 22 on basis of the sensor signals provided by the sensors 28 and 34, i.e. on the basis of the measured total pressure and the measured static pressure. The respective electronic control unit 18 and 20 determine said difference between the first pressure and the second pressure or the first pressure and the third pressure respectively.

[0058] Moreover, in FIG. 2, an arrow 50 illustrates that the second signal, and, thus, the second pressure is transferred from the vehicle 14, in particular from the electronic control unit 18, to the vehicle 12, in particular the electronic control unit 22, and received by the vehicle 12, in particular by the electronic control unit 22. Moreover, an arrow 52 illustrates that the fourth signal and, thus, the third pressure are transferred from the vehicle 16, in particular from the electronic control unit 20, to the vehicle 12, in particular to the electronic control unit 22, and received by the vehicle 12, in particular by the electronic control unit 22.

[0059] Since the sensors 28 and 34 provide said sensor signals indicative of the measured pressures, and since the electronic control unit 22 receives the sensor signals provided by the sensors 28 and 34, the sensor signals provided by the sensors 28 and 34 are provided by the vehicle 12. Since said sensor signals are provided by the sensors 30 and 36 and since the sensor signals provided by the sensors 30 and 36 are received by the electronic control unit 18, the sensor signals provided by the sensors 30 and 36 are provided by the vehicle 14. Since said sensor signals are provided by the sensors 32 and 38, and since the electronic control unit 20 receives the sensor signals provided by the sensor 32 and 38, the sensor signals provided by the sensors 32 and 38 are provided by the vehicle 16.

[0060] If, for example, the second pressure and/or the third pressure is said respective total pressure, the second or third pressure is measured by the total pressure sensor 30 or 32 so that the second signal and the fourth signal characterize the respective total pressures. However, in the embodiment shown in the figures, the second pressure is said dynamic pressure acting on the vehicle 14 while driving the platoon 10, and the third pressure is said dynamic pressure acting on the vehicle 16 while driving in the platoon 10. The second dynamic pressure is determined by the electronic control unit 18 on the basis of a difference between the total and static pressures measured by the sensors 30 and 36 and acting on the vehicle 14 so that the second signal characterizes the determined second dynamic pressure.

[0061] The third pressure is, in the embodiments shown in the figures, said third dynamic pressure acting on the vehicle 16 while driving in the platoon 10. The third dynamic pressure is determined by the electronic control unit 20 on the basis of a difference of the total and static pressures measured by the sensors 32 and 38. Thus, the fourth signal characterizes the determined third dynamic pressure determined by the electronic control unit 10.

[0062] As can be seen from the figures, the vehicles 12, 14 and 16 share data via the vehicle-to-vehicle-communication 24 and 26 so that each vehicle 12, 14 and 16 can determine the respective benefit value and, thus the respective beneficial effect offered and/or received. Thus, the respective vehicle or driver operator of the respective vehicle offering a beneficial effect while platooning can be rewarded.

[0063] While the best modes for carrying out the invention have been described in detail the true scope of the disclosure should not be so limited, since those familiar with the art to which this invention relates will recognize various alternative designs and embodiments for practicing the invention within the scope of the appended claims.