Method and device to maintain adjustment strategy for driving of vehicles

FIELD: transport.

SUBSTANCE: set of invention relates to road traffic safety. In compliance with this invention, set of acceleration magnitudes for target vehicle is defined proceeding from input values derived from determined distances between vehicle and target vehicle (moving ahead and behind of it). Accelerations are further processed to obtain data describing said target vehicle. Said data is transmitted for adjustment of vehicle driving.

EFFECT: higher safety thanks to better adaption to target vehicles.

21 cl, 9 dwg

 

The technical field to which the invention relates

The present invention in General relates to the field of vehicles and to the definition of the data that characterize the target vehicle. In particular, the invention relates to a method, device and computer program product for maintaining a management strategy for driving the vehicle, and motor vehicle containing such a device.

The level of technology

In the field of vehicles and, more specifically, in the field of transporting cars, there are many different governance mechanisms that facilitate the driving of the vehicle.

Examples are adaptive devices maintain speed and maintenance of overtaking, which indicate when to start the overtaking of vehicles ahead, and functions to reduce fuel consumption and prevent collisions.

What is common to many of these functions is that they not only depend on the vehicle being driven, but also depend on the vehicles that are in front of or behind such a vehicle, hereinafter, also referred to as target vehicles. Such vehicles can be big the impact of such control mechanisms. Therefore, in order to improve these functions may be relevant to determine various characteristics of the target vehicle. For example, it may be appropriate to classify the target vehicle using a certain type of vehicle or to define different types of target vehicles that require different choices in such governance mechanisms.

Classification could be performed manually, but in this case, the driver would have to introduce the classification information in this control mechanism. The action, therefore, would entail the driver his/her attention on this input data, thereby possibly causing the driver not being attentive to traffic that, in the worst case, would lead to traffic accidents. Therefore it is appropriate that such vehicle classification was automatic.

Other characteristics involve the processing of data.

There is therefore a need in the automatic determination of various characteristics of the target vehicle in order to improve the control mechanisms used while driving a motor vehicle.

In this area there are known methods of automatic classification of Celje is CSO of the vehicle. For example, in WO 03/006291, radar sensors, lidar sensors or image sensors are used to measure parameters related to the object ahead, such as the distance to the object, the vertical and horizontal extent of the reflective surface, the geometry and surface characteristics in the reflective surface. Such measured data are then used as the basis for selecting an object class. This description of the invention describes is performed through correlation characteristic classes of the object from the measurement data. In this context, each object class has a characteristic model. Mentioned examples of such models include cross-section of the backscattered radar to determine the motorcycle and the characteristic velocity for the determination of the building. Each object, therefore, associated with a class object through a correlation analysis of the measured data on the basis of characteristic models for object classes.

WO 2004/086301 describes how the camera is used to classify vehicles by self-learning systems that were trained offline by the approximate sequences.

There is therefore a need for simple, effective and automatic sposabella determine characteristics of the target vehicle, for example, the classification of the vehicle or other characteristics, such as constant aerodynamic resistance and maximum traction power.

Disclosure of invention

The present invention is to determine in a simple way, the characteristics of the target vehicle.

The present invention does this by basing the determination of such characteristics solely on the acceleration of the target vehicle and the corresponding parameters, such as speed. Based on this, it is necessary to measure only one variable of the target vehicle, namely, the distance between the target vehicle and the vehicle on which these characteristics are necessary.

According to the first aspect of the present invention, this object is achieved by a method for maintaining a management strategy for driving the vehicle, comprising the steps:

determine the set of values of the acceleration of the target vehicle based on the input values, which take the form of or derived from a defined distance value for the distance between the vehicle and the target vehicle,

processing of the acceleration values to obtain data that characterize the target transport environments, the creation and transmission of such data, which characterize the target vehicle in a regulating device for regulating the driving of the vehicle,

indicators of the distribution for acceleration based on the acceleration values in multiple groups of values of acceleration, each of which contains the acceleration value, determined according to the respective values of the speed of the vehicle ahead within one of the at least two speed ranges, and

classification of vehicle types on the basis of indicators of the distribution, with the specified data, which characterize the target vehicle are classification data, which correspond to the classification.

According to the second aspect of the present invention, this task is also achieved by a device for maintaining a management strategy for driving a vehicle that contains:

unit definition acceleration is configured to determine the set of values of acceleration for the vehicle ahead based on the input values of the proximity sensor, the input values take the form of or derived from the distance values determined by the sensor for the distance between the vehicle and the vehicle ahead, and

the processing unit values of us who orenia, made with the possibility of processing the acceleration values to obtain data that characterize the target vehicle and the transfer of those data, which characterize the target vehicle, an adjustment device configured to control driving of the vehicle,

block determine the distribution made to determine the distribution for acceleration based on the acceleration values in multiple groups of values of acceleration, each of which contains the acceleration value, determined according to the respective values of the speed of the vehicle ahead within one of the at least two speed ranges, and

the block classification of vehicles is configured to classify types of vehicles on the basis of indicators of the distribution and transmission of data, which characterize the target vehicle in the form of classification data, which correspond to the classification.

According to a third aspect of the present invention also is achieved by a motor vehicle, containing a proximity sensor for determining the distance value between the vehicle and the target vehicle, and outputting the input values depending on the value the of the distance, an adjustment device configured to control driving of the vehicle, and a device for maintaining a management strategy for the movement of motor vehicles according to the second aspect.

According to a fourth aspect of the present invention, this task is achieved by a computer program product for maintaining a management strategy for driving the vehicle and containing a computer control program for prompting a computer when the computer control program loaded in the computer:

to determine the set of values of the acceleration of the target vehicle based on the input values, which take the form of or derived from a defined distance value for the distance between the vehicle and the target vehicle,

process acceleration values to obtain data that characterize the target vehicle,

to determine the distribution for acceleration based on the acceleration values in multiple groups of values of acceleration, each of which contains the acceleration value, determined according to the respective values of the speed of the vehicle ahead within one of the at least two speed ranges, and

to pass the criminal code of the related data, which characterize the target vehicle, the adjusting device for adjusting the driving of the vehicle.

The invention has several advantages. It provides a simple, efficient and automatic way to retrieve data that characterize the target vehicle. Moreover, this is done on the basis of the acceleration, which also means that it is necessary to measure only one variable with respect to the target vehicle, namely its length. The invention, moreover, is easy to implement, because it essentially uses blocks that are already present in the vehicle. The only necessary additional elements are the unit of velocity determination unit determining acceleration and the processing unit of acceleration values that are implemented in the software.

Brief description of drawings

The present invention is described in more detail below with reference to the accompanying drawings, on which:

Figure 1 is a schematic view of a vehicle moving on the road behind the vehicle in front of the target vehicle,

2 is a structural diagram of the overall device according to the invention for maintaining strategies reg is modelling for driving the vehicle,

Figure 3 is a block diagram of the sequence of operations of the General method according to the invention to support management strategies for driving the vehicle,

Figure 4 is a structural diagram of a device according to the first variant embodiment of the invention to support management strategies for driving the vehicle,

Figure 5 is a block diagram of a sequence of many steps of the method in the method according to the first variant embodiment of the invention to support management strategies for driving the vehicle,

6 represents two distributions for a group of accelerations that distinguish heavy from light vehicles

7 is a schematic view of a vehicle moving on the slope, and the forces that act on it,

Fig is a structural diagram of a device according to the second variant embodiment of the invention to support management strategies for driving the vehicle,

Fig.9 is a block diagram of a sequence of many steps of the method in the method according to the second variant embodiment of the invention to support management strategies for driving the vehicle, and

Figure 10 Ave is dstanley a schematic view of a computer software product in the form of a CD ROM disc, containing a computer control program for performing the method according to the present invention.

A detailed description of the preferred options

for carrying out the invention

The present invention aims to obtain data that characterize the vehicle ahead, the target vehicle in order to facilitate the regulation of driving a vehicle. Data that characterize the target vehicle, therefore, support the management strategy, according to which is regulated by the driving of the vehicle.

In today's motor vehicles, and more specifically, in many heavy motor vehicles, now there are many different means of providing for the driver in the regulation of the vehicle, for example, maintaining overtaking, adaptive maintenance speed control by avoiding collisions and fuel consumption.

To such adjustment functions worked well, it may be important to characterize the data concerning the vehicle in front of or behind the so-called target vehicle was turned so that could be offered or performed the correct measurement. The sequence of obtaining such data characterizing also due shall be automatic for so the driver was not required to obtain such data manually. The present invention is intended to obtain such a characteristic of the data is simple, effective and automatic way.

Figure 1 shows a motor vehicle 10. Motor vehicle 10 is preferably a truck, although it should be noted that the present invention is not limited to trucks, and can be used in all motor vehicles. The invention is not limited, and vehicles operated by the driver, as it can also be used in self-propelled vehicles. In figure 1, a motor vehicle 10 moves along the road 12. On the road also has a target vehicle 14 as the vehicle ahead, which, in this image, is another truck. Motor vehicle 10 is equipped with a distance sensor 16, which may include radar, laser locator, or laser. On the basis of the reflected signal at the signal emitted by the sensor 16, the distance d to the target vehicle 14 may be determined by the sensor 16. Some of these sensors can also calculate the value of the relative velocity.

Figure 2 shows the structural diagram of the overall device 18 according to the invention to support the Oia management strategy for driving the vehicle. This device is attached to the sensor 16, from which it accepts input values Δvrelative velocity defined for the target vehicle sensor 16. The device 18 is also attached to the illustrative adjustment device 28, which regulates one or more aspects of driving a vehicle. The adjusting device 28, for example, may be a device that performs adaptive maintaining speed provides for the maintenance of overtaking or protection from collisions, or controls fuel flow. The device 18 includes a block 20 determine the speed that accepts input values Δv. This unit 20 determine the speed takes a value ofvvthe speed of the device to determine the speed of the vehicle 10 (not shown). The values ofvvspeed, therefore, relate to the speed of the vehicle 10, which is a slave. Unit 20 determine the speed itself is attached to the block 22 definition of acceleration, in which he gives estimated values ofvtspeed to the target vehicle 14. Unit 22 the definition of acceleration is attached to the memory 24, in which it transmits acceleration values and, moreover, in some cases, the appropriate values ofvtspeed. The memory 24 is attached to the block 26 on which abode values of acceleration, attached to the adjusting device 28, in which he gives characterizing data CD.

The basic mode of operation of the device will be described in more detail below with reference to figure 3, which shows a block diagram of a sequence of many steps of the way, which run in a General way according to the present invention for maintaining a management strategy for driving the vehicle.

When the vehicle 10 moves along the road 12, it may be behind the vehicle in front of the target vehicle 14. When this happens, the sensor 16 detects the distance d for such a target vehicle 14. According to a variant of the present invention, the sensor 16 also calculates the relative velocity Δvbased on this defined distance d. This relative velocity Δvthen served as input values in the unit 20 determine the speed with adjustable periodic time intervals, the sampling intervals. Unit 20 determine the speed, therefore, takes these inputs, the input stage 30. With the same sampling intervals, the unit 20 determine the speed takes a value ofvvthe speed of the vehicle 10, the stage 32. Based on these two values, the block 20 races is the ETA speed, after that, determines or calculates the velocity ofvtfor the target vehicle 14 in each sampling interval, the stage 34. This speed isvtthen served in the block 22 to determine the acceleration. On the basis of a variety of different values ofvtspeed, block 22 defining acceleration then calculates the acceleration a, which corresponds to a speed ofvtand defined as the length of the stage 36. Block 22 defining acceleration subsequently stores each value of a is acceleration in the memory 24 together, where applicable, with the appropriate value ofvtspeed, step 38. The values of a and acceleration values ofvtspeed stored in the memory 24, is then processed in block 26 of the processing of the acceleration values to come to data CD, which characterize the target vehicle 14, the stage 40. After that, these characterizing data CD transmitted to the adjusting device 28, which independently regulates the function of driving a vehicle with the use of these data CD, step 44. The result is improved regulation of the vehicle for the reason that these characterizing data can be used in the regulatory process.

According to the first variant implementation of the present invention, the characterizing data CD data are CL is ssification vehicle. The target vehicle, therefore, classified according to this first variant implementation.

This classification can be performed in relation to the type of vehicle, e.g. truck, car, motorcycle, etc. It can also be in terms of weight, engine power and so on, of the vehicle ahead. For example, there can be significant differences between a fully loaded truck and an empty truck.

Figure 4 shows a structural diagram of the device 18 according to the first variant embodiment of the invention for maintaining a management strategy for driving the vehicle. As in figure 2, figure 4 shows the sensor 16, which passes the input values of Δvin the form of definitions relative velocity in unit 20 determine the speed, which, in this case, similarly takes on the valuesvvspeed. Unit 20 determine the speed again attached to the block 22 to determine the acceleration, which is connected to the memory 24. In this embodiment, the block 22 to determine the acceleration passes in the memory 24, the value of a1, a2and a3acceleration, which are divided into groups. The connection is here shown as three lines between the blocks 22 and 24. According to this first variant implementation of the block 26 processing value the acceleration contains the block 46 to determine the distribution and block 48 classification of vehicles. The memory 24 in the first embodiment, is attached to the block 46 to determine the distribution, the connection is depicted here in a similar way, in the form of three lines, and transmits the value of a1(j)a2(k) and a3(l) acceleration in different groups in the specified block 46. The block 46 to determine the distribution attached to the block 48 classification of vehicles, the connection is depicted here in a similar way, in the form of three lines, and transmits the values of var(a1), var(a2) and var(a3) distributions for different groups in the specified block 48. Block 48 classification of vehicles attached to the adjusting device 28, in which he conveys classification data CL. In this embodiment, the aforementioned characterizing data, therefore, contain classification data CL.

Part of the first variant implementation will hereinafter be described in more detail with reference to figure 5, which shows a block diagram of a sequence of many steps of the method performed in the method according to the first variant implementation to support management strategies for driving a vehicle.

The distance d is determined by the sensor 16 in the same manner as described in the description of the invention. On the basis of this distance d, relative velocity Δvand / min net and vvthe vehicle unit 20 determine the speed subsequently calculates the velocity ofvtthe target vehicle 14. This is followed by the definition of acceleration a of the block 22 to determine the acceleration. The acceleration value a and the value ofvtthe speed thus calculated for each input value Δvissued by the sensor 16. Block 22 defining acceleration then saves each acceleration value in the memory 24. Here, the acceleration value is stored in the group that is defined with respect to speed.

Groups are defined according to a variety of speed ranges, and which, at least two, and in the present example three. However, it should be noted that the possible higher resolution with a large number of ranges.

If then it is assumed that there are L groups speed ranges, each sample of n acceleration is stored under

a1(j)=a(n), om vt(n)>v1j=1, 2, 3, ..., m1(1)

a2(k)=a(n) om v1>vt(n)>v2k=1, 2, 3, ..., m2(2)

aL(l)=a(n) om vt(n)<vL-1l=1, 2, 3, ..., mL(3)

wherevt- the calculated speed of the target vehicle, and

Thus, there is L, each group contains a set of values of acceleration, Alizadeh from the appropriate speed range. In the above example, therefore, there were three groups and, according to the invention, the acceleration in the memory 24, so it is stored as values of a1acceleration in the first group of values of a2acceleration in the second group, and values of a3acceleration in the third group according to the value of the relevant target velocity vtstage 50.

The block 46 to determine the distribution then collects or takes acceleration values in each group of the memory 24, and calculates the score distribution for each group of values of acceleration. Measure of the distribution can be calculated in many different ways, such as the variance, standard deviation or some other measure of the distribution. As an example, here is calculated variance. Thus, the block determine the distribution calculates the variance for each group, here, the variance VAR(a1), VAR(a2) and VAR(a3), step 52.

For a group of sample a=a1, a2, ..., aNacceleration variance, thus, can be calculated according to

where E(ai) is the expected value for the acceleration ai, i.e. the mean value, and P(ai) is the probability that the acceleration will be exactly ai. Calculation of the exact value of the variance of a set of values entails the knowledge of the distribution and the value of the probability of the General population, of which gain values. The variance can be estimated when there are many values. Measure of dispersion is

According to a variant of the present invention, the expected value is assumed zero, and then the second term in the above expression falls.

You can also estimate the expected value according to

In the way described above, many dispersions, thus, can be calculated for each group. The variance VAR(a1), VAR(a2) and VAR(a3then go from block 46 to determine the distribution in block 48 classification of vehicle.

Block 48 classification of vehicles subsequently compares each such dispersion with at least one corresponding threshold value, step 54. In the present example there is only one such threshold value, variance above it indicates a light vehicle, and the dispersion below it indicates a heavy vehicle. However, it should be noted that there can be many such thresholds. Then the block 48 classification of vehicles combines the results of the respective comparisons, step 56, and specifies the class of the vehicle on the basis of their stage 58. Classification data CL, the corresponding class is eficacia, then served in the adjusting device 28, which regulates the function of driving a vehicle with the use of these data specify the class of the vehicle.

When dispersions are combined, they can quite easily be compared, and if the majority of them represent a certain type of vehicle, indicated this vehicle. It is also possible that, in this context, different weights were applied to different dispersions.

Dispersion, corresponding to the highest speed range, for example, may have greater weight than the second, and the variance corresponding to the lowest speed range, may have a lower weight. It is also possible that the group that contains more values, had more weight than the group that contains fewer values.

Figure 6 shows two distributions for different vehicles in the third group a3accelerations, illustrating how heavy the vehicle may differ from light vehicles. The left graph shows the distribution for heavy vehicles such as truck, and the right graph shows the distribution for a light vehicle such as a passenger car. As you can see, it is possible to distinguish between these distributions corresponding threshold value is m, under which the variance is above the threshold value indicates a lighter vehicle, and the variance is below the threshold - the heavier the vehicle.

As for the instructions, it is also possible that the probability of correct guidance was reflected in the indicators, depending on how many groups seem correct, and weighing groups.

Thus, the adjusting device may receive classification data that classifies the vehicle, and the regulation can therefore be more effective. Moreover, according to the first variant implementation of the invention does not require the use of estimates of the geometry of the vehicle ahead, and therefore it requires little computing power. Classification of the vehicle, this results in a simple, efficient and automatic way. Classification gives a good indication of the characteristics of the target vehicle, and the behavior of its driver.

As mentioned above, the classification data may specify the type of vehicle, such as truck, car, motorcycle, etc. in Addition, the same may be possible in terms of weight, engine power and so on, of the vehicle ahead. For example, there can be significant differences between what the fully loaded truck and an empty truck.

According to the invention other characterizing data can also be determined for the target vehicle. According to the second variant of implementation of the present invention are determined by characterizing data, such as constant aerodynamic drag, and the data corresponding maximal pulling power with respect to the target vehicle. Constant aerodynamic resistance is dependent on the aerodynamic resistance in relation to the weight of the target vehicle, and the data corresponding to the maximum tractive power, represent the maximum tractive power in relation to the weight of the target vehicle.

Vehicle moving on the road, exposed to many different forces. 7 schematically shows the target vehicle 14 which is moved by the lifting angle α. This vehicle 14 is subjected to a driving force Fwwheels, the resistance of the Fairair, gravity in the direction of the road, Fgravand the resistance of the Frollrolling.

As can be seen in Fig.7, the force Fgravof gravity in the direction of the road is a component of the gravitational force mg.

The acceleration of the vehicle, in this case, can be described by the equation

a=Fw/m-Froll/m-Fair(v)/m-Fgrav/m (8)

where m is the weight of the vehicle.

Here the gravitational force in the direction of the road, Fgravalso can be achieved through

Fgrav=mg sin(α). (9)

On the background of this information, the next will be described a second variant implementation of the present invention.

On Fig shows a block diagram of the device 18 according to the second variant embodiment of the invention for maintaining a management strategy for driving the vehicle. As in figure 2, in Fig. 8 shows the sensor 16, which passes the input values of Δvin the form of definitions relative velocity in unit 20 determine the speed, which is similarly takes on the valuesvvspeed. Unit 20 determine the speed again attached to the block 22 to determine the acceleration, which is connected to the memory 24. In this embodiment, the block 22 to determine the acceleration passes in the memory 24 a value of acceleration and the corresponding values ofvtspeed. According to the second variant implementation of the block 26 processing acceleration values contains the block 62 determining the slope attached to the block 22 to determine the acceleration. Block 62 determining the slope also attached to the block 60 for determining the angle of inclination of the vehicle. This unit of angle in the womb can determine the angle of a slope, which moves the vehicle. To do this, he can use the accelerometer, topographic data, map data, etc. to obtain values for the angle of the slope. It is also possible that the sensors indicating the angle of the slope can be located close to the road. The sensors, in this case, could be read by the radar, microwaves or some other reading technology, such as RFID (radio frequency identification). Data angle with each such sensor, located near the road, could conceivably be made in block 62 determining the slope. It is also possible that the angle of inclination was determined without direct measurement, for example, it could be determined on the basis of pulling power and the resistance to movement of the respective vehicle.

Block 26 processing acceleration values also contains the block 66 defining constant aerodynamic drag and the block 64 to determine the tractive power, which is attached to the memory 24. Block 66 defining constant aerodynamic drag is also attached to the block 64 to determine the tractive power. Block 66 defining constant aerodynamic drag and the block 64 to determine the tractive power may preferably take the form of Kalman filtering and, in this case, the so-called "more is different" Kalman filtering. Unit 62 for determining the angle of tilt controls block 66 defining constant aerodynamic drag and the block 64 to determine the traction power control are represented by arrows of dotted lines. Block 66 defining constant aerodynamic drag passes in the adjusting device 28 and the block 64 to determine the traction power constant C aerodynamic drag, and the block 64 to determine the traction power passes through the adjusting device 28 data FM/m corresponding to a maximum tractive power of the target vehicle. In this embodiment, the aforementioned characterizing data, therefore, contain a constant C aerodynamic drag and the data FM/m corresponding to a maximum tractive power of the target vehicle.

Part of the second variant of implementation will be described in more detail below with reference to Fig.9, which shows the block diagram of the sequence of multiple steps of the method performed in the method according to the second variant embodiment of the invention for maintaining a management strategy for driving the vehicle.

The distance d is determined by the sensor 16 in the same manner as described in the description of the invention. On the basis of this distance d relative MSE of the spine Δ vand speedvfthe vehicle unit 20 determine the speed subsequently calculates the velocity ofvtthe target vehicle 14. This is followed by the definition of acceleration a of the block 22 to determine the acceleration. The acceleration value a and the value ofvtthe speed thus calculated for each of the input values generated by the sensor 16. The values of a,vtacceleration and speed are then stored in memory 24, step 68. It runs continuously. Block 62 determining the slope also accepts values of acceleration and speed. This unit 62 first determines whether the target vehicle 14 on the descent, which has a sufficient angle. Such determination may occur by determining values of acceleration, taken at the maximum speed of the target vehicle, for example, a maximum speed of 90 km/hour, a Truck moving at this speed, will increase its speed to some extent, when he reaches the descent. Thus, it will be somewhat faster. Therefore, if the analysis of the acceleration shows a short speed boost at maximum speed, step 70, the block 62 determining the slope will be assumed that the target vehicle 14 is possible descent. If the acceleration is not demo is helpful increase speed to maximum speed step 70, the method continues to step 78 to determine whether the target vehicle 14 is on the rise. If it was possible descent, the values of velocity and acceleration obtained for the target vehicle and stored in the memory 24, therefore, are specified as values that can be attributed to a possible descent. When the vehicle 10 itself reaches the position where it was mentioned the possible bias, the block 62 determining the slope determines the angle of the slope, step 72. This can be done through the inclusion of relevant data from the sensor 60. Then it is determined whether the angle of the slope, as it usually is, if the angle is greater than 1-2%. If this angle is not sufficient, step 74, the method continues to capture values of acceleration and speed, step 68. On the contrary, if the angle was sufficient, step 74, therefore, indicates that the target vehicle was on the descent, and the block 62 determining the slope will prescribe block 66 defining constant aerodynamic resistance to determine the constant aerodynamic drag based on the values in the memory 24, which are indicated as values that can be assigned to this descent. The definition of this constant C is performed at step 76.

On the descent with a sufficient angle to target the second vehicle 14 will not be accelerated to some extent, and just to roll. The result is the acceleration due to gravity, which is greater than the rolling resistance and aerodynamic drag. This means that the driving force Fwwheels in equation (8)above, will be zero. Moreover, a member of the Fair(v)/m there is a quadratic dependence on velocity and, thus, can be written as C · v2.

This means that on the descent, you can simplify equation (8), as modified equation (9), to

a=-Froll/m 2 C · v2+g · sin(α). (10)

Here, Froll/m is essentially constant and very small, which allows to calculate C, which is constant aerodynamic resistance for a particular target vehicle and is dependent on the weight of the latter.

Thus, the constant C is the aerodynamic resistance can be calculated when the target vehicle 14 moves downhill. This value can be transmitted to the block 66 defining constant aerodynamic resistance adjusting device 28 and the block 64 definitions of pulling power.

If the acceleration at the maximum speed was not greater than zero, step 70, the block 62 determining the slope determines whether the target vehicle 14 is on the rise, which is obvious in the initial tilt angle. Indicating a possible recovery can be obtained by determining the values of acceleration, taken at the maximum speed of the target vehicle, for example, here again a maximum speed of 90 km/hour, a Truck moving at this speed, it would reduce the speed to some extent, when he reaches the rise. Thus, it will be somewhat slow. Therefore, if the analysis of the acceleration shows a short decrease in speed at the maximum speed, step 78, the block 62 determining the slope will be assumed that the target vehicle is moving on a possible recovery. If the acceleration at the maximum speed was not negative, step 78, the method continues with the collection of values of a,vtacceleration and speed, step 68. On the contrary, if it was possible to climb, step 78, the values of velocity and acceleration, collected for the target vehicle and stored in the memory 24, therefore, will be specified as values that can be attributed to a possible recovery. When the vehicle 10 reaches the position where it was mentioned the possible ascent, block 62 determining the slope determines the angle of the slope, step 80. This can be done by collecting relevant data from the sensor 60. Block 62 determining the slope then determines whether sufficient angle NAC is it bias, as it usually happens if the angle is greater than 1%. If this angle is not sufficient, step 82, the method continues by collecting values of acceleration and speed, step 68. On the contrary, if the angle was sufficient, step 82, the block 62 determining the slope then instructs the block 64 to determine the tractive power to determine the maximum tractive power in relation to the weight of the target vehicle that runs on stage 84. Thereafter, the method returns to the conservation values of the acceleration and speed, step 68.

On the rise with a sufficient angle, the target vehicle will use its maximum tractive power. Because constant aerodynamic resistance in many cases is already defined, you can expect maximum tractive power in relation to the weight on the previously described equation (8), the modified equation (9)in which Fwnow will be set to the maximum tractive power FM. Equation (8)modified equation (9), in this case, is as follows:

a=FM/m-Froll/m-C · v2-g · sin(α). (11)

Here, Froll/m is essentially constant and very small. Since C is now known, so it is possible to calculate FM/m.

Thus, the maximum tractive power in relation to the weight of FM/m can be calculated in order to yatsa, when the target vehicle moves on the rise. This value can then be transmitted by the block 64 to determine the traction power adjusting device 28.

It is possible that, on the rise, no permanent model has not yet been determined. In this case, it is possible that this constant was estimated, and that the estimated constant after this was replaced by the calculated constant aerodynamic drag, when he was come down. The method of obtaining such estimates, when combined first and second variants of implementation, it is intended that the assessment was based on the classification of the vehicle that was executed.

Thus, the adjusting device receives the characteristic data about the target vehicle, which subsequently can be used in the adjustment function. In this context, a constant aerodynamic resistance can provide data that are useful to regulate for the reason that they can be used to determine which of the vehicle and the target vehicle is rolling faster downhill. Similarly, the maximum tractive power in relation to weight, can provide useful data about what kind of vehicles mo is it on the rise. This is, for example, can be used in the adaptive device maintain speed. Constant aerodynamic resistance can also be used to determine the distance, which should keep the vehicle from the target vehicle.

The memory 24 may take the form of a conventional memory such as a RAM (random access memory). The unit of velocity determination unit determining acceleration and the processing unit values of acceleration preferably take the form of one or more microprocessors, one or more program memory containing computer control programs that perform the method according to the invention. This can be done through the computer, but it should be noted that the above-mentioned blocks can also be implemented by a suitable combination of logic circuits. The various blocks hardware on the vehicle can also communicate with each other through a data bus, for example, so-called CAN-bus (controller area network). The above-mentioned control program can also be supplied in the form of a computer program product, which can be in the form of a portable memory device, such as a CD ROM drive. The disc 86 is schematically shown in figure 10. Control programs can also put the I in the form of a simple computer control programs, which can be installed on the server, and boot from it on the vehicle. When such control programs have been loaded into the computer or control unit on the vehicle, it was sold the device according to the invention.

The invention according to both versions of the implementation, thus, provides an adjustment device with the characteristic data for the target vehicle. This causes the adjusting means to function better. This also improves road safety for the reason that adaptation to the target vehicle can run better. An additional advantage of the invention is that reduced fuel consumption could be achieved by using automatic devices maintain speed, which is based on data from the distance because of the increased amount of information about the target vehicle can be used in conjunction with topographic data to control distance and minimize braking.

The present invention has a number of additional advantages. It provides a simple, efficient and automatic way to retrieve data that characterize the target vehicle. Moreover, this is done on the basis of the acceleration. This oznachaet is, what you need to measure only one variable in relation to the target vehicle, namely its length. In addition, the invention is easy to implement for the reason that it essentially uses blocks that are already present in the vehicle. The only necessary additional elements are the unit of velocity determination unit determining acceleration and the processing unit of acceleration values that are implemented in the software.

As indicated above, the invention can be modified in various ways. Two variants of the invention can be applied individually or in combination. The device according to the invention may contain one or both of the sensors described above, as well as the adjusting device. The proximity sensor described above as calculates the relative velocity. It is also possible that it could calculate the speed of the target vehicle based on the vehicle speed. Alternatively, it is also possible to block determine the speed was calculated relative velocity. It is also possible to provide a single unit of calculation, which calculates as acceleration and speed. Therefore, the present invention should be limited only by the claims below.

1. the manual for maintenance management strategy for driving the vehicle (10), comprising the steps are:
define (36) the set of values of (a; a1, a2and3) acceleration of the target vehicle (14) on the basis of the input values (Δv), which take the form of or derived from a defined distance values for the distance (d) between the vehicle and the target vehicle,
process(40; 52, 54, 56, 58; 70, 72, 74, 76, 78, 80, 82, 84) acceleration values to retrieve data (CD; CL; FM/m), which characterize the target vehicle, and
transmit (42) these data, which characterize the target vehicle, the adjusting device (28) to regulation (44) for driving the vehicle,
define (52) indicators (VAR(a1), VAR(a2), VAR(a3)) distribution for acceleration based on the acceleration values in multiple groups of values (a1and2and3) acceleration, with each group contains acceleration values, determined by the corresponding values of the speed of the vehicle ahead within one of the at least two speed ranges, and
classify (58) the types of vehicles on the basis of indicators of the distribution, with the specified data, which characterize the target vehicle are classified data (CL), which correspond to the Klah the operations intensification.

2. The method according to claim 1, in which each indicator distribution comparing (54) with at least one threshold value, and the type of vehicle classified by combining (56) results of the respective comparisons.

3. The method according to claim 1 or 2, in which the combination entails giving more weight to the measure of the distribution calculated for the higher speed range than calculated for the lower speed range.

4. The method according to claim 1, in which the combination entails giving more weight to the score distribution based on many values of acceleration than based on a smaller number of values of acceleration.

5. The method according to claim 1, further comprising a stage on which to calculate the probability that the classification is correct, on the basis of various indicators of the distribution.

6. The method according to claim 1, in which the phase in which the processed acceleration values, further includes the steps that define (70, 72, 74), is whether the target vehicle on the slope, and determine (76) constant (C) the aerodynamic resistance for the target vehicle based on the values of (a) acceleration, collected when the target vehicle is on a slope, with the data that characterize the target transport medium is in, contain a constant (C) aerodynamic resistance.

7. The method according to claim 6, in which the phase in which the processed acceleration values, further includes the steps that define (78, 80, 82), is whether the target vehicle on the rise, and define (84) data (FM/m)corresponding to the maximum tractive power of the target vehicle based on the acceleration values collected when the target vehicle is on the rise, with the data that characterize the target vehicle, contain data (FM/m)corresponding to the maximum traction power (FMthe target vehicle.

8. The method according to claim 7, in which the data definition (FM/m)corresponding to the maximum traction power (FMthe target vehicle, it is also based on a constant (C) aerodynamic resistance.

9. The method according to claim 6, in which the phase in which the processed acceleration values, additionally includes the stage where define (72, 80), the angle (α) of inclination of the slope and use slope angle by adjusting the values of acceleration, which is in relation to this draft.

10. The device (18) for maintaining a management strategy for driving the vehicle (10), containing:
block (22) of the definition of acceleration, ypolnennye determine a set of values (a; a1, a2and3) acceleration of the vehicle (14) ahead on the basis of the input values (Δv) from the sensor (16) distances, and the input values take the form of or derived from the distance values determined by the sensor for the distance (d) between the vehicle and the vehicle in front,
block (26) processing values of acceleration, made with the possibility of processing the acceleration values to retrieve data (CD; CL; FM/m), which characterize the target vehicle, and the transfer of those data, which characterize the target vehicle, the adjusting device (28), arranged to control driving of the vehicle,
block (46) determine the distribution made with the possibility to define indicators (VAR(a1), VAR(a2), VAR(a3)) distribution for acceleration based on the acceleration values in multiple groups of values (a1and2and3) acceleration, and each group contains acceleration values, determined by the corresponding values of the speed of the vehicle ahead within one of the at least two speed ranges, and
block (48) classification of vehicles made with the possibility of classification (48) vehicle types on the basis of dormancy is the result of the distribution and transmission of data, which characterize the target vehicle in the form of classification data (CL), which correspond to the classification.

11. The device (18) of claim 10, in which the block (48) classification of vehicles is configured to compare each indicator distribution with at least one threshold value and determine the class of the vehicle by combining the results of the respective comparisons.

12. The device (18) of claim 10 or 11, in which the combination entails giving more weight to the measure of the distribution calculated for the higher speed range than calculated for the lower speed range.

13. The device (18) of claim 10, in which the combination entails giving more weight to the score distribution based on many values of acceleration than based on a smaller number of values of acceleration.

14. The device (18) of claim 10, in which the vehicle classification is also made with the possibility of calculating the probability that the classification is correct, on the basis of various indicators of the distribution.

15. The device (18) of claim 10, in which the block (26) processing acceleration values contains:
block (62) determining the slope, configured to determine whether the target vehicle on the descent, and
b is OK (66) defining constant aerodynamic drag, configured to determine the constant (C) the aerodynamic resistance for the target vehicle based on the values of (a) acceleration, collected when the target vehicle is on a slope, and data that characterize the target vehicle containing a constant (C) aerodynamic resistance.

16. The device (18) according to § 15, in which the block (62) determining the slope is also configured to determine whether the target vehicle on the rise, and further comprises a block (64) of the definition of traction power, made with the ability to define data (FM/m)corresponding to the maximum traction power (FMthe target vehicle based on the acceleration values collected when the target vehicle is on the rise, and data that characterize the target vehicle containing the specified data (FM/m)corresponding to the maximum traction power (FMthe target vehicle.

17. The device (18) according to clause 16, in which determining the tractive power is also configured to determine the data (FM/m)corresponding to the maximum traction power (FMthe target vehicle, on the basis of a constant (C) aerody omicheskogo resistance.

18. The device (18) according to § 15, in which the block (62) determining the slope is also configured to determine the angle (α) of inclination of the slope for the use of the tilt angle by adjusting the values of acceleration, which is in relation to this draft.

19. The device (18) of claim 10, further containing a sensor (16) distance to determine the distance value between the vehicle and the target vehicle and issuance of input values, which are dependent on the distance values.

20. The device (18) of claim 10, further containing an adjusting device (28), arranged to control driving of the vehicle.

21. Motor vehicle (10), containing
the sensor (16) distance to determine the values (d) the distance between the vehicle (10) and the target vehicle (14) and the issuance of input values (Δv), which are dependent on the distance values, the adjusting device (28), arranged to control driving of the vehicle, and a device (18) for maintaining a management strategy for driving the vehicle according to any one of p-20.



 

Same patents:

FIELD: physics; control.

SUBSTANCE: invention relates to transport engineering and specifically to anti-collision systems for automobiles moving in a traffic stream. The method of ensuring active safety of transportation vehicles moving in a file involves availability of a system which has two antennae, two modulators, two power amplifiers, a mixer, a frequency converter, a detector, first and second speed detectors, range detector, a device for calculating dangerous distance, ground speed and approach speed, a continuous oscillation generator, an adder, circulator, Doppler filter and a comparator. The system has an antenna position control circuit, a first actuating circuit whose output is connected to a sound source, a second actuating circuit whose output is connected to a throttle valve, a third actuating circuit whose output is connected to the control unit of the antiskid system of the service handbrake system of the vehicle, a fourth actuating circuit whose output is connected to a light indicator.

EFFECT: more efficient control of speed of objects in a traffic stream.

1 dwg

FIELD: automotive industry.

SUBSTANCE: invention relates to automotive industry and can be used as an automatic braking system. Proposed braking system comprises monochromatic oscillation generator, power amplifier, directional radiator, radiation receiver, narrow-band amplifier, two shapers of rectangular pulses, two integrators, comparator, current amplifier and electromagnetic drives. Power amplifier is connected with generator, radiator and pulse shaper connected to integrator, the output of the latter being connected to comparator input. Narrow-band amplifier is connected with receiver and 2nd shaper of rectangular pulses, connected to 2nd integrator. Output of the latter is connected to the 2nd input of comparator. Comparator output is connected to current amplifier, the output of which is connected to electromagnetic drive linked up with the brake drive.

EFFECT: increased speed of brake system operation.

5 dwg

FIELD: transportation, safety arrangements.

SUBSTANCE: in suggested method impulse signals from wheels rotational velocity sensors are recorded and inputted to data processing unit. Values of physical variables defining vehicle condition and limit values of physical variables are determined in real time according to values of wheel rotational velocities. At the output of data processing unit, signal is generated which contains information about approximation of physical variables defining vehicle condition to limit values or about exceeding the limit values. Depending on physical variables values and limit values of physical variables defining vehicle condition, the signal with control action preventing vehicle contact with obstacle is generated. Suggested system contains wheels rotational velocity sensors. Data processing unit includes microprocessor being able to identify the operative conditions of wheels rotational velocity sensors, to determine in real time the values of physical variables defining vehicle condition and limit values of physical variables according to values of wheels rotational velocities, and to generate signal containing information about approaching of mentioned values of physical variables to limit values or exceeding limit values.

EFFECT: group of inventions allows preventing typical collisions.

6 cl, 3 dwg, 1 ex

FIELD: automotive industry.

SUBSTANCE: device comprises unit for measuring absolute velocity of a vehicle, differentiator, unit for computing safety distance between the vehicles, comparator, actuating members of the breaking system and system for engine control, locator, unit for determining steady deceleration of vehicle, unit for determining brake delay, memory, unit for determining correction to the safety distance, unit for measuring absolute velocity, and pressure gages in the drive for brakes and beginning of braking. The comparator sends a command to the unit for determining the rotation angle of controlled wheels that sends a signal to the electromagnetic valve of the control of actuating member of the steering.

EFFECT: expanded functional capabilities.

1 dwg

FIELD: methods of preventions of auto collisions by means of usage of optical radiation.

SUBSTANCE: optical radiations from automobiles, being at favorable and oncoming lines of traffic, are received simultaneously and transformed into electric signals. Then distances to transportation vehicles, being at favorable and oncoming traffic lines, are measured as well as approach speed and geometrical sizes of transportation vehicle in direction of movement. On base of received information, safety distance of motion is provided in relation to transportation vehicle being on favorable line of motion and decision on ability of overtaking is made. Device has two electro-optic converters, calculator with unit for measuring speed of approach speed with transportation vehicles and logic unit, as well as transportation vehicles' geometrical sizes input switch, which transportation vehicle moves in favorable direction, and four light indicators.

EFFECT: safety of overtaking maneuvers.

11 cl, 7 dwg

FIELD: physics, radio.

SUBSTANCE: invention can be used to prevent collision of helicopters with high-voltage power transmission lines (PTL). The method involves receiving electromagnetic oscillations reflected from power transmission line poles in the radio wave range using a radar direction finder mounted on the helicopter. The direction finder scans space in the direction of flight of the helicopter. Locating angles α1, α2 and range values D1, D2 to each of the two power transmission line poles are determined. The range values are then compared and if D1<D2, the range DPTL to cables of the PTL in the direction of the axis of the helicopter and the angle β of the position of the cables of the PTL relative the direction of the axis of the helicopter, respectively, are determined using the expression:

if D1>D2 the range DPTL in the direction of the axis of the helicopter and the angle β of the position of the cables of the PTL relative the direction of the axis of the helicopter, respectively, are determined using the expression:

if D1=D2, the range DPTL in the direction of the axis of helicopter is determined using the expression: DPTL=D2·cosα2. The decision to correct the direction of flight of the helicopter is made based on the range value.

EFFECT: high accuracy of determining distance to cables.

2 dwg

FIELD: physics, radio.

SUBSTANCE: invention relates to radar engineering and can be used to prevent collision of helicopters with high-voltage power transmission lines. The invention involves receiving electromagnetic oscillations reflected from a power transmission line pole in the radio wave range using a first and a second direction finder mounted on a helicopter and lying on the front at a distance B from each other. Each direction finder scans the space in the direction of flight of the helicopter, where the first direction finder scans anticlockwise and the second - clockwise. Locating angles of each of the two power transmission line poles is determined by each direction finder, where α1, α2 are locating angles of the first and second power transmission line poles determined by the first direction finder, and β1, β2 are locating angles of the first and second power transmission line poles relative the axis of the helicopter, determined by the second direction finder. Distance to cables of the power transmission line in the direction of the axis of the helicopter is determined using the expression , where B is distance between direction finders, µ is the angle between the power transmission line and the axis of the helicopter. The distance to the cables of the power transmission line on the direction of the axis of the helicopter is determined taking into account wind velocity using the expression: , where αdr is the angle of drift (the angle between the course surface and the path plane). The decision to correct the direction of flight of the helicopter is made based on the range value.

EFFECT: high reliability of preventing collision of a helicopter with power transmission lines.

2 dwg

FIELD: physics, radio.

SUBSTANCE: invention relates to radar engineering and can be used to prevent collision of helicopters with high-voltage power lines. The method involves receiving electromagnetic oscillations reflected from a power transmission line pole in the radio wave range using a direction finder mounted on a helicopter, where the centre of the scanning area coincides with the axis of the helicopter. The direction finder is used to scan space in the direction of flight of the helicopter. Locating angles α11, α21 of each of two power transmission line poles laying at a given distance from each other relative the axis of the helicopter are determined. Given distance is flown through without changing the course. Locating angles α12, α22 of each of two power transmission line poles are determined using the direction finder relative the axis of the helicopter. The distance to the wires of the power transmission lines in the direction of the axis of the helicopter is determined using the expression: where LH is the given distance, µ is the angle between the power transmission line and the axis of the helicopter. The decision to correct the direction of flight of the helicopter is made based on the range value.

EFFECT: high reliability of preventing collision of a helicopter with a high-voltage power transmission line.

2 dwg

FIELD: radio engineering.

SUBSTANCE: method consists in reception of electromagnetic oscillations reflected from supports of power transmission line in the range of radio waves by the first and second direction finders arranged in helicopter at distance B along front from each other. Each of direction finders scans space along helicopter flight, besides the first direction finder does scanning counterclockwise, and the second one - clockwise, observed bearings are identified for each of two supports of power transmission line by each direction finder, besides α1 and α2 -observed bearings are identified with the first direction finder of the first and second support of power transmission line, and β1 and β2 - observed bearings - by the second direction finder of the first and second support of power transmission line relative to construction line of helicopter, distance is determined to wires of power transmission lines along with direction of helicopter construction line with the help of according calculation formula, and based on distance value, decision is made on correction of helicopter flight direction adjustment.

EFFECT: increased accuracy of determining shortest permissible distance between helicopter and power transmission line.

2 dwg

FIELD: physics.

SUBSTANCE: device for preventing collision of a helicopter with high-voltage power lines has a nondirectional antenna, a receiver, four switches, two threshold units, three flip-flops, a tunable filter, an n-bit shift register, a k/n type detector, two AND circuits, a brightness indicator, two OR circuits, an audio indicator, a clock-pulse generator, a frequency divider, a one-bit counter, a logic unit, two delay units, a narrow-directional antenna, an information processing unit, an electric power line angular position indicator, a "turn away" instruction indicator and a unit for analysing the dynamics of execution of the "turn away" instruction by the pilot, connected in a certain way.

EFFECT: safer helicopter flying.

3 dwg

FIELD: radio engineering.

SUBSTANCE: radiolocator for light airplane comprises antenna 1 and control computer unit 2, at the same time antenna consists of the first 3 and second 4 phased array antennas, and every sublattice comprises N radiators 5, phase commuter 6, ferrite circulator 7, the first self-contained generator 8 and low-noise amplifier 9 (LNA), and control computing unit 2 includes summator 10, receiver 11, microcontroller 12, the second self-contained generator 12, indicator on liquid-crystal display 14 (LCI) and unit of warning alarm 15, unit of signals processing 16, indicator of alarm on forecasted time until completion of command "Reverse" 17, indicator of command "Reverse" 18.

EFFECT: increased information value.

2 cl, 2 dwg

FIELD: physics, navigation.

SUBSTANCE: invention relates to optical-location techniques and can be used to ensure helicopter flight and landing safety. The invention involves reception of information on direction and distance to obstacles in an all-round surveillance zone through emission of a set of optical transmitters in a flat 360° angle in the plane perpendicular the vertical axis of the helicopter, reception of the optical signal reflected by an obstacle located in the reception sector, processing the signal together with signals coming from modulators of the optical transmitters, determination of distance and sectors for receiving signals from the obstacle by comparing signals from optical receivers and modulators, generation of light and audio signals based on that information to notify the pilot in the direction and distance to the obstacle. Three distances to the obstacle are selected first. Approach of the helicopter to the obstacle is analysed while determining the flight time of the helicopter through two given distances to the obstacle. A forecast time interval before instructing the pilot to "turn away" relative the second given distance is generated. A "turn away" instruction is given when the helicopter flies through a third given distances. The current vertical landing speed value of the helicopter is compared with a given value. Information on the vertical landing speed of the helicopter and on its overshooting the given value is given out.

EFFECT: increased information content.

3 cl, 3 dwg

FIELD: radiolocation.

SUBSTANCE: invention relates to radiolocation and can be used to prevent helicopter collision with HF overhead power lines (OPL). Proposed device comprise omnidirectional aerial, receiver, four keys, two threshold units, three triggers, tunable filter, n-digit shift register, k/n detector, two AND circuits, bright indicator, two OR circuits, sound indicator, synch pulse generator, frequency divider, single-digit counter, logical unit, two delay units, spot aerial, data processing unit, OPL angular position indicator, "turn-away" command indicators, all aforesaid components being interconnected in a certain way. Proposed device incorporates also radio beams and logic unit installed on OPL towers.

EFFECT: ruling out collision of helicopter with OPL.

4 dwg

FIELD: transportation.

SUBSTANCE: directions to obstacle and distance to it are defined in field of view with flat angle of 360° with the help of device, which comprises "k" identical transceiver modules, which include optical receiver, inlet of which is connected to receiving non-scanning astigmatic optical system, which receives in sector with flat angle 360°/k and low vertical angle, transmitting system of each module comprises modulator with its modulation law, which, through control unit, generates signals "m" of optical pulse transmitters, every of which is connected to its transmitting non-scanning astigmatic optical system, which radiates in sector with flat angle 360/mk, sectors of transmitting and receiving optical systems inside and between modules are coupled and create a flat circular system of view with angle of 360°. Outlets of optical receivers of modules are connected to "k" inlets of information processing system, to which information is also supplied from "mxk" inlets of optical module transmitters control. Outlet of information processing system is connected to system of pilot warning, which, with the help of light and sound alarms, informs about availability, direction and distance to obstacle.

EFFECT: provision of circular view for system of helicopter pilot warning about availability of obstacles.

2 dwg

FIELD: physics, measuring.

SUBSTANCE: device concerns to location systems of maintenance of car safety during its motion. The offered device contains a gang of the identical integrated modules including not scanning, astigmatic, send-receive optical system which simultaneously shapes directional diagrammes pulsing anallactic and the continuous Doppler optical locators. The temporary selectors oozing corresponding intervals of a distance to a hindrance are connected to an exit pulsing anallactic optical locator of each module. The band-pass frequency filters oozing intervals of the relative velocities of rapprochement with a hindrance are connected to an exit of the continuous Doppler optical locator of the module. Outputs of temporary selectors and band-pass frequency filters of each module are connected to system of processing of the information in which the information on natural velocity of the car also arrives. Outputs of the information processing system are connected to the systems of the light and sound warning of the driver about presence, direction and distance to an obstacle, and also to the onboard computer driving in parameters of the car motion.

EFFECT: prevention of collision of the car with an obstacle using warning of the driver about an obstacle.

1 dwg

FIELD: agriculture.

SUBSTANCE: group of inventions is related to the field of working machines modes control, mainly agricultural working machines. In suggested technical solutions specified value of at least one specific parametre of working machines may vary, and this varied specified value creates the actual value of specific parametre. Specific operation mode is derived from variation of according specified value of multiple working machines. Working machines are equipped with at least one unit of input and indication for generation of date set. Due to generation of specific operational mode, possibility of adjustment for optimised parametres is created, and their optimality has been confirmed repeatedly, but not by a separate specific case of application.

EFFECT: invention provides for initial conditions for faster and more efficient optimisation of specific parametres of working machine.

23 cl, 4 dwg

FIELD: transport.

SUBSTANCE: performs automatic control of one or more vehicle functions, identifies vehicle location (x, y) and compares the vehicle location with one or more previously stored locations. Previously stored locations are those, in which, as it was found in previous case, the automatic control system performed control action beyond the predefined allowable limits. When a certain vehicle location corresponds to one of the previously stored locations, special previously stored control data shall be used to minimize the possibility of exceeding the specified predefined allowable limits during the control process. The system also evaluates the automatic control of one or more vehicle functions and stores locations (x, y), where in accordance with evaluation data the automatic control system performed an action, which was beyond the predefined allowable limits. The proposed system includes automatic control tool for one or more vehicle functions, vehicle locator (x-, y-coordinates), a tool for comparing the vehicle location with one or more previously stored locations and decision-making tool for evaluation of location comparison data .

EFFECT: optimised automatic control of one or more vehicle functions.

22 cl, 4 dwg

FIELD: mechanical engineering; excavators.

SUBSTANCE: proposed hydromechanical travel-motion drive of rubber tire-mounted excavator contains power plant, hydraulic drive consisting of pumps, hydraulic motors, travel-motion power hydraulic lines, drain hydraulic lines, servo control hydraulic lines, control units, hydraulic speed selector, hydraulic distributor with address travel spool which connects, in neutral position, travel-motion power hydraulic line with drain hydraulic line through restrictors, mechanical drive including gearbox with synchronizer, gearbox control mechanism with servodrive, propeller shafts, front and rear axles and wheels. Additional circuit is placed in servo control hydraulic line between hydraulic speed selector and servodrive of gearbox control mechanism consisting of two control two-position spools, servocontrol hydraulic lines logic OR hydraulic valve whose input taps are connected with travel-motion hydraulic lines, and output tap, with control space of first spool, connecting in first position, control space of second spool with drain hydraulic line, and in second position, hydraulic line of second speed of gearbox control mechanism servodrive. With second spool in first position, hydraulic lines of first and second speeds of hydraulic speed selector are connected with corresponding hydraulic lines of first and second speeds of gearbox control mechanism servodrive and is second position, hydraulic line of first speed of gearbox control mechanism servodrive is connected with drain hydraulic line, and hydraulic of second, with servo control pressure hydraulic line.

EFFECT: faultless changing over from second into first speed on the run.

2 dwg

FIELD: caterpillar and wheeled vehicles furnished with automatic movement controlling and adjusting system.

SUBSTANCE: system for adjusting continuity of switching transmissions of caterpillar and wheeled vehicles equipped with automatic movement controlling system has internal combustion engine, oil tank, oil pump, electric magnets, slide valves, first friction device, transmission, second friction device, commutation unit, microprocessor control unit, and controlled throttle. Throttle is located in pressure pipeline between oil tank and friction devices and is electrically connected with output of commutation unit whose input is connected to output of microprocessor control unit. Outputs of commutation unit are connected through electric magnets to inputs of slide valves, whose outputs are connected to inputs of friction devices. Adjustment system is further equipped with vehicle movement sensor connected to wheel drive, engine crankshaft rotational speed sensor, device designed for sensing oil pressure in transmission hydraulic control system and connected to inputs of friction devices, device designed for sensing oil temperature in hydraulic system and located in pressure pipeline. Outputs of said sensors are connected to respective inputs of microprocessor control unit.

EFFECT: provision for impact-free switching of transmissions and reduced dynamic loading of transmissions during switching thereof.

3 dwg

FIELD: transport engineering.

SUBSTANCE: invention relates to methods aimed at increasing active safety of vehicles. proposed device includes system interrupting delivery of fuel, two pickups installed on axle and detecting side acceleration of axle and axle turning acceleration, two series-connected integrators for processing signals of pickups and generating variable components of side displacement and angle of turning, correlator arranged on automobile body with two pickups detecting side acceleration of body and body turning acceleration, shaft link multiplier and integrator designed for determining impulse transient functions of objects basing on variable components, device for determining absolute deformation of soil with possibility of transmission of data to input of electronic device determining critical speed of automobile which determines critical speed of automobile using frequency stability criterion, mismatching device breaking connection between accelerator pedal position pickup and electronic injection control unit at speed of automobile equal to critical one, thus limiting speed of automobile at straight-ahead running.

EFFECT: reduced limitation of maximum speed of straight-ahead running as to heading stability with due account of changes in dynamic characteristics of automobile and characteristics of soil.

9 dwg

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