SE541256C2

SE541256C2 - Method and system for controlling a starting sequence of a vehicle

Info

Publication number: SE541256C2
Application number: SE1551607A
Authority: SE
Inventors: André Claesson; Magnus Ramstedt
Original assignee: Scania Cv Ab
Priority date: 2015-12-08
Filing date: 2015-12-08
Publication date: 2019-05-14
Also published as: DE102016014306A1; SE1551607A1

Abstract

The present invention relates to a method for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill. The method for controlling the starting sequence comprises the steps of: determining (S1) whether criteria for deactivating said brake means are fulfilled; and, if said criteria are fulfilled, deactivating (S2) said brake means. The step of determining (S1) whether criteria for deactivating said brake means are fulfilled comprises the step of determining the criteria whether there is a risk for collision; and if a risk for collision is determined, taking measures (S3) so as to reduce risk of collision.The present invention relates to a system for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill. The present invention also relates to a vehicle. The present invention also relates to a computer program and a computer program product.

Description

METHOD AND SYSTEM FOR CONTROLLING A STARTING SEQUENCE OF A VEHICLE TECHNICAL FIELD The invention relates to a method for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill according to the preamble of claim 1. The invention relates to a system or controlling a starting sequence of a vehicle. The invention also relates to a vehicle. The invention in addition relates to a computer program and a computer program product.

BACKGROUND ART Vehicles, for example passenger transport vehicles such as buses, are equipped with brake means for holding the vehicle in a standstill. The brake means can be any suitable brake means, such as a so called bus stop brake system, for holding the vehicle in a standstill and preventing the vehicle to move when having been brought to a standstill so that passengers may enter and leave the vehicle. In order to control the starting sequence certain criteria for allowing deactivation of the brake means need to be fulfilled, the criteria comprising that the doors need to have been closed.

There is however a need to further improve safety in connection to a starting sequence for such a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill.

OBJECTS OF THE INVENTION An object of the present invention is to provide a method for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill which improves safety in connection to the starting sequence.

Another object of the present invention is to provide a system for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill which improves safety in connection to the starting sequence.

SUMMARY OF THE INVENTION These and other objects, apparent from the following description, are achieved by a method, a system, a vehicle, a computer program and a computer program product, as set out in the appended independent claims. Preferred embodiments of the method and the system are defined in appended dependent claims.

Specifically an object of the invention is achieved by a method for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill. The method for controlling the starting sequence comprises the steps of: determining whether criteria for deactivating the brake means are fulfilled using means operably connected to an electronic control unit for determining whether criteria for deactivating said brake means are fulfilled; and, if said criteria are fulfilled, deactivating the brake means using means operably connected to the electronic control unit for deactivation of the brake means. The step of determining whether criteria for deactivating the brake means are fulfilled comprises the step of determining the criteria whether there is a risk for collision using means for determining whether there is a risk for collision, wherein said means comprises means for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence; and, if a risk for collision is determined, taking measures so as to reduce risk of collision using means for taking measures so as to reduce risk of collision comprising preventing deactivation of the brake means such that the brake means remains activated as long as there is a risk for collision by using means for preventing deactivation of the brake means operably connected to an electronic control unit, wherein in the step of determining the criteria whether there is a risk for collision, means for determining the angle of the steering wheel are used so as to determine the angle of the front wheels for the intended path of movement of the vehicle in the starting sequence and for determining whether the intended path of movement will be in colliding path with the obstacle. By thus determining criteria whether there is a risk for collision and taking measures such as warning the passenger and/or preventing deactivation of the brake means, safety in connection to the starting sequence is improved.

By taking measures comprises preventing deactivation of said brake means, safety is improved in that the vehicle is prevented from taking of as long as there is a risk for collision, thus avoiding collision. By determining the presence of obstacles such as vulnerable road users, other vehicles or the like, being in colliding path of the intended path of movement of the vehicle, an efficient way of determining the risk of collision is obtained, thus improving safety.

According to an embodiment of the method the step of taking measures comprises warning the operator of the vehicle of the risk of collision. Hereby safety is improved in that the operator of the vehicle is informed, by visual means such as on a display unit in the vehicle and/or by acoustic means such as an alarm and/or a voice message, and/or by tactile means such as vibrating the steering wheel, gas pedal or the like, about the risk of collision and may take proper measures to avoid collision.

According to an embodiment of the method detected obstacles comprises any of: vulnerable road users, other vehicles, and other objects.

According to an embodiment of the method the step of determining obstacles comprises the step of detecting obstacles by means of one or more detector units. Hereby an efficient way of determining obstacles is obtained. The detector units may be any suitable detector units such as one or more camera units, laser scanner units, radar units or the like.

According to an embodiment of the method the step of determining obstacles comprises the step of establishing contact with other vehicles within a vehicleto-vehicle communication arrangement and/or establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement. Hereby an efficient way of determining obstacles is obtained. By thus establishing contact with another vehicle within a vehicle-to-vehicle communication arrangement it is possible to detect a moving vehicle which will be in the intended path of movement of the vehicle in the starting sequence .

According to an embodiment of the method said brake means are automatically activated for keeping the vehicle in said standstill. Hereby operation of the vehicle is further improved for the operator of the vehicle.

Specifically an object of the invention is achieved by a system for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill. The system for controlling the starting sequence comprises means for determining whether criteria for deactivating the brake means are fulfilled; and means for deactivating the brake means if said criteria are fulfilled. The means for determining whether criteria for deactivating said brake means are fulfilled comprises means for determining the criteria whether there is a risk for collision; and means for taking measures so as to reduce risk of collision if a risk for collision is determined.

According to an embodiment of the system the means for taking measures comprises means for preventing deactivation of said brake means.

According to an embodiment of the system the means for taking measures comprises means for warning the operator of the vehicle of the risk of collision.

According to an embodiment of the system the means for determining the risk of collision comprises means for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence.

According to an embodiment of the system detected obstacles comprises any of: vulnerable road users, other vehicles, and other objects.

According to an embodiment of the system the means for determining obstacles comprises means for detecting obstacles by means of one or more detector units.

According to an embodiment of the system the means for determining obstacles comprises means for establishing contact with other vehicles within a vehicle-to-vehicle communication arrangement and/or establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement.

According to an embodiment of the system said brake means are automatically activated for keeping the vehicle in said standstill.

The system according to the invention has the advantages according to the corresponding method claims.

Specifically an object of the invention is achieved by a vehicle having a system according to the invention.

The vehicle is according to an embodiment a passenger transport vehicle such as a bus.

Specifically an object of the invention is achieved by a computer program for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill, said computer program comprising program code which, when run on an electronic control unit or another computer connected to the electronic control unit, causes the electronic control unit to perform the methods as set out herein.

Specifically an object of the invention is achieved by a computer program product comprising a digital storage medium storing the computer program.

BRIEF DESCRIPTION OF THE DRAWINGS For a better understanding of the present invention reference is made to the following detailed description when read in conjunction with the accompanying drawings, wherein like reference characters refer to like parts throughout the several views, and in which: Fig. 1 schematically illustrates a passenger transport vehicle in the form of a bus according to the present invention; Fig. 2 schematically illustrates the passenger transport vehicle in fig. 1 having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill, the starting sequence of the vehicle being configured to be controlled in accordance with the present invention; Fig. 3 schematically illustrates a system for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill according to an embodiment of the present invention; Fig. 4 schematically illustrates a block diagram of a method for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill according to an embodiment of the present invention; and Fig. 5 schematically illustrates a computer according to an embodiment of the present invention.

DETAILED DESCRIPTION Hereinafter the term “link” refers to a communication link which may be a physical connector, such as an optoelectronic communication wire, or a nonphysical connector such as a wireless connection, for example a radio or microwave link.

Fig. 1 schematically illustrates a passenger transport vehicle 1 in the form of a bus 1. The vehicle could be any vehicle configured to be brought to be held in a standstill by activating brake means for holding the vehicle in said standstill such as a truck or a car. The vehicle 1 comprises a system I controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle 1 in said standstill. The vehicle 1 comprises front wheels FW and rear wheels RW.

Fig. 2 schematically illustrates the vehicle in fig. 1 travelling along a road R and having been brought to be held in a standstill at a bus stop H by activating brake means for holding the vehicle in said standstill. The starting sequence of the vehicle 1 is configured to be controlled in accordance with the present invention.

The vehicle 1 is configured to be held in the standstill by activating brake means of the vehicle 1. The brake means is according to an embodiment automatically activated for keeping the vehicle in the standstill. The brake means is according to an embodiment manually activated by the operator of the vehicle. The thus activated brake means requires a deactivation in order for the vehicle 1 to move.

The scenario in fig. 2 involving the vehicle 1 in the shape of a bus having been brought to be held in a standstill at a bus stop H further involves a second vehicle 2 approaching the level of the bus stop H in the lane adjacent to the bus stop H. The vehicle 1 is intending to enter that lane when departing. The departure of the vehicle in this scenario thus involves an initial change of lateral position from the bus stop H to the lane of the road R. The second vehicle 2 approaching the level of the bus stop H is thus in colliding path of the intended path of movement of the vehicle 1 in the starting sequence. The second vehicle 2 thus constitutes an obstacle being in colliding path of the intended path of movement of the vehicle 1 in the starting sequence.

The scenario further involves a third vehicle 3 in the shape of a bus, the third vehicle 3 having been brought to a standstill immediately in front of the vehicle 1. The third vehicle 3 in front of the vehicle 1 is in colliding path of the intended path of movement of the vehicle 1 in the starting sequence. The third vehicle 3 thus constitutes an obstacle being in colliding path of the intended path of movement of the vehicle 1 in the starting sequence.

The scenario further involves a vulnerable road user 4, e.g. a person such as a child, being immediately in front of the vehicle 1. The vulnerable road user 4 in front of the vehicle 1 is thus in colliding path of the intended path of movement of the vehicle 1 in the starting sequence. The vulnerable road user 4 thus constitutes an obstacle being in colliding path of the intended path of movement of the vehicle 1 in the starting sequence.

The vehicle 1 comprises means for determining the criteria whether there is a risk for collision. The means for determining the criteria whether there is a risk for collision comprises means 112a for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence.

The means 112a for determining the presence of obstacles comprises means 112a-1 for detecting obstacles by means detector units D1, D2. The vehicle thus comprises detector units D1, D2 for detecting the presence of obstacles. The vehicle 1 comprises a front detector unit D1 and a rear detector unit D2. The detector units D1, D2 may be any suitable detector unit for detecting obstacles such as camera units.

The means 112a for determining the presence of obstacles comprises means 112a-2 for establishing contact with other vehicles within a vehicle-to-vehicle communication arrangement.

The vehicle 1 comprises means 112a-2 for establishing contact with the approaching second vehicle 2 via a wireless link L1 and means 140 for communicating with the approaching vehicle 2. The means 140 for communicating with the approaching vehicle 2 comprises means for receiving information about the approaching vehicle 2 comprising information about when the approaching vehicle 2 will be in colliding path of the intended path of movement of the vehicle 1 in the starting sequence. The means 140 for communicating with the approaching vehicle comprises according to a variant also means for communicating to the approaching vehicle 2 information about its intention to depart involving the initial change of lateral position, i.e. that the vehicle 1 will depart into the lane of the approaching vehicle 2. The vehicle 1 will thus receive information, e.g. on a display unit and/or superimposed on the wind screen and/or by sound alarm/ voice alarm about the approaching vehicle 2 being in colliding path of the intended path of movement of the vehicle 1 in the starting sequence. The approaching vehicle 2 comprises an electronic control unit 200. The electronic control unit 200 of the approaching vehicle comprises communication means for establishing a vehicle-to-vehicle communication arrangement.

The means 112a for determining the presence of obstacles comprises according to a variant means 112a-3 for establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement.

The vehicle 1 comprises means 112a-3 for establishing contact with the infra structure, here the infrastructure in connection to the bus stop H, via a wireless link L2. The vehicle 1 further comprises means 150 for communicating with the infrastructure, where the means 150 for communicating with the infrastructure comprises means for receiving information. The infrastructure comprises according to an embodiment means 300 for determining risk for collision for the vehicle 1 comprising an electronic control unit and e.g. detecting means, e.g. one or more camera units, for detecting obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence.

The means 112a-1 , 112a-2, 112a-3 for determining the criteria whether there is a risk for collision comprises according to a variant means for determining the angle of the steering wheel so as to determine the angle a of the front wheels for determining whether the vehicle 1 will be in colliding path of the intended path of movement of the vehicle in the starting sequence with a vehicle 3 ahead of the vehicle 1.

The means for determining the criteria whether there is a risk for collision comprises determining the risk for a rear portion, i.e. the overhang, of the vehicle body of the vehicle 1 colliding with an obstacle O due to the rear portion/overhang swinging over the platform of the bus stop H when the vehicle is turning in connection to the starting sequence. The risk thus depends on the steering angle and the location of the object O, the object being detectable e.g. by means of the rear detector unit D2. The means for determining the criteria whether there is a risk for collision comprises a vehicle model for calculating parts of the vehicle such as the overhang as a function of the intended path of movement, e.g. as a function of the steering wheel angle.

Fig. 3 schematically illustrates a system I for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill. The brake means comprises according to an embodiment a so called bus stop brake system which is arranged to prevent a passenger transport vehicle in the shape of a bus to move when having been brought to a standstill until the doors of the vehicle have been closed. The brake means may comprise any suitable brake members such as parking brake members of the vehicle, the service brake members of the vehicle or the like.

The system I for controlling a starting sequence of a vehicle comprises an electronic control unit 100. The electronic control unit 100 is arranged in the vehicle.

The system I is connectable to and/or comprises an electronic control unit 200 of an approaching vehicle, the electronic control unit 200 of the approaching vehicle being or comprising communication means for establishing a vehicleto-vehicle communication arrangement V2V with another vehicle and arranged to send information to that vehicle comprising information about the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence. The information may be displayed on a display unit and/or be presented in that vehicle in the form of an alarm or the like.

The system I is connectable to and/or comprises an electronic control unit 300 of the infrastructure, the electronic control unit 300 of the infrastructure being or comprising communication means for establishing a vehicle-toinfrastructure communication arrangement V2I with a vehicle and arranged to send information to that vehicle comprising information about the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence. The information may be displayed on a display unit and/or be presented in that vehicle in the form of an alarm or the like.

The system I for controlling a starting sequence of a vehicle comprises means 110 for determining whether criteria for deactivating the brake means are fulfilled.

The means 110 for determining whether criteria for deactivating said brake means are fulfilled comprises means 112 for determining the criteria whether there is a risk for collision. Thus, if it is determined that there is no risk for collision a criteria for deactivating the brake means is fulfilled.

The means 112 for determining the risk of collision comprises means 112a for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence.

Detected obstacles may comprise vulnerable road users such as pedestrians, bicyclists, baby carriages, animals such as dogs and cats or the like. Detected obstacles may further comprise other vehicles. Detected obstacles may also comprise other objects such as fixed objects, e.g. a post, a building or the like.

The means 112a for determining obstacles comprises means 112a-1 for detecting obstacles by means of one or more detector units. The detector units may be any suitable detector units such as one or more camera units, laser scanner units, radar units or the like. The detector units are arranged on the vehicle for detecting objects.

The means 112a for determining obstacles comprises means 112a-2 for establishing contact with other vehicles within a vehicle-to-vehicle communication arrangement V2V.

The system I comprises means 140 for communicating with an approaching vehicle within the vehicle to vehicle communication arrangement V2V. The means 140 for communicating with an approaching vehicle comprises means for receiving information about the approaching vehicle comprising information about when the approaching vehicle will be in colliding path of the intended path of movement of the vehicle in the starting sequence. The approaching vehicle comprises according to an embodiment the electronic control unit 200.

The means 112a for determining obstacles comprises means 112a-3 for establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement V2I.

The system I comprises means 150 for communicating with the infrastructure within the vehicle-to-infrastructure communication arrangement V2I comprising means for receiving information. The infrastructure comprises according to an embodiment the electronic control unit 300 for determining risk for collision for the vehicle comprising an electronic control unit and e.g. detecting means, e.g. one or more camera units, for detecting obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence.

The means 112 for determining the risk for collision comprises according to a variant means 112b for determining the angle of the steering wheel so as to determine the angle of the front wheels. Hereby is determined whether the vehicle will be in colliding path of the intended path of movement of the vehicle in the starting sequence with a vehicle ahead of the vehicle.

The means 112 for determining the risk for collision comprises according to a variant a vehicle model 112c configured to calculate parts of the vehicle such as rear overhang, projections, surfaces as a function of the intended path of movement of the vehicle in the starting sequence. The model of the parts of the vehicle may be a function of the steering wheel angle.

The means 110 for determining whether criteria for deactivating said brake means are fulfilled comprises means 114 for determining the criteria whether the doors of the vehicle are closed. If the doors are not closed the brake means will not be deactivated. Thus, an additional criteria to be fulfilled for allowing deactivation of the brake means is according to a variant the criteria that the doors are closed.

The means 110 for determining whether criteria for deactivating said brake means are fulfilled may in addition comprise any suitable means such as determining whether the gas pedal has been activated.

The system I for controlling a starting sequence of a vehicle comprises means 120 for taking measures so as to reduce risk of collision if a risk for collision is determined.

The means 120 for taking measures so as to reduce risk of collision if a risk for collision is determined comprises means 122 for preventing deactivation of the brake means. The means 122 for preventing deactivation of the brake means may comprise any suitable means for preventing deactivation. The deactivation of the brake means is according to an embodiment configured to be automatic, the means 122 for preventing deactivation of the brake means thus being configured to deactivate the automatic function for deactivation of the brake means such that the brake means remains activated as long as there is a risk for collision. The means 122 may according to an embodiment be comprised in the electronic control unit 100.

The means 120 for taking measures comprises means 124 for warning the operator of the vehicle of the risk of collision The means 124 for warning the operator of the vehicle of the risk of collision comprises visual means 124a for visually warning the operator of the vehicle on a display, by projection of a light source, said projection according to a variant being on the ground surface in connection to the vehicle. The visual means 124a for visually warning the operator comprises according to an embodiment one or more display units on e.g. the instrument panel, a headup-display on the windshield or the like, for displaying said presentation of information regarding fuel consumption.

The means 124 for warning the operator of the vehicle of the risk of collision comprises according to an embodiment sound means 124b for audible warning such as an alarm, a voice message or the like.

The means 124 for warning the operator of the vehicle of the risk of collision comprises according to an embodiment tactile means 124c such as vibrating/moving the seat of the operator, the steering wheel, the gas pedal, the brake pedal or the like so as to draw attention to the operator of the risk for collision. The tactile means may be a complementation to the visual means and/or the sound means in order to get the attention of the operator of the vehicle.

The system I for controlling a starting sequence of a vehicle comprises means 130 for deactivating the brake means if said criteria are fulfilled The electronic control unit 100 is operably connected to the means 110 for determining whether criteria for deactivating the brake means are fulfilled via a link 10. The electronic control unit 100 is via the link 10 arranged to receive a signal from the means 110 representing data for status of criteria for deactivating the brake means.

The electronic control unit 100 is operably connected to the means 112 for determining the criteria whether there is a risk for collision via a link 12. The electronic control unit 100 is via the link 12 arranged to receive a signal from the means 112 representing data for risk of collision.

The electronic control unit 100 is operably connected to the means 112a for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence via a link 12a. The electronic control unit 100 is via the link 12a arranged to receive a signal from the means 112a representing data for presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence.

The electronic control unit 100 is operably connected to the means 112a-1 for detecting obstacles by means of one or more detector units via a link 12a-1. The electronic control unit 100 is via the link 12a-1 arranged to receive a signal from the means 112a-1 representing detection data for detected obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence.

The electronic control unit 100 is operably connected to the means 112a-2 for establishing contact with other vehicles within a vehicle-to-vehicle communication arrangement via a link 12a-2. The electronic control unit 100 is via the link 12a-2 arranged to receive a signal from the means 112a-2 representing data for established contact with a vehicle within a vehicle-tovehicle arrangement.

The electronic control unit 100 is operably connected to the means 140 for communicating with another vehicle via a link 40. The electronic control unit 100 is via the link 40 arranged to receive a signal from the means 140 representing communication data for information about other vehicle being in colliding path of the intended path of movement of the vehicle in the starting sequence.

The electronic control unit 100 is operably connected to the means 112a-3 for establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement via a link 12a-3. The electronic control unit 100 is via the link 12a-3 arranged to receive a signal from the means 112a-3 representing data for established contact with a vehicle within a vehicle-tovehicle arrangement.

The electronic control unit 100 is operably connected to the means 150 for communicating with the infrastructure via a link 50. The electronic control unit 100 is via the link 50 arranged to receive a signal from the means 150 representing communication data for information about obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence.

The electronic control unit 200 is operably connected to the means 112a-2 for establishing contact with other vehicles within a vehicle-to-vehicle communication arrangement via a link 12a-2. The electronic control unit 100 is via the link 12a-2 arranged to receive a signal from the means 112a-2 representing data for established contact with a vehicle within a vehicle-tovehicle arrangement.

The electronic control unit 200 is operably connected to the means 140 for communicating with another vehicle, e.g. a vehicle being in colliding path of the path of the intended path of movement of the vehicle in the starting sequence, via a link 40. The electronic control unit 100 is via the link 40 arranged to receive a signal from the means 140 representing communication data for information about other vehicle being in colliding path of the intended path of movement of the vehicle in the starting sequence.

The electronic control unit 300 is operably connected to the means 112a-3 for establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement via a link 12a-3. The electronic control unit 100 is via the link 12a-3 arranged to receive a signal from the means 112a-3 representing data for established contact with a vehicle within a vehicle-tovehicle arrangement.

The electronic control unit 300 is operably connected to the means 150 for establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement via a link 50. The electronic control unit 100 is via the link 50 arranged to receive a signal from the means 150 representing communication data for information about obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence.

The electronic control unit 100 is operably connected to the means 112b for determining the angle of the steering wheel so as to determine the angle of the front wheels via a link 12b. The electronic control unit 100 is via the link 12b arranged to receive a signal from the means 112b representing data for steering wheel angle.

The electronic control unit 100 is operably connected to the vehicle model 112c via a link 12c. The electronic control unit 100 is via the link 12c arranged to receive a signal from the means 112c representing modelling data for parts of the vehicle such as rear overhang, projections, surfaces.

The electronic control unit 100 is operably connected to the means 114 for determining the criteria whether the doors of the vehicle are closed via a link 14. The electronic control unit 100 is via the link 14 arranged to receive a signal from the means 114 representing data for status of vehicle doors.

The electronic control unit 100 is operably connected to the means 120 for taking measures so as to reduce risk of collision if a risk for collision is determined via a link 20a. The electronic control unit 100 is via the link 20a arranged to send a signal to the means 120 representing data for determined risk for collision.

The electronic control unit 100 is operably connected to the means 120 for taking measures so as to reduce risk of collision if a risk for collision is determined via a link 20b. The electronic control unit 100 is via the link 20b arranged to receive a signal from the means 120 representing data for measures to be taken so as to reduce risk of collision.

The electronic control unit 100 is operably connected to the means 122 for preventing deactivation of said brake means via a link 22. The electronic control unit 100 is via the link 22 arranged to receive a signal from the means 122 representing data for preventing deactivation of said brake means.

The electronic control unit 100 is operably connected to the means 124 for warning the operator of the vehicle of the risk of collision via a link 24. The electronic control unit 100 is via the link 24 arranged to receive a signal from the means 122 representing data for warning the operator of the vehicle of the risk of collision comprising data for visually warning the operator, audibly warning the operator and/or by means of tactile means warning the operator of the vehicle.

The electronic control unit 100 is operably connected to the means 130 for deactivating the brake means if said criteria are fulfilled via a link 30a. The electronic control unit 100 is via the link 30a arranged to send a signal to the means 130 representing data for criteria for deactivating the brake means being fulfilled.

The electronic control unit 100 is operably connected to the means 130 for deactivating the brake means if said criteria are fulfilled via a link 30b. The electronic control unit 100 is via the link 30b arranged to receive a signal from the means 130 representing data for deactivating the brake means.

Fig. 4 schematically illustrates a block diagram of a method for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill according to an embodiment of the present invention.

According to the embodiment the method for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill comprises a step S1. In this step it is determined whether criteria for deactivating the brake means are fulfilled.

The step S1 of determining whether criteria for deactivating the brake means are fulfilled comprises the step of determining the criteria whether there is a risk for collision.

According to the embodiment the method for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill comprises a step S2. In this step the brake means is deactivated if the criteria for deactivating the brake means are fulfilled comprising the criteria that there is no risk for collision are fulfilled such that the vehicle may be brought to a movement in the starting sequence. Other criteria such as the doors of the vehicle being closed may need to be fulfilled.

According to the embodiment the method for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill comprises a step S3. In this step measures are taken so as to reduce risk of collision if it has been determined that there is a risk for collision.

According to an embodiment of the method the step of taking measures comprises preventing deactivation of said brake means.

According to an embodiment of the method the step of taking measures comprises warning the operator of the vehicle of the risk of collision.

According to an embodiment of the method the step of determining the risk of collision comprises the step of determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence.

According to an embodiment of the method the step of determining obstacles comprises the step of detecting obstacles by means of one or more detector units.

According to an embodiment of the method the step of determining obstacles comprises the step of establishing contact with other vehicles within a vehicleto-vehicle communication arrangement and/or establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement.

According to an embodiment of the method said brake means are automatically activated for keeping the vehicle in said standstill.

With reference to figure 5, a diagram of an apparatus 500 is shown. The control unit 100 described with reference to fig. 3 may according to an embodiment comprise apparatus 500. Apparatus 500 comprises a non-volatile memory 520, a data processing device 510 and a read/write memory 550. Non-volatile memory 520 has a first memory portion 530 wherein a computer program, such as an operating system, is stored for controlling the function of apparatus 500. Further, apparatus 500 comprises a bus controller, a serial communication port, l/O-means, an A/D-converter, a time date entry and transmission unit, an event counter and an interrupt controller (not shown). Non-volatile memory 520 also has a second memory portion 540.

A computer program P is provided comprising for controlling a starting sequence of a vehicle having been brought to be held in a standstill by activating brake means for holding the vehicle in said standstill according to the innovative method. The program P comprises routines for determining whether criteria for deactivating the brake means are fulfilled. The routines for determining whether criteria for deactivating the brake means are fulfilled comprise routines for determining the criteria whether there is a risk for collision. The program P comprises routines for taking measures so as to reduce risk of collision, if a risk for collision is determined. The program P comprises routines for deactivating the brake means if said criteria are fulfilled. The routines for taking measures so as to reduce risk of collision comprise routines for preventing deactivation of said brake means. The routines for taking measures so as to reduce risk of collision comprise routines for warning the operator of the vehicle of the risk of collision. The routines for determining the criteria whether there is a risk for collision comprises routines for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence. Detected obstacles comprise any of: vulnerable road users, other vehicles, and other objects. The routines for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence comprises routines for detecting obstacles by means of one or more detector units. The routines for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence comprises routines for establishing contact with other vehicles within a vehicleto-vehicle communication arrangement and/or establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement. The computer program P may be stored in an executable manner or in a compressed condition in a separate memory 560 and/or in read/write memory 550.

When it is stated that data processing device 510 performs a certain function it should be understood that data processing device 510 performs a certain part of the program which is stored in separate memory 560, or a certain part of the program which is stored in read/write memory 550.

Data processing device 510 may communicate with a data communications port 599 by means of a data bus 515. Non-volatile memory 520 is adapted for communication with data processing device 510 via a data bus 512. Separate memory 560 is adapted for communication with data processing device 510 via a data bus 511. Read/write memory 550 is adapted for communication with data processing device 510 via a data bus 514. To the data communications port 599 e.g. the links connected to the control units 100; 200; 300 may be connected.

When data is received on data port 599 it is temporarily stored in second memory portion 540. When the received input data has been temporarily stored, data processing device 510 is set up to perform execution of code in a manner described above. The signals received on data port 599 can be used by apparatus 500 for determining whether criteria for deactivating the brake means are fulfilled. The signals used for determining whether criteria for deactivating the brake means are fulfilled comprise signals used for determining the criteria whether there is a risk for collision. The signals received on data port 599 can be used by apparatus 500 for taking measures so as to reduce risk of collision, if a risk for collision is determined. The signals received on data port 599 can be used by apparatus 500 for deactivating the brake means if said criteria are fulfilled. The signals used for taking measures so as to reduce risk of collision comprise signals used for preventing deactivation of said brake means. The signals used for taking measures so as to reduce risk of collision comprise signals used for warning the operator of the vehicle of the risk of collision. The signals used for determining the criteria whether there is a risk for collision comprises signals used for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence. Detected obstacles comprise any of: vulnerable road users, other vehicles, and other objects. The signals used for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence comprises signals used for detecting obstacles by means of one or more detector units. The signals used for determining the presence of obstacles being in colliding path of the intended path of movement of the vehicle in the starting sequence comprises signals used for establishing contact with other vehicles within a vehicle-to-vehicle communication arrangement and/or establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement.

Parts of the methods described herein can be performed by apparatus 500 by means of data processing device 510 running the program stored in separate memory 560 or read/write memory 550. When apparatus 500 runs the program, parts of the methods described herein are executed.

The foregoing description of the preferred embodiments of the present invention has been provided for the purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Obviously, many modifications and variations will be apparent to practitioners skilled in the art. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, thereby enabling others skilled in the art to understand the invention for various embodiments and with the various modifications as are suited to the particular use contemplated.

Claims

1. A method for controlling a starting sequence of a vehicle (1) having been brought to be held in a standstill by automatically activated brake means for holding the vehicle (1) in said standstill, the method for controlling the starting sequence comprising the steps of: a. determining (S1) whether criteria for deactivating said brake means are fulfilled using means (110) operably connected to an electronic control unit (100) for determining whether criteria for deactivating said brake means are fulfilled; and, if said criteria are fulfilled, b. deactivating (S2) said brake means using means (130) operably connected to an electronic control unit (100) for deactivation of the brake means, wherein the step of determining (S1) whether criteria for deactivating said brake means are fulfilled comprises the step of determining the criteria whether there is a risk for collision using means (112) for determining whether there is a risk for collision, wherein said means for determining whether there is a risk for collision comprises means (112a-1) for determining the presence of obstacles (O, 2, 3, 4) being in colliding path of the intended path of movement of the vehicle (1) in the starting sequence; and if a risk for collision is determined, c. taking measures (S3) so as to reduce risk of collision using means (120) for taking measures so as to reduce risk of collision comprising preventing deactivation of the brake means such that the brake means remains activated as long as there is a risk for collision by using means (122) for preventing deactivation of the brake means operably connected to an electronic control unit (100) characterized in that in the step of determining the criteria whether there is a risk for collision, means (112b) for determining the angle of the steering wheel are used so as to determine the angle (a) of the front wheels for the intended path of movement of the vehicle (1) in the starting sequence and for determining whether the intended path of movement will be in colliding path with the obstacle (O, 2, 3, 4).

2. A method according to claim 1 , wherein the step of determining the criteria whether there is a risk for collision comprises determining the risk for a rear portion of the vehicle body of the vehicle (1) colliding with an obstacle (O) due to the rear portion/overhang swinging when the vehicle is turning in connection to the starting sequence by using a vehicle model (112c) to calculate parts of the vehicle comprising rear overhang, projections and surfaces as a function of the intended path of movement of the vehicle in the starting sequence.

3. A method according to claim 1 or 2, wherein the step of taking measures comprises warning the operator of the vehicle of the risk of collision by using means (124) for warning.

4. A method according to any of the above claims, wherein the step of determining obstacles comprises the step of detecting obstacles by means of one or more detector units (D1, D2) arranged on the vehicle (1) for detecting objects.

5. A method according to any of the above claims , wherein the step of determining obstacles comprises the step of establishing contact with other vehicles within a vehicle-to-vehicle communication arrangement and/or establishing contact with infrastructure within a vehicle-to-infrastructure communication arrangement by using means (112a-2, 112a-3) for establishing contact operably connected to the electronic control unit (100).

6. A system (I) for controlling a starting sequence of a vehicle (1) having been brought to be held in a standstill by a brake means for holding the vehicle (1) in said standstill, the system (I) for controlling of the starting sequence comprising means (110) for determining (S1) whether criteria for deactivating said brake means are fulfilled; and means (130) for deactivating said brake means if said criteria are fulfilled, the means (110) for determining whether criteria for deactivating said brake means are fulfilled comprises means (112) for determining the criteria whether there is a risk for collision, wherein the means (112) for determining the risk of collision comprises means (112a-1 ) for determining the presence of obstacles (O, 2, 3, 4) being in colliding path of the intended path of movement of the vehicle (1) in the starting sequence; and means (120) for taking measures so as to reduce risk of collision if a risk for collision is determined, wherein the means (120) for taking measures comprises means (122) for preventing deactivation of said brake means such that the brake means remains activated as long as there is a risk for collision characterized in that the means (112) for determining the risk of collision comprises means (112b) for determining the angle of the steering wheel so as to determine the angle (a) of the front wheels for determining the intended path of movement of the vehicle (1) in the starting sequence and for determining whether the intended path of movement will be in colliding path with the obstacle (O, 2, 3, 4).

7. A system according to claim 6, wherein the means (112) for determining the risk for collision comprises a vehicle model (112c) configured to calculate parts of the vehicle comprising rear overhang, projections and surfaces as a function of the intended path of movement of the vehicle in the starting sequence.

8. A system according to claim 6 or 7, wherein the means (120) for taking measures comprises means (124) for warning the operator of the vehicle of the risk of collision.

9. A system according to claim 6, wherein the means (112a) for determining obstacles comprises means (112a-1 ) for detecting obstacles by means of one or more detector units (D1 , D2) arranged on the vehicle (1).

10. A system according to any of claims 6-9, wherein the means (112a) for determining obstacles comprises means (112a-2) for establishing contact with other vehicles within a vehicle-to-vehicle communication arrangement and/or means (112a-3) for establishing contact with infrastructure within a vehicle-toinfrastructure communication arrangement.

11. A vehicle (1) comprising a system (I) according to any of claims 6-10.

12. A computer program (P) for controlling a starting sequence of a vehicle, said computer program (P) comprising program code which, when run on an electronic control unit (100) or another computer (500) connected to the electronic control unit (100), causes the electronic control unit to perform the steps according to claim 1-5.

13. A computer program product comprising a digital storage medium storing the computer program according to claim 12.