The present invention concerns a system and a method for regulating vehicles in accordance with the preamble to the independent claims, and in particular to a system and a method for transport management of vehicles.

Background of the invention

Many companies today have reduced or eliminated their warehouses in order to cut costs. Products that are warehoused tie up capital, as they have a value that does not accrue to the selling company until the customer purchases the product. One means of reducing the amount of such tied-up capital is to utilize Just-in-Time deliveries (JiT deliveries) of goods and materials. JiT delivery means that deliveries are accepted only precisely when they are needed, neither before nor after. This shifts the stock-keeping costs to the shippers, who must deliver goods and materials at a specific time. JiT deliveries require a highly developed distribution system that is in turn sensitive to disruptions. Many companies give the shippers time windows within which they must deliver their goods, while in many cases also imposing penalties if they arrive late. The time windows can be on the order of +/- 10 minutes. If the driver misses this appointment, the driver may have to wait until the next day before delivery can occur. This combined with a traffic environment that is difficult to predict means that many shippers must work with extensive time margins and then have to sit and wait before they can deliver their goods. The delivery is commonly on site for 3-5 hours before actual delivery can occur. This leads to a waste of time and resources in the transport system, and reduces income for the shipping company.

US 2005/0154626 describes a system that localizes, traces and calculates the arrival time of a vehicle at its destination in dependence upon a plurality of factors. An alarm is sent to the delivering party if it is estimated that the vehicle will not arrive in time. The driver can then be notified that the delivery is outside of its time window and/or the recipient can be notified that it will not be possible to make the delivery on time. US 6484078 describes a system for controlling unmanned vehicles in mines to improve their efficiency. The travel routes can be changed to a different worksite in order to avoid unnecessary waits. The vehicle velocities can be controlled in such a way that the work can begin with optimized waiting times.

US 2010/0169199 describes a method for shipping cargo with goods vehicles, in which the driver of the goods vehicle receives instructions as to where he is to pick up and unload his cargo, as well as information about the intermediate travel routes. For vehicles that have to keep a specific appointment for the pickup or delivery of goods, there is a need for an improved support system that can help the driver and the shipping company to get the vehicle to its destination on time in the most cost-effective manner possible. The objective problem is thus to provide a support system for vehicles that helps drivers and shipping companies plan the vehicle route so that the vehicle reaches the desired destination on time in a cost-effective manner.

Summary of the invention

The aforedescribed object is achieved by a system for regulating vehicles. The system comprises a planning unit that is adapted so as to: receive an ETA signal from a navigation unit indicating an estimated time of arrival (ETA) at a destination for a run for a vehicle, and to receive information regarding a desired arrival time (DTA) for said run. The planning unit is further adapted so as to determine a time difference t _D iFF between the estimated arrival time (ETA) and the desired arrival time (DTA), and to compare said difference toiFF against predetermined criteria, and to determine at least one control parameter that indicates how the vehicle is to be regulated based on the results of said comparison, and to generate a control signal in dependence thereon. This object is achieved according to another aspect by a method for regulating vehicles that comprises the stages of: receiving an estimated arrival time (ETA) at a destination for a run for a vehicle; receiving information about a desired arrival time (DTA) for said run; determining a time difference toiFF between the estimated arrival time (ETA) and the desired arrival time (DTA); comparing said difference tpiFF against predetermined criteria, and determining at least one control parameter that indicates how the vehicle is to be regulated based on the results of said comparison, whereupon the vehicle is regulated in dependence upon said control parameter.

Information from various systems is combined by means of the aforedescribed system and method, thereby making it possible to determine how the vehicle is to be regulated depending on how much DTA and ETA differ from one another. It is then possible, for example, to change the velocity or route of the vehicle so that it reaches the destination by the target time. In this way fuel can be saved by, for example, reducing the vehicle velocity in those cases where it is known that the vehicle will arrive early.

The invention also gives rise to an expanded information flow that provides the basis for an efficient transport flow, whereupon the shippers can trust that shipments will arrive on time and as cheaply as possible.

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

Brief description of the accompanying figures

The invention will be described below with reference to the accompany figures, wherein: Figure 1 shows a system for regulating vehicles according to one embodiment of the invention.

Figure 2 shows a system for regulating vehicles according to another embodiment of the invention.

Figure 3 illustrates a flow diagram for a method for regulating vehicles according to one embodiment of the invention.

Figure 4 illustrates a flow diagram for a method for regulating vehicles according to an additional embodiment of the invention.

Figure 5 shows velocities that the navigation unit takes into account in calculating an ETA according to one embodiment of the invention. Detailed description of preferred embodiments of the invention

Figure 1 shows a system for transport management of vehicles, which system will next be explained with reference to the figure. The system can be disposed in a vehicle and communicate, for example, via existing networks such as CAN, or the system can be wholly or partly disposed external to the vehicle, for example in a computer at the office of a shipping company. The system further comprises a planning unit that is adapted so as to receive an ETA signal from a navigation unit indicating an estimated arrival time (ETA) at a destination for a run for a vehicle. The navigation unit can, for example, be an existing navigation unit in a vehicle, which navigation unit is adapted so as to determine an estimated arrival time. The navigation unit is then preferably equipped with positioning equipment such as, for example, GPS (Global Positioning System), or has access to the position of the vehicle by some other means. The destination can, for example, be a location, a company, a delivery address, a pickup address, a ferry dock, etc. The planning unit is further adapted so as to receive a DTA signal that indicates a desired time of arrival (DTA) for said run. Information about the desired arrival time (DTA) can, for example, be entered by the driver or the shipping company into an input unit that is connected to the planning unit. Alternatively, a DTA signal indicating said information about the desired arrival time (DTA) can be sent from a second unit and received in the planning unit. The planning unit is further adapted so as to determine a time difference toiFF between the estimated arrival time (ETA) and the desired arrival time (DTA), and to compare said difference IDIFF against predetermined criteria, and to determine at least one control parameter that indicates how the vehicle is to be regulated based on the results of said comparison, and to generate a control signal in dependence thereon. According to one embodiment, the planning unit is further adapted so as to send the control signal to a vehicle unit in the vehicle, whereupon the vehicle is regulated in dependence upon said results. The planning unit can also be adapted so as to send the control signal to said navigation unit, as will be explained in detail below.

According to one embodiment, the control parameter can be displayed for the driver of the vehicle by means of a display in the vehicle, which display is adapted so as to receive said control signal, or by means of a terminal at the shipping company. The driver can then manually regulate the vehicle according to what the control parameter indicates, for example, by driving faster or slower. According to one embodiment, said control parameters also comprises the difference t _D iFF , which can then be displayed on the display for the driver or the shipping company. The driver and/or the shipping company can then determine how close the vehicle is to the target time for the destination.

When the vehicle has then begun its journey toward the first destination, regular comparisons are preferably made between the estimated arrival time (ETA) and the desired arrival time (DTA). According to this embodiment, the planning unit is adapted so as to continuously determine said difference t _D iFF, and to compare said difference toiFF against predetermined criteria, and to determine a control parameter that indicates how the vehicle is to be regulated based on the results of said comparison, and to generate a control signal in dependence thereon.

In order to perform said determinations, comparisons etc, the planning unit is preferably equipped with the necessary hardware, such as a CPU (Computer Programmable Unit) and associated memory.

Figure 2 shows the system according to another embodiment, and illustrates how the system can interwork with various existing units, or comprise said units. According to one embodiment, the system comprises a navigation unit adapted so as to determine an estimated arrival time (ETA). The navigation unit is adapted so as to receive a destination signal that indicates at least one destination for a run for a vehicle. The destination signal can, for example, be received from another unit inside or external to the vehicle that is managing the run. The navigation unit is further adapted so as to determine a route for the vehicle to reach said destination based on said destination and cartographic information, and to generate a route signal that indicates said route, and to determine an estimated arrival time (ETA) at said destination based on said route, and to generate an ETA signal that indicates the estimate arrival time. Said determined route can, for example, be displayed by means of a display for the driver in the vehicle, or by means of a terminal at a shipping company. A Figure 2 shows, the navigation unit according to one embodiment is adapted so as to receive information regarding the set velocity of the vehicle by means of a velocity signal from a vehicle unit in the vehicle. The navigation unit can then take the set velocity of the vehicle into account in calculating an estimated arrival time (ETA). The navigation unit can instead or also be adapted so as to receive information about speed limits along the planned route, and to take these speeds into account in determining an estimated arrival time (ETA). In this way the system can determine an ETA for vehicle without the vehicle exceeding any speed limits. According to an additional embodiment, the navigation unit is adapted so as to receive traffic information regarding the immediate surroundings of the vehicle and/or the upcoming surroundings of the vehicle, and to take this information into account in determining an ETA. Traffic information regarding the immediate surroundings of the vehicle can be obtained, for example, by means of a surroundings signal from the vehicle unit indicating same. The vehicle unit can in turn receive traffic information from, for example, radar, cameras etc in the vehicle that gather information regarding the surroundings of the vehicle, whereupon the vehicle unit is adapted so as to generate this information in the form of a surroundings signal. Traffic information regarding the upcoming surroundings of the vehicle can comprise historical information about the traffic conditions, which can be obtained via, for example, the Internet. Traffic information can also be obtained via radio channels, such as RDS-TCM, to which the driver listens and which report on local traffic conditions.

The set velocity of the vehicle refers to the velocity on the basis of which a cruise control in the vehicle regulates the vehicle velocity. Figure 5 illustrates, in a diagram, the set velocity of the vehicle and speed limits along various segments XI -X4 of the vehicle route. In a so-called "look-ahead" system, this provides a means of describing the upcoming road so as to be able to regulate the vehicle in response to upcoming characteristics of the road. For example, the look-ahead system uses cartographic information and traffic information to determine a predicted route. According to one embodiment the navigation unit is adapted so as to receive information from, for example a look-ahead system, which information comprises segments that indicate speed limits for each segment, and to use, at minimum, speed limits for the respective road segment and the vehicle velocity in determining an ETA. The navigation unit is then adapted so as to determine, at minimum, these velocities. Any temporary speed limits obtained via traffic information can also be included in the determinations. A vehicle is generally scheduled for a plurality of different runs. In order to manage this, the system according to one embodiment comprises a transport unit adapted so as to receive a destination and a desired arrival time (DTA) for a plurality of runs for a vehicle, and to sort these runs into a logical sequential driving order. The transport unit is further adapted so as to generate a destination signal that indicates the next upcoming destination in the logical sequential driving order, and to generate a DTA signal that indicates the next upcoming desired arrival time in the logical sequential driving order. In this way the system can manage a plurality of incoming runs and sort them into a logical sequential driving order consisting of destinations and times when the vehicle is to pick up or deliver goods. According to one embodiment, the transport unit comprises a transport

management system (TMS).

To be able to determine how the vehicle is to be regulated so as to arrive on time, i.e. at a desired arrival time (DTA), the criteria according to one embodiment comprise a range for toiFF within which it is considered that the vehicle will arrive at said destination on time. In the event that toiFF is determined to be within said range, no change is made in the predetermined route or the vehicle velocity. The navigation unit can, for example, suggest the predetermined route to the driver by means of a display in the vehicle, after which the driver can follow the route. According to one embodiment, the range is adjustable, and can be adjusted by, for example, a shipping company or driver. The range can also or instead relate to the distance to be driven for the run, and thus be modified in relation thereto. For example, the range can be greater if the distance to be driven for the run is relatively long, for example, several days of driving. The range according to one embodiment is 0-30 minutes, but it can be anything from 0 to +/- 24 hours. The criteria according to another embodiment comprise a range for toiFF within which it is considered that the vehicle will arrive at said destination too early. The criteria according to another embodiment comprise at least one range for t _D iFF within which it is considered that the vehicle will arrive at said destination too late. If toiFF is determined to be within either of these ranges, the planning unit according to one embodiment is adapted so as to determine a control parameter in the form of a new set velocity for the vehicle, whereupon said vehicle unit is adapted so as to regulate the vehicle velocity in accordance with the set velocity. If the vehicle is considered to be arriving too early, the set velocity can be reduced and the vehicle will then be driven more economically. If the vehicle is considered to be arriving too late, the set velocity can be increased and the vehicle will then be driven faster. The set velocity can be set via the vehicle cruise control, whereupon the vehicle velocity is regulated based on the set velocity. According to one embodiment, the planning unit is adapted so as to take into account speed limits along the vehicle route in determining a new set velocity, so that the set velocity does not exceed same.

According to another embodiment, the planning unit is adapted so as to determine a control parameter that provides criteria for a new route for the vehicle; and to determine a control signal that indicates said criteria and send same to the navigation unit, whereupon the navigation unit is adapted so as to determine a new route for the vehicle based on said criteria for a new route. This is subject to the condition that it is possible to drive an alternative new route. Once a new route has been determined, the navigation unit can then determine a new estimated arrival time (ETA) that the planning unit can take into account in the comparison to the desired arrival time. The criteria can comprise, for example, finding a faster route than the previous one in order to reach the destination within an acceptable range for the desired arrival range [sic], or to find a route that takes a longer time but is more economical. For example, the new route may be less hilly, so that less fuel is used, or it may be free of tolls. In this way the vehicle route can be planned, and the vehicle can be regulated so that it arrives at the destination on time and in the most economical manner.

According to set rules, the driver can only drive a certain number of hours per day, and must rest at regular intervals. This is normally managed by a tachograph in the vehicle, i.e. a digital tachograph (DTCO) that keeps track of how long the driver has been driving. For example, the driver can have a personal smart card that stores driving information, and the digital tachograph scans this information and keeps track of the driving time remaining before the driver must rest. According to one embodiment, the planning unit is adapted so as to receive a DTCO signal from, for example, a tachograph, which signal indicates the remaining driving time for the driver, and so as to take into account the remaining driving time for the driver in calculating said control parameter. If the planning unit has determined that the vehicle will arrive at the destination too early, the planning unit according to this embodiment will monitor whether there is sufficient driving time left to accommodate reducing the set velocity or determining a more economical route.

Then invention also concerns a method for transport management of vehicles, which method will be explained below with reference to the flow diagram in Figure 3. The method comprises the steps of: A) receiving an estimated arrival time (ETA) at a destination for a run for a vehicle; B) receiving information about a desired arrival time (DTA) for said run; C) determining a time difference toiFF between the estimated arrival time (ETA) and the desired arrival time (DTA); D) comparing said difference toiFF against said predetermined criteria, determining at least one control parameter that indicates how the vehicle is to be regulated based on the results of said comparison, and E) regulating the vehicle in dependence upon said control parameter. The method preferably comprises the continuous performance of steps A) to E) while the vehicle is en route. Examples of various criteria have been clarified in connection with the system, and those criteria are applicable to the method as well.

To determine an estimated arrival time (ETA) at a destination for a run, the method according to one embodiment comprises Al) receiving at least one destination for a run for a vehicle; A2) determining a route for the vehicle to reach said destination based on said destination and cartographic information; and A3) determining an estimated arrival time (ETA) at said destination based on said route. According to one embodiment of the method, consideration is also given to the set velocity of the vehicle and/or speed limits and/or traffic information when determining an estimated arrival time ETA. The manner in which this can be carried out has been explained in detail in connection with the system.

The vehicle will normally have a plurality of runs on the basis of which to plan its driving activities, and must then be able to receive destinations and desired arrival times (DTA) for a plurality of runs. By sorting these in a logical sequential driving order based on destination and desired arrival time, an efficient driving schedule can be produced.

According to this embodiment, the method comprises receiving, in step Al as described above, destinations for a plurality of runs for a vehicle, and comprises receiving, in step B as described above, desired arrival times (DTA) for said plurality of runs in said logical sequential driving order.

Figure 4 illustrates, in a flow diagram, the method according to one embodiment of the invention. In a first step Yl) a check is made to determine whether TDIFF is within a range within which it is considered that the vehicle will arrive at the set destination on time. If "YES" and the vehicle is within said range, no change in the present regulation of the vehicle will occur. If "NO" and the vehicle is outside said range, a check is performed in a step Y2) to determine whether the vehicle will reach the destination too early, which means that IDIFF is within a range in which it is considered that the vehicle will arrive at its next destination too early. If this is so, the method according to a further embodiment will, in step Y3), take into account the remaining driving time for the driver in determining said control parameter. If there is more driving time left, there will be leeway for the vehicle to arrive at the destination later. This can occur in various ways, which are exemplified in the flow diagram. According to one embodiment, the method comprises determining a lower set velocity for the vehicle. According to another embodiment, the method comprises determining a control parameter that provides criteria for a new route for the vehicle, and determining a new route for the vehicle based on said criteria for a new route. In this case the criterion can, for example, be a more economical route, i.e. a route that uses less fuel and/or results in less vehicle wear. Naturally both a new lower set velocity and a more economical route can be determined.

If it is considered in step Y2) that the vehicle will arrive too late at the destination, which means that toiFF is within a range that so indicates, or if there is insufficient driving time left in Y3), it is desirable for the vehicle to reach its destination more quickly. According to one embodiment of the method, this is achieved by determining a control parameter that comprises a new higher set velocity for the vehicle. According to another embodiment, the method comprises determining a control parameter that indicates criteria for a new route for the vehicle; and determining a new route for the vehicle based on said criteria for a new route for the vehicle. The vehicle can then be driven in accordance with said new route. The invention also comprises a computer-program product comprising computer-program instructions to enable a computer system to carry out the steps according to the foregoing method when the computer-program instructions are run on said computer system. The invention also comprises a computer-program product in which the computer-program instructions are stored on a computer-readable medium.

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

accompanying claims.