Non-truck vehicle - truck vehicle convoy

Abstract

Non-truck vehicle (100), comprising a vehicle-to-vehicle communication device (112) configured to exchange negotiation information with at least one truck vehicle (122) to form a convoy (120) consisting of the non-truck vehicle (100) following exactly one truck vehicle (122), and to receive convoy information while the convoy (120) exists, and a driving control / regulating device (110) which is configured to control / regulate the convoy distance (i) between the non-truck vehicle (100) and the truck vehicle (122) on the basis of the received convoy information, wherein the vehicle-to-vehicle communication device (112) comprises a coupling candidate unit (114) which is configured to determine a truck vehicle (122) as a coupling candidate on the basis of the negotiation information and taking into account at least one coupling criterion (124a, 124b, 124c) and to calculate a negotiation characteristic, characterized in that the coupling candidate unit (114) further comprises a human-machine interface unit 136 which comprises an input / output means 138, wherein the input / output means 138 is configured to input a weighting factor of at least one coupling criterion (124a, 124b,124c) by the driver or a passenger according to his / her preferences, whereby the weighting factors can take any value on a predefined scale.

Description

[0001] The invention relates to a vehicle which is adapted to be a member of a convoy, a convoy comprising such a vehicle, and a method for forming such a convoy.

[0002] In order to reduce the energy consumption of vehicles, it has been proposed to form vehicle convoys on motorways to make use of the slipstream effect. However, the benefit is limited because safety distances between vehicles and, as a consequence, distances between the vehicles in a convoy are prescribed by law. Furthermore, other vehicles not belonging to the convoy may cross the convoy, e.g., to enter or exit the motorway. In addition, the average energy saving of vehicles traveling in convoy is inversely proportional to the length of the convoy. Similar to slow-moving traffic, small deviations in the driving behavior of the following vehicle, e.g., briefly braking to reduce the distance to a vehicle merging ahead, are likely to cause a larger deviation in the driving behavior of the following vehicles, which is greater the longer the convoy is.

[0003] DE 10 2010 028 637 A1 discloses a non-truck vehicle according to the preamble of main claim 1.

[0004] In view of the foregoing, it is an object of the invention to overcome these limitations. In particular, it is an object of the present invention to improve traffic safety and fuel economy by providing a vehicle configured to be a member of a convoy, a convoy comprising such a vehicle, and a method for forming such a convoy.

[0005] To achieve this object, the present invention provides a non-truck vehicle according to the subject matter of main claim 1 and a method for forming a convoy according to the subject matter of method claim 13.

[0006] According to a first aspect of the present invention, this object is achieved by a non-truck vehicle comprising a vehicle-to-vehicle communication device configured to exchange negotiation information with at least one truck vehicle to form a convoy consisting of the non-truck vehicle exactly following one truck vehicle and to receive convoy information while the convoy exists, and a travel control device configured to control a convoy inter-distance between the non-truck vehicle and the truck vehicle based on the received convoy information.The vehicle-to-vehicle communication device comprises a coupling candidate unit configured to determine a truck vehicle as a coupling candidate based on the negotiation information and taking into account at least one coupling criterion, and to calculate a negotiation characteristic. The coupling candidate unit further comprises a human-machine interface unit comprising an input / output means, wherein the input / output means is configured to allow the driver or a passenger to set a weighting factor of at least one coupling criterion according to their preferences. The weighting factors can assume any value on a predefined scale.

[0007] Since the convoy consists of exactly one truck in front and exactly one non-truck vehicle traveling behind the truck vehicle—in other words, the convoy is a pair consisting of the non-truck vehicle and a truck vehicle—it has a limited length. Accordingly, it avoids the problem of other vehicles crossing, as these other vehicles can easily cross behind or in front of the micro-convoy. As a result, the slipstream effect can be maximized by reducing the distance between the truck vehicle and the non-truck vehicle below the safety distance required for manual driving. Furthermore, a maximum reduction in energy consumption is achieved compared to prior art convoys comprising a plurality of vehicles traveling behind a first vehicle.Additionally, time delays in receiving information, especially from the last vehicle in the convoy, are minimized when information is transmitted in a chain from one vehicle to another. As a result, the latency effect is reduced. Due to lower latency in receiving information, the non-truck vehicle is able to quickly adapt its driving behavior, and as a result, traffic safety of and within the convoy is improved. Furthermore, conventional convoys with more than two vehicles may suffer from difficulty maintaining string stability, whereas in a convoy according to the present invention, which consists of exactly one truck vehicle and exactly one non-truck vehicle, it is easier to maintain a target inter-vehicle distance between the two vehicles.

[0008] In order to be able to react as quickly as possible to the maneuvers of the truck, the vehicle-to-vehicle communication device receives platoon information from the truck, and the driving control device uses the platoon information to control the non-truck vehicle, e.g., the distance between the non-truck vehicle and the preceding truck vehicle and / or the braking of the vehicle. The platoon information may include information about at least one intended action and / or at least one piece of reaction information from the truck vehicle. Based on the platoon information, the detection and reaction capabilities of the non-truck vehicle are improved, and the non-truck vehicle is able to drive closely behind the truck vehicle without compromising safety.

[0009] For transmitting the negotiation information, e.g., over a long distance between the non-truck vehicle and the truck vehicle, it may be advantageous if the negotiation information is exchanged via long-distance communication and the vehicle-to-vehicle communication device is configured to exchange negotiation information via long-distance communication, e.g., cellular communication or ultra-wideband communication.

[0010] It should be noted that in the context of the present invention, a truck vehicle may be either a truck configured to transport cargo or a bus configured to transport a plurality of passengers.

[0011] To enhance the slipstream, the truck may be a truck with a gross vehicle weight exceeding 7,200 kg, preferably exceeding 27,200 kg. The truck typically travels at a substantially constant speed, thereby increasing the energy savings of the following non-truck vehicle. Since the truck driver is typically a professional driver with a high level of driving experience, the following non-truck vehicle benefits from this level of driving experience, and a lower level of driving experience is likely to be compensated. Additionally, if a driver assistance system or even an automated driving system is installed in a leading truck vehicle, the following non-truck vehicle can benefit from such technology, and safety can be improved.

[0012] Advantageously, the non-truck vehicle can be a non-truck vehicle with a normal gross vehicle weight of less than 4,600 kg, preferably less than 3,900 kg. In this context, the word "normal" refers to the fact that, for example, a motorhome may have a gross vehicle weight of 3.7 t on the basis of a special permit. In most cases, however, the non-truck vehicle is a passenger car. Such non-truck vehicles generally have shorter braking distances, so that the safety distance between the non-truck vehicle and the truck vehicle can be further reduced and the slipstream effect is increased.

[0013] According to one embodiment, the travel control device may be configured to control the traveling speed of the non-truck vehicle based on speed change information that the vehicle-to-vehicle communication device receives from a truck vehicle as part of the convoy information. In this embodiment, the non-truck vehicle receives information about an actual or intended speed change of the truck vehicle, for example, a braking operation or an acceleration operation. To improve the reaction time of the non-truck vehicle, speed change intention information may be transmitted from the preceding vehicle to the following vehicle even before a braking mechanism or an acceleration mechanism of the preceding vehicles is actually actuated.The speed change intention information may be based on data from an automatic cruise control system, any other driver assistance system, or an automated driving system. Alternatively, the speed change intention information may include information that a braking or acceleration operation is being initiated (e.g., information that a brake pedal or an accelerator pedal has been touched), even though no significant speed change has yet occurred. Based on the received speed change intention information, the driving control device of the non-truck vehicle is able to prepare the vehicle for an impending braking or acceleration operation, thus enabling the non-truck vehicle to react more quickly, preferably almost simultaneously, to the behavior of the truck vehicle.

[0014] Those skilled in the art will understand that braking does not necessarily require movement of the brake pedal. Rather, braking refers to any negative acceleration, i.e., accelerations that reduce the vehicle's speed, such as releasing the accelerator pedal.

[0015] Additionally, the driving control device may be further configured to control steering of the non-truck vehicle based on steering information that the vehicle-to-vehicle communication device receives from the truck vehicle as part of the platoon information. The steering information may include information that a steering operation is being performed and / or is being initiated and / or will be initiated. Additionally, the steering intent information may include information that a brief steering operation will be performed by the truck vehicle to respond to a lateral deviation orthogonal to the direction of travel of the truck vehicle due to a road condition or in response to crosswinds and the like.To improve the reaction time of the non-truck vehicle, steering intention information can be transmitted from the leading vehicle to the following vehicle, even before a steering mechanism of the leading vehicle is actually actuated. The steering intention information can be based on data from an automatic lane keeping system, any other driver assistance system, or an automated driving system. Thus, the non-truck vehicle can respond more quickly to a steering input from the truck vehicle and the non-truck vehicle can follow the truck vehicle more synchronously. As a result, safety can be increased and the slipstream effect can be utilized more efficiently.

[0016] To improve driving safety, especially for the non-truck vehicle, the driving control / regulation device can be configured to control / regulate the non-truck vehicle based on environmental information received by the vehicle-to-vehicle communication device, in particular at least one sensor, for example a camera, a RADAR system, a LIDAR system, or the like, as part of the convoy information from a truck vehicle. For example, the environmental information can include a list of objects detected by the truck vehicle in its surroundings. In this way, the lack of visibility caused by the short distance between the truck vehicle and the non-truck vehicle can be at least partially, preferably completely, compensated. This allows the non-truck vehicle to drive closely behind the truck vehicle.

[0017] Furthermore, the driving control device can be configured to control the vehicle based on truck vehicle status information including speed change capability information, steering capability information, and / or detection capability information, which the vehicle-to-vehicle communication device receives from a truck vehicle as part of the platoon information. The truck vehicle status information enables the driving control device to further improve the response to a maneuver of the truck vehicle or even predict the behavior of the truck vehicle.

[0018] The speed change capability information and / or the steering capability information of the truck vehicle may include information about a technical condition of the engine, a braking system, or a steering system of the truck vehicle and may be influenced by a variety of factors, e.g., the speed of the truck vehicle and / or the weight of the truck vehicle's load and / or the gradient of the road, to name only the most important factors. The detection capability information may include information about the truck vehicle's sensor equipment and / or detection range information, for example, information about a reduced detection range, e.g., due to fog or the like.For example, if the truck vehicle cannot avoid an accident due to its large moment of inertia, the driving control device is able to control the non-truck vehicle based on the received information in such a way that the non-truck vehicle can be prevented from being involved in the accident.

[0019] Not all feasible convoys consisting of the non-truck vehicle and the truck vehicle may be equally suitable for reducing energy consumption. Therefore, the vehicle-to-vehicle communication device comprises a coupling candidate unit configured to determine a truck vehicle as a coupling candidate based on the negotiation information and taking into account at least one coupling criterion, and to calculate a negotiation characteristic. For example, the negotiation information may include an intended route, e.g., calculated by a navigation system or a route planning system, and / or a position of the truck vehicle, e.g., detected by a GPS system unit or a gyro sensor unit, and / or an average speed, e.g., calculated by a speed detection unit, and / or a negotiation characteristic plan.For example, the at least one coupling criterion may be at least one of a calculated utility value, a determined shared utility, a calculated average speed of the platoon, a predicted duration of the period in which the platoon is formed, a length of the shared route, an initial headway between the non-truck vehicle and the truck vehicle, an expected fuel reduction, an expected cost savings amount, and / or a difference between the average speed of the truck vehicle and a target speed of the non-truck vehicle. The predicted duration of the period in which the platoon is formed may represent the period between a time at which both a physical platoon and a coupled data connection are established and a time at which the coupled data connection is severed and / or the physical platoon is dissolved.This period is predicted taking into account an intended route of the truck vehicle, a planned route of the non-truck vehicle and the average speed of the truck vehicle.

[0020] To compensate for potentially higher energy consumption of the truck, e.g., due to the transmission of platoon information, the negotiation characteristics, e.g., a fee per kilometer of the shared route or credits to reduce CO2 emissions, can be calculated. Therefore, the negotiation information and / or the platoon information must be taken into account.

[0021] The response time of the non-truck vehicle, in particular the response time of the driving control device of the non-truck vehicle, decreases with the speed at which the respective information becomes available. For example, the shorter the time between the truck vehicle sending the convoy information and the non-truck vehicle receiving the convoy information, the faster the driving control device is able to adapt the control of the non-truck vehicle. Thus, the vehicle-to-vehicle communication device can be configured to receive the convoy information via short-range communication, e.g., V2X communication. For a rapid response of the non-truck vehicle and to improve traffic safety in and within the convoy, fast and highly stable communication such as short-range communication for the essentially continuous transmission of convoy information is advantageous.

[0022] The exchange of negotiation information typically takes place over long distances and requires a lower level of stable communication. For long-distance communication, long-distance communication, such as cellular communication or ultra-wideband communication, can be used to exchange negotiation information.

[0023] In the context of the present invention, V2X communication, i.e., vehicle-to-everything communication, can be communication for exchanging information between a vehicle and other vehicles, as well as between vehicles and traffic infrastructure. For example, but without limitation, WLANp or 802.11p can be used.

[0024] In a second aspect of the invention, a convoy is provided consisting of a truck vehicle and the non-truck vehicle according to the first aspect of the invention, which is configured to travel behind the one truck vehicle. A convoy according to the second aspect of the invention achieves the same or corresponding advantages and effects as described above for the first aspect of the invention.

[0025] The convoy of the second aspect of the invention, in which a non-truck vehicle travels in association with a truck vehicle, has a limited length. Accordingly, it prevents the problem of crossing other vehicles, as these other vehicles can easily cross behind or in front of the convoy. As a result, the slipstream effect can be maximized by reducing the distance between the truck vehicle and the non-truck vehicle below the safety distance required for manual driving. Furthermore, a maximum reduction in energy consumption is achieved compared to prior art convoys comprising a plurality of vehicles traveling behind a first vehicle. The non-truck vehicle can react quickly to the maneuvers of the truck vehicle with reduced latency of the relayed information, and traffic safety of and within the convoy is improved.

[0026] For communication with the non-truck vehicle, the truck vehicle preferably comprises at least one vehicle-to-vehicle communication device which is configured to exchange negotiation information with the vehicle-to-vehicle communication device of the non-truck vehicle and to transmit platoon information to the vehicle-to-vehicle communication device of the non-truck vehicle.

[0027] The convoy information transmitted to the non-truck vehicle may include environmental information. In particular, the truck vehicle may include at least one sensor, for example, a camera, a radar system, a lidar system, or the like, for detecting parameters relating to the environment of the truck vehicle, such as surrounding objects, a visibility state, or weather conditions. The environmental information obtained by the truck vehicle may then be transmitted via wireless communication between the vehicle-to-vehicle communication devices of the two vehicles.

[0028] Since the convoy of the present invention comprises only two vehicles, the truck can send convoy information for controlling an active convoy to only one other vehicle. However, the convoy information can be sent simultaneously to at least one additional device that is not installed on a vehicle, e.g., to a remote server that can be connected to the Internet. The remote server can be controlled, for example, by a fleet operator operating a plurality of trucks.

[0029] According to a further embodiment, the non-truck vehicle may be an automated driving vehicle. This means that the non-truck vehicle may be at least an SAE Level 3 system according to the Society of Automotive Engineers, with the driver at least temporarily becoming a passenger and autonomous driving systems monitoring the driving environment. Therefore, a further reduction in the distance between the non-truck vehicle and the truck vehicle is possible, resulting in increased fuel consumption reduction without sacrificing ride comfort.

[0030] The coupling candidate unit comprises a human-machine interface unit configured to adjust the weighting factors of at least one coupling criterion. Therefore, the driver of the non-truck vehicle can adjust the determination of the coupling candidate according to their preferences and / or select a truck vehicle as the coupling candidate. This leads to an increase in the perceived benefit, e.g., the comfort of the driver and / or passenger and the frequency with which the non-truck vehicle travels in a convoy according to the invention.

[0031] According to a third aspect, the invention relates to a method for forming a convoy consisting of a first vehicle following a second vehicle, wherein one of the first and second vehicles may be a non-truck vehicle and the other of the first and second vehicles may be a truck vehicle, comprising: Step 1: Sending pairing intention information through a vehicle-to-vehicle communication device of the first vehicle, which can be received by at least one second vehicle; Step 2: Receiving negotiation information from a vehicle-to-vehicle communication device of the first vehicle, which has been sent by at least one second vehicle; Step 3: Determining a selected second vehicle as a coupling candidate based on the negotiation information and taking into account at least one coupling criterion; Step 4: Establishing a coupled data connection between the vehicle-to-vehicle communication device of the first vehicle and the selected second vehicle for exchanging platoon information; and using an input / output means of a human-machine interface unit of a coupling candidate unit of the vehicle-to-vehicle communication device of the non-truck vehicle to set a weighting factor of the at least one coupling criterion by the driver or a passenger according to their preferences, wherein the weighting factors can assume any value on a predefined scale; Step 5: Creating a physical column in which the first and second vehicles can approach each other and the non-truck vehicle can line up behind the truck vehicle, and Step 6: Controlling a platoon distance between the non-truck vehicle and the truck vehicle by controlling the driving of the non-truck vehicle based on the received platoon information.

[0032] The method for forming a convoy according to the invention ensures the optimal configuration of a convoy consisting of the non-truck vehicle and the truck vehicle. Since the convoy formed consists of exactly one truck vehicle driving in front and exactly one non-truck vehicle driving behind the truck vehicle, it has a limited length. Accordingly, it prevents the problem of other vehicles crossing, as these other vehicles can easily cross behind or in front of the micro-convoy. As a result, the slipstream effect can be maximized by reducing the distance between the truck vehicle and the non-truck vehicle below the safety distance required for manual driving. Furthermore, a maximum reduction in energy consumption is achieved compared to prior art convoys comprising a plurality of vehicles driving behind a first vehicle.In addition, other effects and advantages can be achieved as described above for the first and second aspects of the invention.

[0033] Due to the transmission of the coupling information and the reception of the negotiation information, as performed in steps 1 and 2, vehicle-to-vehicle communication can only be established between vehicles that are ready to form a convoy. Determining a selected second vehicle according to step 3 ensures that the convoy consists of exactly one non-truck vehicle and one truck vehicle. Furthermore, a reproducible determination process is established by determining a selected second vehicle based on the negotiation information and taking into account at least one coupling criterion. This enables the selected second vehicle to best meet the requirements of the first vehicle, which are represented by the at least one coupling criterion.In order to be able to respond as quickly as possible to the maneuvers of the truck, the vehicle-to-vehicle communication device can receive convoy information from the truck, and the driving control device can control the non-truck vehicle based on the convoy information. Therefore, it is advantageous if a coupled data connection is established. To form a convoy according to the invention, a physical convoy is established. Since the coupled data connection can be established in a state in which the physical convoy may not yet have been established, it is advantageous if the steps are performed independently of one another.Based on the received convoy information, the driving control device may be able to control the convoy spacing between the non-truck vehicle and the truck vehicle, thus enabling the non-truck vehicle to react quickly, preferably almost simultaneously, to the behavior of the truck vehicle in order to make good use of the slipstream effect and prevent accidents.

[0034] When the convoy is dissolved at the end of the route, the coupled data connection can be severed, and the vehicles can be operated so that they can drive individually and independently again. For the sake of clarity, it should be noted that according to the invention, during the entire period between the establishment of the coupled data connection and the separation of the coupled data connection, i.e., during the period in which the convoy exists, the convoy can be formed by exactly one non-truck vehicle following exactly one truck vehicle.

[0035] Before reaching the end of the route, situations may arise in which it is desired to pause the convoy for a specific period of time or for a specific section of the route, for example, when passing a roadwork site or while parking at a rest stop. In one embodiment of the invention, the method may therefore pause the convoy for a specific pause period or for a specific pause period of the route, temporarily suspending the control / regulation of the convoy spacing between the non-truck vehicle and the truck vehicle, and then resume the convoy at the end of the pause period or pause period, reactivating the control / regulation of the convoy spacing between the non-truck vehicle and the truck vehicle via the coupled data connection.Thus, the coupled data connection can be temporarily deactivated in a break mode, and / or the physical platoon can be temporarily dissolved. However, during the break of the platoon, the vehicles remain logically associated with each other as members of the interrupted platoon. In particular, a break signal can be transmitted between the vehicles to inform both vehicles of a switch to a break mode. At the end of the break period or the interrupted section of the route, the coupled data connection can be reactivated and the physical platoon can be restored without requiring a renegotiation process or other validation that would normally be necessary when forming a new platoon. For example, ending the break mode can be initiated by exchanging a break termination signal between the vehicles.In other words, the convoy can be switched from a normal driving mode to an interruption mode and back to the normal driving mode.

[0036] For example, a roadworks site or rest stop may form a break section. While driving within the construction site or rest stop, it may be desirable to rest the convoy to allow the convoy spacing to be increased for additional safety or convenience.

[0037] The platoon can switch to break mode either by the driver sending a break signal or by intentionally (manually) increasing the platoon spacing by a few meters. Alternatively, the platoon can switch to break mode automatically based on data received from a sensor, a navigation system, or the other vehicle, i.e., without dedicated user interaction. For example, if a sensor on the truck detects a construction site, or if the truck receives information from the construction site, e.g., through V2X communication, or if it is detected that one of the vehicles is leaving or intends to leave the highway lanes, or if map data from the navigation system indicates that a break section, such as a toll station, is approaching, the platoon can switch to break mode to temporarily interrupt platoon driving.In addition, data that triggers an interruption mode may be included in the platoon information exchanged between the vehicles.

[0038] In interrupt mode, both vehicles can be controlled / regulated individually by their drivers or by their individual automated driving functions. Nevertheless, both vehicles remain logically associated with each other as members of the convoy and preferably remain within the communication range of the coupled data connection to facilitate reactivation of the connection or restoration of the convoy's normal driving mode. However, even if the communication range of the coupled data connection is exceeded for any reason during interrupt mode, the negotiation information of both vehicles remains stored in the system, so that once the two vehicles approach each other, the coupled data connection can be quickly reactivated without the need for new negotiation.

[0039] Advantageously, the negotiation information may comprise an intended route and / or a position of the respective vehicle and / or an average speed and / or a negotiation characteristic plan and / or the coupling criterion may be at least one of a calculated utility value, a certain shared utility, a calculated average speed of the platoon, a predicted duration of the period in which the platoon is formed, a length of the shared route, an initial distance between the non-truck vehicle and the truck vehicle, an expected fuel reduction, an expected cost savings amount and / or a difference between the average speed of the second vehicle and a target speed of the first vehicle.

[0040] The predicted duration of the platoon formation period may represent the period between a time at which both a physical platoon and a coupled data connection are established and a time at which the coupled data connection is severed and / or the physical platoon is dissolved. The period is predicted taking into account an intended route of the truck vehicle, a planned route of the non-truck vehicle, and the average speed of the truck vehicle.

[0041] It should be emphasized here that the vehicle-to-vehicle communication device of the non-truck vehicle and / or the travel control device and / or the vehicle-to-vehicle communication device of the truck vehicle according to the present invention may be partially or entirely implemented by a processor such as a central processing unit (CPU) or the like, which executes a program (software) stored in a memory. All or some of their components may be implemented by hardware such as a large-scale integration (LSI), an application-specific integrated circuit (ASIC), or a field-programmable gate array (FPGA), and / or may be implemented by the cooperation of software and hardware.The program may be stored in advance on a storage device such as a hard disk drive (HDD) or flash memory, and may be stored on a removable storage medium such as a DVD or CD-ROM and installed on a storage device when the storage medium is inserted into a drive.

[0042] The invention will be described in more detail with regard to specific embodiments with reference to the accompanying drawings, in which: Fig. 1 shows a schematic layout of a non-truck vehicle according to an embodiment of the invention. Fig. Figure 2 shows a schematic layout of a column according to an embodiment of the invention, which consists of the column as shown in Fig. 1 shown non-truck vehicle following a truck vehicle. Fig. Figure 3 shows a schematic layout of the communication within the column of the embodiment. Fig. 4 illustrates a human-machine interface unit of the non-truck vehicle of the embodiment of the invention, which is configured to set a weighting factor of at least one coupling criterion. Fig. 5 shows a schematic flow diagram of a method according to an embodiment of the invention. Fig. 6 shows a schematic flowchart of an algorithm executed by a coupling candidate unit of the non-truck vehicle of the embodiment.

[0043] In Fig. 1, a non-truck vehicle according to the present invention is generally designated by the reference numeral 100.

[0044] The non-truck vehicle 100 includes a chassis 102, a brake 104, a drivetrain 106, a steering device 108, a ride control device 110, and a vehicle-to-vehicle communication device 112. To control the non-truck vehicle, the ride control device 110 can transmit information to the chassis 102, the brake 104, the drivetrain 106, and the steering device 108. To exchange information, such as platoon information, the ride control device 110 and the vehicle-to-vehicle communication device 112 are connected.

[0045] Furthermore, the vehicle-to-vehicle communication device 112 comprises a pairing candidate unit 114. Both the vehicle-to-vehicle communication device 112 and the pairing candidate unit 114 exchange negotiation information comprising information about a specific pairing candidate.

[0046] Fig. 2 shows a convoy 120 consisting of the non-truck vehicle 100, in this example a passenger car, and a preceding truck vehicle 122, in this example a heavy-duty truck. This means that the truck vehicle 122 and the non-truck vehicle 100 are traveling in the same direction, and the truck vehicle 122 passes a location first. To form the convoy 120, the vehicle-to-vehicle communication device 112 exchanges negotiation information with at least one truck vehicle. Based on the received negotiation information and taking into account at least one coupling criterion 124 (see Fig. 4) The pairing candidate unit 114 of the vehicle-to-vehicle communication device 112 may determine a truck vehicle as a pairing candidate and may output this to the vehicle-to-vehicle communication device 112. The vehicle-to-vehicle communication device 112 may inform the selected truck vehicle 122 of its selection by exchanging the negotiation information and may conclude a pairing agreement with the truck vehicle 122.

[0047] A coupled data connection is established between the non-truck vehicle 100 and the truck vehicle 122 while the platoon 120 exists. The vehicle-to-vehicle communication device 112 receives platoon information from the truck vehicle 122. Based on the platoon information received from the vehicle-to-vehicle communication device 112, the driving control device 110 controls the platoon spacing i. The platoon spacing i is the distance between the non-truck vehicle 100 and the truck vehicle 122 during the period in which the platoon 120 exists.

[0048] Since the travel control device 110 controls the non-truck vehicle 100 based on the platoon information from the truck vehicle 122, the non-truck vehicle 100 can respond early, almost in parallel with the truck vehicle 122.

[0049] The convoy spacing i may be less than the safety distance required for manual driving. By reducing the convoy spacing i, the slipstream effect is increased, reducing the energy required to drive the non-truck vehicle 100. Furthermore, the length L of the convoy 120, which extends from a front end 122a of the truck vehicle 122 to a rear end 110a of the non-truck vehicle 100, is limited.

[0050] In addition to the platoon spacing i, the driving control device 110 may control the steering and / or lane keeping of the non-truck vehicle 100 based on the received platoon information.

[0051] The Fig. The vehicles 100, 122 shown in Figure 2 may have the following gross vehicle weights. The truck vehicle 122 may have a gross vehicle weight of more than 7,200 kg, preferably more than 27,200 kg. Additionally, the non-truck vehicle may have a normal gross vehicle weight of less than 4,600 kg, preferably less than 3,900 kg.

[0052] The platoon information received from the truck vehicle 122 may include braking intention information and / or acceleration intention information. Based on the braking intention information and / or acceleration intention information, the driving control device 110 of the non-truck vehicle 100 calculates a braking action or an acceleration action, if necessary, and sends information, e.g., to the brakes or an accelerator pedal of the non-truck vehicle 100.

[0053] Additionally, the platoon information that the non-truck vehicle 100 receives from the truck vehicle 122 may include steering intention information. Based on the steering intention information, the driving control device 110 of the non-truck vehicle 100 calculates a required steering action and sends steering adjustment information, e.g., to the steering device 108. However, a short-term steering correction of the truck vehicle 122 below a predefined threshold, e.g., 0.5 to 5 seconds, e.g., due to crosswinds or road irregularities, may be ignored by the non-truck vehicle 100.

[0054] Furthermore, the convoy information may include environmental information, e.g., a list of objects detected by the truck vehicle 122 in its surroundings or a condition of the road ahead of the truck vehicle. For example, if the truck vehicle 122 detects roadwork ahead, the truck vehicle 122 may send corresponding environmental information to the non-truck vehicle 100. The driving control device 110 of the non-truck vehicle 100 may then calculate a steering adjustment command and / or a speed change command based on the environmental information to control the driving of the non-truck vehicle 100 such that the convoy spacing i is increased.

[0055] In the event that the detected convoy spacing exceeds a communication range, e.g., due to safety issues within a roadwork route, and the coupled data connection is severed, the non-truck vehicle 100 can inform the truck vehicle 122. Convoy 120 can be interrupted for a specific route, e.g., until the truck vehicle 122 and the non-truck vehicle 100 have passed the roadwork route. After that, the non-truck vehicle 100 approaches the truck vehicle 122, and the convoy 120 is reestablished.

[0056] Based on braking capability information, acceleration capability information, steering capability information, and / or detection capability information as part of the platoon information, the driving control device 110 is capable of incorporating not only the actual driving behavior of the truck vehicle 122, but also the future behavior of the truck vehicle 122 in a predictive manner. For example, if the truck vehicle 122 informs the non-truck vehicle 100 of limited visibility using the detection capability information, the driving control device 110 of the non-truck vehicle 100 is capable of determining the required increase in the platoon spacing to maximize safety and adjusts it accordingly.

[0057] With reference to Fig. 3 describes the interaction of the non-truck vehicle 100 and the truck vehicle within the column 120.

[0058] Since the distance between the non-truck vehicle 100 and the truck vehicle 122 before the formation of the platoon 120 may be large, e.g., 10 km, the non-truck vehicle 100 and the truck vehicle 122 may exchange the negotiation information via a long-distance communication 126a, e.g., cellular communication.

[0059] The negotiation information may include an intended route and / or a position of the truck vehicle 122 and / or an average speed and / or a negotiation characteristic plan.

[0060] While the convoy exists, the vehicle-to-vehicle communication device 112 receives convoy information from the truck vehicle 122. This convoy information may be transmitted via short-range communication 126b, e.g., V2X communication. In addition to the non-truck vehicle 100, the truck vehicle may be connected to at least one other device 130, e.g., an internet service platform, via long-range communication 128, e.g., cellular communication.

[0061] According to one example, the truck vehicle includes a vehicle-to-vehicle communication device 132 that exchanges negotiation information with the vehicle-to-vehicle communication device 112 of the non-truck vehicle 100 and transmits platoon information to the vehicle-to-vehicle communication device 112 of the non-truck vehicle 100. The environmental information is detected by at least one sensor 134. The at least one sensor 134 transmits the environmental information to the vehicle-to-vehicle communication device 132 of the truck vehicle 100, which in turn transmits the platoon information, including the environmental information, to the vehicle-to-vehicle communication device 112 of only one non-truck vehicle 100. The at least one sensor 134 may, for example, include at least one camera, at least one RADAR system, at least one LIDAR system, and the like.The coupling candidate unit 114 determines a truck 122 as a coupling candidate to form a convoy 120. The truck transmits negotiation information, e.g., an intended route, a position of the respective vehicle, an average speed, and / or a negotiation characteristic plan. Based on the negotiation information, the coupling candidate unit 114 determines the at least one coupling criterion. Based on at least one coupling criterion 124, the coupling candidate unit determines an evaluation value for each truck 122 interested in coupling.

[0062] According to one embodiment, at least one coupling criterion may be defined, for example three coupling criteria 124a, 124b, 124c.

[0063] A first coupling criterion 124a may be the calculated average speed of the convoy 120, for example, a combination of the average speed of the truck vehicle 122 and the initial distance between the non-truck vehicle 100 and the truck vehicle 122. The coupling candidate unit 114 may determine the initial distance between the non-truck vehicle 100 and the truck vehicle 122 based on the position of the truck vehicle 122 as part of the negotiation information and the actual position of the non-truck vehicle 100. A high average speed of the truck vehicle 122 results in a high calculated average speed of the convoy 120, and as a result, the first coupling criterion 124a may be better evaluated.

[0064] A second coupling criterion 124b may be defined as a shared benefit. The shared benefit may be calculated based on an initial distance from the truck vehicle 122 that the non-truck vehicle 100 must travel without slipstreaming, a negotiation characteristic plan, e.g., a desired fee per kilometer of the shared route or credits to reduce CO2 emissions, and a predicted duration of the period in which the platoon is formed. The predicted duration of the period in which the platoon is formed may be the period between a time at which both a physical platoon and a coupled data connection are established and a time at which the coupled data connection is disconnected and / or the physical platoon is dissolved.This period is predicted taking into account the average speed of the truck vehicle 122 and a length of the shared route, which is determined based on an intended route of the truck vehicle 122 and a planned route of the non-truck vehicle 100. A small negotiation characteristic plan, a short initial distance to the truck vehicle 122, and a long predicted duration of the period in which the convoy is formed can advantageously influence the shared benefit.

[0065] As a third coupling criterion 124c, a usability value can be defined based on a predicted convoy duration and a speed difference between the vehicles. In particular, a longer predicted convoy duration can have a positive impact on the usability value, as the non-truck vehicle 100 can benefit from convoy driving, such as the slipstream effect, for a longer portion of its route. Furthermore, a small speed difference (determined as the difference between an average speed of the truck vehicle 122 and a target speed of the non-truck vehicle 100) can positively impact the usability value.

[0066] If there are two or more coupling criteria, a normalization factor of at least one of the coupling criteria can be defined to enable comparison of the two or more coupling criteria. An example of three coupling criteria 124a, 124b, 124c is shown in Fig. 4. The value of at least one of the coupling criteria is multiplied by its corresponding normalization factor. The resulting product of one coupling criterion with its corresponding normalization factor can be added to the at least one other resulting product of the at least one other coupling criterion with its corresponding normalization factor with respect to the at least one other coupling criterion, and the resulting sum can determine the evaluation value. In the example, each of the coupling criteria 124a, 124b, 124c is assigned a value v a , v b , Vc and a normalization factor n a , n b , nc The resulting evaluation value can be calculated according to the formula Σ(ν j * n j ), where j represents a coupling criterion. The coupling candidate unit 114 can determine the truck vehicle 122 interested in coupling with the highest evaluation value as the coupling candidate.

[0067] The truck vehicle 122, which is the pairing candidate, can transmit a negotiation characteristic plan as part of the negotiation information, e.g., a desired fee per kilometer of the shared route or credits for reducing CO2 emissions. According to the embodiment, the negotiation characteristic depends on the length of the shared route and the calculated average speed of the platoon 120. The pairing candidate unit 114 can calculate the length of the shared route and the calculated average speed of the platoon 120. Based on the length of the shared route, the calculated average speed of the platoon 120, and the negotiation characteristic, the pairing candidate unit 114 can further calculate the negotiation characteristic.To prevent corruption due to unforeseen events, the coupling candidate unit 114 may calculate the negotiation characteristic at least at the end of or after the period in which the column 120 exists.

[0068] As in Fig. As shown in Figure 4, the coupling candidate unit 114 may include a human-machine interface unit 136. The human-machine interface unit 136 may include an input / output means 138, e.g., a screen or a touchpad, which is configured to allow the driver or a passenger to set a weighting factor of at least one coupling criterion according to their preferences. The input / output means 138 may be formed as a polygon or display a polygon, wherein the number of edges corresponds to the number of coupling criteria, in the present example, three coupling criteria 124a, 124b, 124c. Furthermore, the human-machine interface 136 may include a user input means 140, e.g., a button, a slider, or the like. The driver or a passenger sets a weighting factor of each coupling criterion 124a, 124b, 124c according to his / her preferences via the user input means 140.The weighting factors can take any value, preferably between 0 and 1, on a predefined scale.

[0069] It should be emphasized that the invention is not limited to a human-machine interface 136 as described herein.

[0070] If the input / output means 138 is formed as a polygon, a coupling criterion 124a, 124b, 124c can be assigned to each corner of the input / output means 138. The user input means 140 is placed at a desired position within the input / output means 138. Based on the desired position of the user input means 140, the human-machine interface unit 136 can determine the weighting factor for each coupling criterion 124a, 124b, 124c and can output the weighting factors to the coupling candidate unit 114. When the user input means 140 is positioned at a corner, the weighting factor of the corresponding coupling criterion 124a, 124b, 124c is the maximum weighting factor, e.g., 1, and the weighting factors of the respective other coupling criteria 124a, 124b, 124c are the minimum weighting factor, e.g., 0.

[0071] To determine the rating value of a truck 122 interested in coupling, the coupling candidate unit 114 can multiply the value of the coupling criterion 124a, 124b, 124c by the corresponding weighting factor and then sum the products. The coupling candidate unit 114 determines the truck 122 interested in coupling with the highest rating value as the coupling candidate.

[0072] In an example of three coupling criteria 124a, 124b, 124c, each coupling criterion 124a, 124b, 124c is assigned a corresponding value v a , v b , v c , a normalization factor n a , n b , n c and a weighting factor w a , w b , w c The resulting evaluation value can be calculated according to the formula Σ(ν j * n j * w j), where j represents a coupling criterion.

[0073] In another embodiment, the human-machine interface 136 comprises the input / output means 138, which enables the calculated values ​​of the coupling criteria 124a, 124b, 124c of all truck vehicles 122 interested in coupling to be presented to the driver or a passenger, e.g., in the form of a list or arranged on a map. Furthermore, the input / output means 138 enables the driver or a passenger to select one of the truck vehicles 122 as a coupling candidate according to their preferences for the coupling criteria 124a, 124b, 124c.

[0074] An embodiment of a method for forming a convoy consisting of a first vehicle following a second vehicle, wherein one of the first and second vehicles may be a non-truck vehicle 122 and the other of the first vehicle and second vehicle may be a truck vehicle, is described below with reference to the flowchart of Fig. 5 described in more detail.

[0075] The method begins at step S100, in which a vehicle-to-vehicle communication device 112 of the non-truck vehicle 100 (first vehicle) transmits pairing intent information. The pairing intent information may be transmitted, for example, via V2X communication or a backend server. Furthermore, the pairing intent information may be received by at least one truck vehicle 122 (second vehicle).

[0076] The method then proceeds to step S110, in which the vehicle-to-vehicle communication device 112 of the non-truck vehicle 100 (first vehicle) receives negotiation information sent from at least one truck vehicle 122 (second vehicle).

[0077] Next, in step S120, a selected truck vehicle (second vehicle) is determined as a coupling candidate based on the negotiation information and taking into account at least one coupling criterion (124a, 124b, 124c).

[0078] Advantageously, the method may include an additional step S122, in which it is determined whether or not a coupling contract has been concluded between the non-truck vehicle 100 (first vehicle) and the truck vehicle 122 (second vehicle). If this is not the case (S122: NO), the method proceeds to step S170, in which the process is terminated.

[0079] If a pairing contract is concluded between the non-truck vehicle 100 (first vehicle) and the truck vehicle 122 (second vehicle) after step S120 (step S122: YES), the method proceeds to an optional step S124 in which transmission of the pairing intention information is stopped.

[0080] Next, the process proceeds to step S130, in which a coupled data connection is established between the vehicle-to-vehicle communication device 112 of the non-truck vehicle 100 (first vehicle) and the truck vehicle 122 (second vehicle) to exchange platoon information.

[0081] Not necessarily after, but preferably substantially parallel to, step S130, a physical convoy 120 is established in step S140. Therefore, the non-truck vehicle 100 and the truck vehicle 122 approach each other, and the non-truck vehicle 100 joins the line behind the truck vehicle 122.

[0082] The process then proceeds to step S150, in which the travel control device 110 of the non-truck vehicle 100 controls a platoon distance i between the non-truck vehicle 100 and the truck vehicle 122 based on the platoon information received from the truck vehicle 122.

[0083] Next, it can be checked whether a passenger or driver of the non-truck vehicle 100 (first vehicle) or the truck vehicle 122 (second vehicle) wishes to terminate the convoy 120 (step S152). If this is not the case (step S152: NO), the method continues according to step S150 with controlling / regulating the convoy spacing i.

[0084] If a passenger or driver of the non-truck vehicle 100 or the truck vehicle 122 wishes to end the pairing (step S152: YES) or other decoupling intent information is received, the method proceeds to step S160, in which the paired data connection is disconnected and the physical platoon is dissolved.

[0085] Finally, the process is terminated in step S170.

[0086] During the period between establishing the coupled data connection (step S130) or establishing a physical convoy 120 (step S140) and disconnecting the coupled data connection (step S160), the convoy 120 is formed by a non-truck vehicle 100 following a truck vehicle 122.

[0087] In this context, it should be noted that although in the embodiment described above the first vehicle is the non-truck vehicle 100 and the second vehicle is the truck vehicle 122, the first vehicle may be the truck vehicle 122 and the second vehicle may be the non-truck vehicle 100.

[0088] Furthermore, it may be possible for the vehicle-to-vehicle communication device 112 and / or the pairing candidate unit 114 and / or an external unit to calculate a negotiation characteristic, e.g., a fee per kilometer of the shared route or credits for reducing CO2 emissions. Therefore, the negotiation information and / or the platoon information must be taken into account. Advantageously, this calculation is performed in addition to step S160.

[0089] Additionally, after step S150, an additional step may be performed in which the convoy is interrupted for a specific interruption time or a specific interruption route section, and the coupled data connection is disconnected and / or the physical convoy is dissolved. At the end of the interruption time or the interruption route section, the method continues with step S130, in which the coupled data connection is restored, and further with step S140, in which the physical convoy is restored.

[0090] To determine a selected second vehicle, the coupling candidate unit 114 performs a Fig. 6. In accordance with the above-described embodiment of the method for forming a platoon 120, and to simplify understanding, the algorithm is described for a coupling candidate unit 114 of the non-truck vehicle 100.

[0091] Considering that according to the invention the first vehicle may be a non-truck vehicle 100 or a truck vehicle 122, the pairing candidate unit 114 may be a pairing candidate unit 114 of the non-truck vehicle 100 or a pairing candidate unit 114 of the truck vehicle 122.

[0092] The process begins with step S120a, in which the first truck 122 is selected as the currently selected second vehicle. Based on the negotiation information and taking into account the at least one coupling criterion 124a, 124b, 124c, an evaluation value of the currently selected second vehicle is calculated. The selection and the correlating evaluation value are then stored in the data D120b.

[0093] The process then proceeds to step S120c, in which it is determined whether another truck vehicle 122 is interested in pairing. If this is not the case (step S120c: NO), the process proceeds to step S120d, in which the currently selected second vehicle is output based on the stored information of data D120b, and the process is terminated.

[0094] If another truck 122 is interested in pairing (step S120c: YES), the process proceeds to step S120e, in which the other truck 122 interested in pairing is selected as a next truck 122.

[0095] Next, based on the received negotiation information of the next truck vehicle 122, at least one coupling criterion 124a, 124b, 124c is determined and an evaluation value for the next truck vehicle 122 is calculated (step S120f).

[0096] In the following step 120g, the evaluation value of the next truck vehicle 122 is compared with the evaluation value of the currently selected second vehicle 122 stored in the data D120b.

[0097] The process proceeds to step S120h, in which it is determined whether the rating value of the next truck 122 is higher than the rating value of the currently selected second vehicle 122. If this is not the case (step S120h: NO), the process returns to step S120c, in which it is determined whether another truck 122 is interested in pairing.

[0098] If the evaluation value of the next truck 122 is higher than the evaluation value of the currently selected second vehicle 122 (step S120h: YES), the process proceeds to step S120i, in which the next truck 122 is selected as the currently selected second vehicle 122. The next truck 122 is selected as the currently selected second vehicle 122, and its corresponding evaluation value is stored in the data D120b.

[0099] Thereafter, the process returns to step S120c, in which it is determined whether another truck vehicle 122 is interested in pairing.

[0100] An additional step after step S120h may be included in which the truck 122 with the lower rating value is informed that it is rejected due to the lower rating value. Therefore, the truck 122 may send modified negotiation information. The pairing candidate unit 114 treats the modified negotiation information as another truck 122 interested in pairing and proceeds to step S120c.

[0101] Alternatively, the described algorithm for determining a pairing candidate can be executed on a server, which in turn can be located outside the vehicle.

Claims

[1] Non-truck vehicle (100), comprising a vehicle-to-vehicle communication device (112) configured to exchange negotiation information with at least one truck vehicle (122) to form a convoy (120) consisting of the non-truck vehicle (100) following exactly one truck vehicle (122), and to receive convoy information while the convoy (120) exists, and a driving control / regulating device (110) which is configured to control / regulate the convoy distance (i) between the non-truck vehicle (100) and the truck vehicle (122) on the basis of the received convoy information, wherein the vehicle-to-vehicle communication device (112) comprises a coupling candidate unit (114) which is configured to determine a truck vehicle (122) as a coupling candidate on the basis of the negotiation information and taking into account at least one coupling criterion (124a, 124b, 124c) and to calculate a negotiation characteristic, characterized byin that the coupling candidate unit (114) further comprises a human-machine interface unit 136 which comprises an input / output means 138, wherein the input / output means 138 is configured to set a weighting factor of at least one coupling criterion (124a, 124b, 124c) by the driver or a passenger according to his / her preferences, wherein the weighting factors can assume any value on a predefined scale. [2] Non-truck vehicle according to claim 1, wherein the truck vehicle (122) has a permissible total weight of more than 7,200 kg, preferably more than 27,200 kg. [3] A non-truck vehicle according to claim 1 or 2, wherein the non-truck vehicle (122) has a normal gross vehicle weight of less than 4,600 kg, preferably less than 3,900 kg. [4] The non-truck vehicle according to any one of claims 1 to 3, wherein the traveling control device (110) is configured to control the traveling speed of the non-truck vehicle (100) based on speed change information received by the vehicle-to-vehicle communication device (114) as part of the convoy information from a truck vehicle (112). [5] The non-truck vehicle according to any one of claims 1 to 4, further configured to control steering of the non-truck vehicle based on steering information received by the vehicle-to-vehicle communication device as part of the platoon information from a truck vehicle. [6] The non-truck vehicle according to any one of claims 1 to 5, wherein the driving control device (110) is configured to control the non-truck vehicle (100) based on environmental information that the vehicle-to-vehicle communication device (112) receives as part of the convoy information from a truck vehicle (122). [7] A non-truck vehicle according to any one of claims 1 to 6, wherein the driving control device (110) is configured to control the non-truck vehicle (100) based on truck vehicle state information comprising speed change capability information and / or steering capability information and / or detection capability information, which the vehicle-to-vehicle communication device (112) receives as part of the platoon information from a truck vehicle (122). [8] A non-truck vehicle according to any one of claims 1 to 7, wherein the vehicle-to-vehicle communication device (112) is configured to receive the platoon information via short-range communication (126), e.g., V2X communication. [9] Convoy consisting of a truck vehicle (122) and the non-truck vehicle (100) according to one of claims 1 to 8, which is arranged to drive behind the one truck vehicle (122). [10] The convoy of claim 9, wherein the truck vehicle (122) comprises at least one vehicle-to-vehicle communication device (132) configured to exchange negotiation information with the vehicle-to-vehicle communication device (112) of the non-truck vehicle (100) and to transmit convoy information received from the vehicle-to-vehicle communication device (112) of the non-truck vehicle (100). [11] Convoy according to claim 9 or 10, wherein the truck vehicle comprises at least one sensor (134) which is configured to transmit environmental information received from the at least one vehicle-to-vehicle communication device (132) of the truck vehicle (122). [12] Convoy according to one of claims 9 to 11, wherein the truck vehicle (122) sends convoy information only to a non-truck vehicle (100). [13] A method for forming a convoy (120) comprising a first vehicle following a second vehicle, one of the first and second vehicles being a non-truck vehicle (100) and the other of the first and second vehicles being a truck vehicle (122), comprising: Step 1: Sending pairing intent information by a vehicle-to-vehicle communication device (112, 132) of the first vehicle, which is received by at least one second vehicle; Step 2: receiving negotiation information from a vehicle-to-vehicle communication device (112, 132) of the first vehicle that has been sent by at least one second vehicle; Step 3: Determining a selected second vehicle as a coupling candidate based on the negotiation information and taking into account at least one coupling criterion (124a, 124b, 124c), and using an input / output means (138) of a human-machine interface unit (136) of a coupling candidate unit (114) of the vehicle-to-vehicle communication device (112) of the non-truck vehicle to set a weighting factor of the at least one coupling criterion (124a, 124b, 124c) by the driver or a passenger according to his / her preferences, wherein the weighting factors can assume any value on a predefined scale; Step 4: Establishing a coupled data connection between the vehicle-to-vehicle communication device (112, 132) of the first vehicle and the selected second vehicle for exchanging platoon information; Step 5: Establishing a physical column in which the first and second vehicles approach each other and the non-truck vehicle (100) lines up behind the truck vehicle (112), and Step 6: Controlling a platoon distance (i) between the non-truck vehicle (100) and the truck vehicle (112) by controlling the driving of the non-truck vehicle (100) based on the received platoon information. [14] The method of claim 13, further comprising: Step 7: Dissolving the physical convoy and disconnecting the coupled data connection so that the vehicles (100, 122) drive individually and independently again, wherein during the entire period between establishing the coupled data connection and disconnecting the coupled data connection, the convoy is formed by exactly one non-truck vehicle (100) which follows exactly one truck vehicle (122). [15] A method according to claim 13 or claim 14, further comprising: Interrupting the convoy for a specific interruption time or a specific interruption section of the route, wherein the control / regulation of the convoy spacing (i) between the non-truck vehicle (100) and the truck vehicle (122) is temporarily suspended, and Continuing the convoy at the end of the interruption time or the interruption section, wherein the control / regulation of the convoy inter-distance (i) between the non-truck vehicle (100) and the truck vehicle (122) is reactivated by the coupled data connection.

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