WO2020242361A1

WO2020242361A1 - Method and control unit for performing at least one action based on a classification of lateral movability of a cargo

Info

Publication number: WO2020242361A1
Application number: PCT/SE2020/050464
Authority: WO
Inventors: Daniel Sandberg; Markus Byström
Original assignee: Scania Cv Ab
Priority date: 2019-05-27
Filing date: 2020-05-06
Publication date: 2020-12-03
Also published as: SE1950621A1; DE112020002044T5; SE543407C2

Abstract

Method and a control circuit for a vehicle including a cargo having a center of gravity which may be movable in a lateral direction of the vehicle is presented. The method includes: determining that a lateral force F_lat of the cargo acting on the vehicle is greater than a lateral force threshold value F_lat__th; F_lat > F_lat__th; determining that at least one condition for determination of a lateral movability of the cargo is fulfilled; determining an oscillation of the lateral force F_lat of the cargo, the oscillation having a frequency F_{F_lat} and an amplitude A_{F_lat}; determining, based on the determined frequency F_{F_lat} and on a declination of the determined amplitude A_{F_lat} during a time period T, the lateral movability of the cargo; determining, based on the determined lateral movability of the cargo, a classification C of a lateral movability of the cargo; and performing at least one action based on the determined classification C of the lateral movability of the cargo.

Description

METHOD AND CONTROL UNIT FOR PERFORMING AT LEAST ONE ACTION BASED ON A CLASSIFICATION OF LATERAL MOVABILITY OF A CARGO

Technical field

The present invention relates to a vehicle, and in particular to a method and a control unit for performing at least one action based on a classification of a lateral movability of a cargo of the vehicle. The present invention also relates to a computer program and a computer-readable medium that implement the method according to the invention.

Background

The following background description constitutes a description of the background to the present invention, which does not, however, necessarily have to constitute prior art.

Many vehicles of today, such as e.g. heavy goods vehicles, comprise/carry cargo for which the center of gravity may change laterally. For example, some vehicles, such as cargo tank carrying vehicles or fire trucks, may transport large amounts of liquids that may move during the transport. Also, for vehicles performing for example animal transports, or performing transport of other movable types of cargo, the center of gravity for the cargo may also move. In this document, the embodiments of the invention are often explained for example cargos of liquid/viscous types. However, these examples may easily be extended to essentially any type of cargo having a center of gravity being movable in a lateral direction. Thus, the herein described invention provides a solution to problems generally related to essentially any kind of cargo having a movable center of gravity, for example in a lateral and/or vertical direction. Movements of a cargo, and thus movements of the center of gravity of the cargo, in the lateral direction, i.e. in a direction being essentially perpendicular to a longitudinal direction of the vehicle, often occurs in connection with one or more turns/curves being driven/taken by the vehicle. Thus, a vehicle moves in its longitudinal direction when it is driven straight ahead, i.e. when a steering/wheel angle is essentially zero such that the vehicle is not turning. When the vehicle moves in only its longitudinal direction, essentially no lateral forces are acting on the cargo, and the cargo and its center of gravity are normally essentially static in the lateral direction. However, in connection with one or more turns/curves, when a steering/wheel angle is or has been considerable, e.g. exceeding an angle threshold value, lateral forces start acting on the cargo, which may result in a lateral movement of the cargo and thus also in a lateral movement of the center of gravity for the cargo.

Brief description of the invention

Lateral movements of the cargo and its center of gravity may thus occur under some conditions, which may affect the driving of the vehicle in ways that may cause traffic hazard and/or may be experienced as unpleasant by a driver and/or passengers of the vehicle. The probability for buildup of lateral forces, and thus for a potential traffic hazard and/or an unpleasant experience to occur, may change over time, and may therefore be difficult for a driver and/or a control system of the vehicle to

predict/estimate.

For example, for a cargo tank vehicle carrying a liquid cargo or a viscous type cargo, e.g. a fuel or oil tank vehicle, the degree of movement of the cargo and its center of gravity may depend on how fully loaded the cargo tank is. In a fully loaded cargo tank, which may be the case when the cargo tank vehicle starts its delivery round, there is not much space available in the tank for the liquid or viscous cargo to move around in, wherefore the center of gravity for the cargo does not move very much laterally even if the vehicle drives through one or more sharp turns/curves. As the tank vehicle delivers its liquid or viscous cargo at stops along its delivery round, the level of liquid or viscous cargo in the cargo tank is reduced, and the cargo in the tank has more space to move around in the tank, wherefore more center of gravity movements in the lateral direction may occur. Typically, if the cargo tank is essentially half full, large movements of the center of gravity for the cargo may occur in the lateral direction in connection with the vehicle making turns/curves, due to the ample volume available for cargo movements. Also, when the cargo tank is half full, the weight of the remaining cargo is still considerable, wherefore considerable lateral forces may be created by the moving cargo when the vehicle makes one of more turns/curves.

When the cargo tank is essentially empty, there is plenty of space for the cargo to move around within the cargo tank, but the weight of the cargo is rather low, which limits the lateral forces created by the cargo in connection with the turns/curves.

The over time varying potential risk for traffic hazards and/or unpleasant experiences makes it difficult for a driver and/or a control system to estimate how sensitive the vehicle is for such lateral cargo movements at every instant, which also makes it difficult for the driver and/or the control system to correctly adapt the vehicle speed in curves/turns in order to safely and comfortably control the vehicle.

As a non-limiting example, a fuel delivery vehicle may in the morning leave a fuel storage with its cargo tank fully loaded with fuel which should be delivered along a delivery route. The fuel delivery vehicle may, when it is still fully loaded, pass one or more turns/curves, e.g. in one or more roundabouts, in the beginning of its route without any noticeable problem related to lateral forces. Then, after the fuel delivery vehicle has unloaded fuel at one or more stops on its route, the fuel delivery vehicle may again pass one or more turns/curves, e.g. the same one or more turns/curves as it passed in the beginning of the route. Since some of the fuel in its cargo tank has already been unloaded, there is more room for the fuel remaining in the cargo tank to move around. If, for example, about half of the fuel in the cargo tank has been unloaded, the remaining fuel in the tank still has a considerable weight and also has a lot of empty space in the tank to move within. Therefore, considerable lateral forces originating from the lateral moving fuel in the cargo tank may cooperate with the lateral forces acting on the vehicle itself in the one or more turns/curves, such that the vehicle may start to wobble, and might even overturn. This may be very

surprising for a driver and/or a control system since the vehicle may have had no problems in the same or corresponding turns/curves before, e.g. in the beginning of a rout when the tank was essentially full.

Thus, the lateral movements of the cargo, and thus also the lateral movement of the center of gravity of the cargo, may cause vehicle accidents causing possible personal injuries and/or considerable costs. For many vehicles carrying a liquid or viscous cargo, the cargo itself may be flammable and/or toxic, which adds to the potential injury risks and costs arising from the laterally movable cargo.

It is therefore an objective of the present invention to provide a method and a control unit for performing at least one action based on a classification of a lateral movability of the cargo, such that these problems are at least partly solved.

According to an aspect of the present invention, this objective is achieved through the above-mentioned method for a vehicle;

the vehicle including:

- a cargo having a center of gravity which may be movable in a lateral direction of the vehicle;

the method including:

- determining that a lateral force Fiat of the cargo acting on the vehicle is greater than a lateral force threshold value Flat-th; Flat > Flat-th;

- determining that at least one condition for determination of a lateral movability of the cargo is fulfilled;

- determining an oscillation of the lateral force Fiat of the cargo, the oscillation having a frequency FF-lat and an amplitude AF-lat; - determining, based on the determined frequency FF-lat and on a declination of the determined amplitude AF-lat during a time period T, the lateral movability of the cargo;

- determining, based on the determined lateral movability of the cargo, a classification C of a lateral movability of the cargo, the classification C of the lateral movability of the cargo indicating a risk associated with laterally moving cargo; and

- performing at least one action based on the determined classification C of the lateral movability of the cargo.

Hereby, the safety of the driver and/or passengers of the vehicle, as well as of drivers and/or passengers of other vehicles is enhanced, since the risk for wobbling and even overturning of the vehicle may be considerably reduced by the at least one action being performed based on the determined classification C.

The at least one action may include that one or more proactive warnings/indications are provided to the driver, whereby the driver may be informed that the vehicle speed should be reduced before an upcoming curve/turn. The at least one action may include that one or more reactive warnings/indications are provided to the driver, whereby the driver is informed of that e.g. the vehicle experienced wobbling and/or almost turned over in connection with the last turn. Based on this information, the driver may reduce the vehicle speed in order to reduce the risk for wobbling at an upcoming curve/turn. The at least one action may also include one or more evaluations of the driver behavior, including e.g. marking/grading the driving skills of the driver from a safety point of view.

The at least one action may also include usage of the determined lateral movability classification for autonomous control of the vehicle and/or as an input to a cruise control of the vehicle, which may considerably increase the safety of the vehicle, driver and/or passengers, due to a more precise control of the vehicle speed.

The determination of the lateral movability of the cargo, and thus also the

determination of the classification C, according to the method is very reliable and computationally efficient. The determinations are performed if the lateral force Fiat of the cargo is greater than a lateral force threshold value Flat-th; Fiat > Flat-th; and if at least one lateral movability determination condition is fulfilled, whereby the

determinations are only performed when they may result in exact and reliable values, and minimizes that determinations/calculations are performed when the reliability of the values is not high enough to be used as basis for decisions.

The determination of the lateral movability based on the oscillation features of the lateral force Fiat of the cargo according to the method results in an efficient

determination of reliable values for the lateral movability.

According to an embodiment of the present invention, wherein the at least one condition for determination of a lateral movability of the cargo includes one or more in the group:

- a wheel angle awheel of the steered wheels has been kept less than a straight threshold Gwheel_th_straight; G < + Gwheel_th_straight; during 3 Condition time period Tcondition exceeding a condition time threshold Tcondition_th, Tcondition > Tcondition_th;

- an average acceleration a for the vehicle is less than a first acceleration threshold value ath_i; a < athj ; during an acceleration taking place under a condition time period Tcondition exceeding a first acceleration condition time threshold Ta_condition_th_i ,

Ta_condition > T a_condition_th_1 ;

- an average acceleration a for the vehicle is less than a second acceleration threshold value ath_2; a < ath_2; during an acceleration taking place under a condition time period Tcondition exceeding a second acceleration condition time threshold

Ta_condition_th_2, Ta_condition > T a_condition_th_2i

- an inclination bΐo_hq in a longitudinal direction of the vehicle of a road section travelled by the vehicle is less than a longitudinal inclination threshold blong-th; bΐoh_q < bΐoί^; and

- an inclination b^ in the lateral direction of a road section travelled by the vehicle is less than a lateral inclination threshold b_lat- ; b_lat < b_lat- . Thus, according to the method, the determination of the lateral movability and the classification C is performed if at least one of these conditions is fulfilled. Hereby, these determinations are not performed for all other cases/situations when they would result in less reliable determined values. The fulfillment of one or more conditions thus eliminates cases/situations where additional forces would influence the determinations, such as additional forces resulting from

accelerations/retardations, longitudinal and/or lateral road inclinations, and/or further turns/swings, whereby the quality of the determination of the lateral movability and the classification C is increased and the computational complexity is reduced.

According to an embodiment, all of the conditions in the group should be fulfilled in order for the determination of the lateral movability and the classification C to be performed, which even further enhances the quality of the determinations and also further reduces the computational complexity.

According to an embodiment of the present invention, the determining of the oscillation of the lateral force Fiat of the cargo is based on an indication provided by one or more in the group:

- an accelerometer arranged in the vehicle; and

- a gyroscope arranged in the vehicle.

Hereby, the determining of the oscillation of the lateral force Fiat may be performed using one or more sensors often being included in the vehicle anyway, whereby no additional hardware complexity is added for the vehicle by the herein described embodiments.

According to an embodiment of the present invention, one or more of the determining of the lateral movability of the cargo and the determining of the classification C is based on at least one in the group:

- a weight of the cargo;

- a portion V/Vmax of a cargo space Vmax of the vehicle being occupied by the cargo;

- information related to a viscosity of the cargo; - information related to a driving schedule for the vehicle;

- information related to a loading schedule for the vehicle;

- information related to a delivery schedule for the vehicle;

- information related to one or more features of a road being travelled by the vehicle;

- information related to a vehicle configuration;

- information related to a trailer configuration; and

- information indicating a trend for a lateral movability of the cargo over time.

Vehicles of today include a large number of sensors that provide signals/indications related to a large number of parameters/features/states of the vehicle and/or its cargo. Such signals/indications are often generally available in the vehicle, e.g. via a communication bus, such as a controller area network (CAN) bus, arranged in the vehicle, and may thus be easily accessible for usage by the various determination embodiments described herein. Also, essentially any further information being associated with the cargo in any way may be used as a basis for the determinations. Such further information may be provided by essentially any entity, within the vehicle and/or external to the vehicle. Hereby, the reliability of the determinations may be increased. The possibilities for performing the determinations at all may then also be increased, since they may, according to various herein described embodiments, be based on various information, that may be available in various driving situations.

According to an embodiment of the present invention, the determining of the classification C of the lateral movability of the cargo includes correlating the determined lateral movability of the cargo with at least one in the group:

- a weight W of the cargo;

- a portion W/Wmax of a maximum cargo weight Wmax for a weight W of the cargo;

- a cargo space V being occupied by the cargo; and

- a portion V/Vmax of an available cargo space Vmax of the vehicle being occupied by the space S of the cargo. As mentioned in this document, the potential risk for wobbling and/or turning over may be associated with how full e.g. a cargo tank is, since the risk may be associated with the space available for movements of the cargo. Also, the potential risk for wobbling and/or turning may depend on how heavy the cargo is, i.e. on the weight and/or density of the cargo, since the resulting forces depends on the weight of the moving cargo. By correlating the determined lateral movability of the cargo with one or more parameters related to the fullness of the cargo tank and/or to the weight of the cargo, the classification C of the lateral movability is related to the potential risk for hazardous wobbling.

According to an embodiment of the present invention, when the classification C of the lateral movability of the cargo is altered by the determination of the classification C, the at least one action being performed includes performing one or more in the group:

- indicating that the vehicle speed v should be reduced before an upcoming turn if the determined classification C indicates a laterally moving cargo;

- determining a maximally allowed vehicle speed v_max to be used in an upcoming turn, and indicating the determined maximally allowed speed Vmax before the upcoming turn if the determined classification C indicates a laterally moving cargo;

- determining a maximally allowed vehicle speed Vmax to be used in an upcoming turn, and indicating that a reduction of the vehicle speed v should be performed before the upcoming turn if the vehicle speed v exceeds the maximally allowed vehicle speed

Vmax.

Hereby, the driver, a cruise control and/or an autonomous vehicle control may be dynamically informed by an indication/information being provided when the

classification C is changed by the herein described embodiments. The driver, the cruise control and/or the autonomous vehicle control may, based on this

indication/information, adjust the vehicle speed, e.g. by reducing it, in time before an upcoming turn/curve in order to avoid wobbling of the vehicle. The at least one action may thus include providing actual control commands/signals used for actively controlling the vehicle in this situation, and/or may include providing information to be displayed in a suitable way for the driver.

According to an embodiment of the present invention, the at least one action being performed includes:

- gathering information related to a vehicle speed v of the vehicle; and

- performing an analysis of a driver performance in relation to the determined classification C of the lateral movability of the cargo based on the gathered information.

Hereby, the tendency/willingness for driver to control the vehicle speed in a manner causing potential risks associated with laterally moving cargo may be determined. Such determined potentially risky behavior of the driver may be used as feedback to the driver and/or when training/educating the driver in safety driving of the vehicle.

According to an embodiment of the present invention, the at least one action being performed includes using the determined classification C as a basis for controlling autonomous driving of the vehicle.

Hereby, the safety of the autonomous driving of the vehicle may be considerably increased, by a more reliably determined vehicle speed to be used for autonomously controlling the vehicle.

According to an embodiment of the present invention, the at least one action being performed includes one or more in the group:

- providing the determined classification C to a cruise control system included in the vehicle; and

- using the determined classification C as a basis for a determination of a reference speed v_ref used by a cruise control system for regulating the vehicle speed v of the vehicle. Flereby, the safety of the cruise control speed control may be considerably increased, since the reference speed v_ref provided to the speed regulator by the cruise control system is determined taking the risk for vehicle wobbling into consideration.

According to an aspect of the present invention, the method further includes:

- determining, based on at least two frequencies FF-lat-1, FF_lat_2, . . . , FF_lat_n, and at least two amplitudes AF-lat-1, AF-lat-1, . . . , AF_lat_n, of the lateral force Fiat of the cargo determined in at least two differing points in time tF-lat-1, tF-lat-2, . . . , tF-lat-n

respectively, a trend for a lateral movability of the cargo over time.

The trend for a lateral movability of the cargo over time may be used for predicting the potential wobbling risk for the vehicle. For example, the features of the cargo may change over time, e.g. due to temperature changes over time, whereby the lateral movability over time may also change. By identifying the trend for the lateral movability, such changes may be taken into consideration when controlling the vehicle speed.

According to an aspect of the present invention, the lateral force Fiat of the cargo is a result of the vehicle having made at least one turn, the at least one turn including one in the group:

- one turn;

- a sequence of at least two turns; and

- at least one turn in connection with a roundabout.

The herein described embodiments may thus increase the safety of the vehicle, of the driver, of possible passengers, and of other vehicles in essentially any situations where the cargo might move in the lateral direction. According to an aspect of the present invention, the objective is achieved through a control unit of a vehicle;

the vehicle including:

the control unit being configured for:

- determining that a lateral force Fiat of the cargo acting on the vehicle is greater than a lateral force threshold value Flat-th; Fiat > Flat-th;

- determining an oscillation of the lateral force Fiat of the cargo, the oscillation having a frequency FF-lat and an amplitude AF-lat;

- determining, based on the determined frequency FF-lat and on a declination of the determined amplitude AF-lat during a time period T, the lateral movability of the cargo;

According to an aspect of the present invention, the objective is achieved through a vehicle including the control unit.

It will be appreciated that all the embodiments described for the method aspects of the invention are applicable also to the control unit aspect of the invention. Thus, all the embodiments described for the method aspects of the invention may be performed by the control unit, which may also be a control device, i.e. a device. The control unit and its embodiments have advantages corresponding to the advantages mentioned above for the method and its embodiments. According to an aspect of the present invention, the above-mentioned computer program and computer-readable medium are configured to implement the method and its embodiments described herein.

Brief list of figures

Embodiments of the invention will be illustrated in more detail below, along with the enclosed drawings, where similar references are used for similar parts, and where:

Figure 1 shows an example vehicle, in which embodiments of the present invention may be implemented,

Figures 2a-b show schematic lateral force curve examples,

Figures 3a-d show schematic lateral force curve examples,

Figure 4 illustrates a flow chart diagram for an embodiment,

Figure 5 shows a schematic lateral force curve used for illustrating a calculation example embodiment, and

Figure 6 shows a control unit, in which a method according to any one of the herein described embodiments may be implemented.

Description of preferred embodiments

Figure 1 schematically shows an exemplary heavy vehicle 100, such a vehicle carrying a cargo having an at least laterally movable cargo 120, i.e. having a laterally movable center of gravity 121 , which will be used to explain the herein presented embodiments. The embodiments are, however, not limited to use in vehicles as the ones shown in figure 1 , but may also be used in other vehicles, such as smaller vehicles carrying smaller cargos.

A vehicle 100, as shown schematically in figure 1 , comprises a pair of drive wheels 1 1 1 , 1 12 and at least one other pair of wheels 1 13, 1 14 being possible to steer to make turns/curves with the vehicle 100. The wheel angle of the steered wheels 1 13, 1 14 may be controlled by a steering arrangement 140 being controlled by a steering wheel 141 handled by the driver and/or by a steering control unit 142. The steering control unit 142 may be used in autonomous vehicles for steering the vehicle and/or may assist a driver in steering the vehicle 100. The wheel angle awheel of the steered wheels 1 13, 1 14 is associated to the steering angle asteering of the steering wheel 141 with a gearing ratio, which may for example be in the interval of 15: 1 < asteering : aWheel £ 26: 1 . As a non-limiting example, the gearing ratio asteering : aWheel may be 20: 1 .

The vehicle furthermore comprises a drivetrain 130 configured to transfer a torque between at least one power source 101 and the drive wheels 1 1 1 , 1 12. The at least one power source 101 may include a combustion engine, at least one electrical machine, or a combination of these, implementing a so-called hybrid drive. The at least one power source 101 may, when being a combustion engine, be provided with fuel from a fuel tank coupled to the at least one power source. The power source 101 may also be provided with electrical energy by at least one battery coupled to the at least one power source.

The at least one power source 101 is for example in a customary fashion, via an output shaft 102 of the engine 101 , connected to a clutch 106, and via the clutch also to a transmission/gearbox 103. The torque provided by the engine 101 is provided to an input shaft 109 of the gearbox 103. A propeller shaft 107, connected to an output shaft of the gearbox 103, drives the drive wheels 1 1 1 , 1 12 via a central gear 108, such as e.g. a customary differential, and drive shafts 104, 105 connected with the central gear 108. Also, one or more electrical machines may be arranged essentially anywhere in the vehicle 100, as long as torque is provided to one or more of the wheels 111 , 112, 113, 114, e.g. adjacent to one or more of the wheels 111 , 112, 113, 114, as is understood by a skilled person.

The vehicle 100 may further include one or more sensors 145, including e.g. at least one accelerometer and/or at least one gyroscope, located at suitable positions within the vehicle 100, such as e.g. on at least one frame member of the vehicle.

The vehicle 100 also may include an air suspension system (not shown in figure 1 ), including at least one suspension arrangement, for example one air suspension arrangement arranged at each one of the wheels of the vehicle. The air suspension system may, in addition to providing suspension for the vehicle 100, be arranged to also provide an estimation of the weight of the vehicle 100 and/or the cargo 120.

Also, the gearbox/transmission system 103 may be arranged for providing an estimation of the weight of the vehicle and/or of the cargo 120. The weight estimation of may be provided by a CAN (Controller Area Network) bus of the vehicle, where the CAN bus is arranged e.g. for connecting various control circuits of the vehicle.

The control unit/device 150 may include a first determination unit 151 , a second determination unit 152, a third determination unit 153, and a fourth determination unit 154, a fifth determination unit 155 and a sixth performance unit 156, as is mentioned below. The control unit/device 150 and/or another control unit/device may further be configured for controlling one or more of the at least one power source 101 , the clutch 106, the gearbox 103, and/or any other units/devices/entities of the vehicle. However, in figure 1 , only the units/devices/entities of the vehicle useful for understanding the present invention are illustrated.

The vehicle 100 may also include at least one input/output device 144 arranged for receiving an input from the driver and/or providing information to the driver, as is described more in detail below. The at least one input/output device 144 may include at least one button, at least one knob, at least one lever, at least one touch screen, or any other suitable input arrangement. The at least one input/output device 144 may also include at least lamp, indicator, instrument, display, touch screen, or any other suitable output arrangement.

The vehicle 100 may further include at least one communication device 170 arranged for communication with at least one entity external to the vehicle 100, such as e.g. an infrastructure entity 181 , a communication entity 185 of another vehicle 186 and/or a positioning information entity 190, as is mentioned below.

Figure 2a schematically shows an example of a lateral force as a function of time during and after a right turn/curve for a cargo which is laterally static/non-movable. As is illustrated in figure 2a, a lateral force acts on the laterally static/non-moving cargo essentially only during the turn/curve. Before and after the turn/curve, the lateral force is essentially equal to zero.

Figure 2b schematically shows an example of a lateral force as a function of time during and after a corresponding right turn/curve for a cargo which is laterally movable. As is illustrated in figure 2b, a lateral force acts on the laterally moving cargo during the turn/curve and also after the turn/curve. When the actual turn/curve is completed, the laterally movable cargo, e.g. being liquid/viscous and having been set in motion during the turn/curve, continues to move laterally back and forth e.g. in a cargo tank of the vehicle, which causes a force ripple after the turn/curve has been completed. Such a force ripple may be experienced as very annoying for a driver and/or passengers. The force ripple may even cause the vehicle to start wobbling, which may be very unpleasant and uncomfortable for the driver and/or passengers.

Figures 3a-d schematically illustrate a non-limiting example of a situation where the lateral force may reach such high levels that there is a risk for the vehicle to start wobbling, and even roll over. Figure 3a illustrates an example vehicle 100 having a laterally movable cargo, as explained above, which drives through a roundabout 300. Initially, the vehicle is driving straight ahead 310, i.e. with a steering wheel angle asteering and a wheel angle awheel of the steered wheels 1 13, 1 14 being essentially equal to zero degrees. The steering wheel angle asteering and a wheel angle awheel are associated with each other by a gearing ratio for vehicles being manually steered. As illustrated in figure 3a, the driver turns the steering wheel 141 , i.e. alters the steering wheel angle asteering and thus also alters the wheel angle awheel, by first 320 turning it to the right when the vehicle enters the roundabout. Then, when the vehicle 100 is in the roundabout, the driver turns the steering wheel 141 to the left 330 when the vehicle follows the curved half-circle of the roundabout. Finally, the driver turns the steering wheel 141 to the right 340 when it is time to leave the roundabout. Then, when the vehicle leaves the roundabout, the driver returns to a steering wheel angle being essentially zero degrees and keeps driving straight ahead 350. In an autonomous vehicle, a control unit would perform the steering of the wheel angle awheel of the steered wheels 1 13, 1 14.

It should be noted that the time axis/scale of figures 3a-d are essentially aligned, such that the forces resulting from the steering actions illustrated in figure 3a are illustrated essentially vertically beneath in figures 3b-d.

In figure 3b, the lateral force of the laterally movable cargo corresponding to the steering actions illustrated in figure 3a is illustrated. At 301 , the cargo, and thus also the center of gravity 121 of the cargo, starts to move to the left in vehicle, i.e. within the cargo tank 120, after the steering wheel 141 is turned to the right 320 and the vehicle 100 enters the roundabout 300. Then, at 302, the cargo, and thus also the center of gravity 121 of the cargo 120, moves to the opposite side, i.e. to the right side, of the vehicle 100, since the steering wheel 141 is turned to the left 330 from its right position 320. This turn from the right 320 to the left 330 position of the steering wheel 141 results in a corresponding large movement from the left to the right of the laterally movable cargo, whereby the movable cargo gains momentum by its movements and the amplitude of the lateral force is increased. For example, for a liquid or viscose cargo, a wave is hereby created which may then move back and forth within the cargo tank, and which may also increase in strength.

Then, the steering wheel is again turned to the right 340 when the vehicle exits the roundabout. At 303 and 304, the cargo moves back 303 towards and reaches 304 the left side of the vehicle 100, since the steering wheel 141 is turned to the right 340 from its left position 330. This turn from the left 330 to the right 340 position of the steering wheel 141 results in a corresponding large movement from the right 302 to the left 303 of the laterally movable cargo, whereby the amplitude of the lateral force is further increased at 304. Typically, a large wave of a liquid or viscose cargo has here moved back and forth 301 , 302, 303 a couple of times within the cargo tank, and has gained in amplitude whereby the lateral forces acting on the vehicle also has increased when it reaches 304 the left side of the vehicle 100.

The vehicle then leaves the roundabout 350, and the driver returns to the steering wheel 141 to an essentially straight position, i.e. to an steering/wheel angle being essentially zero degrees, and proceeds driving straight ahead. As mentioned above, when the turns/curves of the roundabout are completed, the laterally movable cargo having been set in motion during the turns/curves continues to move laterally back and forth e.g. in a cargo tank of the vehicle, causing a force ripple.

In the non-limiting example illustrated in figure 3b, the lateral force due to the movable cargo has a high amplitude when the vehicle leaves the roundabout 304, but is lower than a level where there is a risk for the vehicle to roll over.

Figure 3c schematically illustrates the lateral force due to the vehicle 100 itself, i.e. for the vehicle 100 without the laterally movable cargo. The lateral force for the vehicle itself is directed to the left 306 after the steering wheel 141 is turned to the right 320 and the vehicle 100 enters the roundabout 300. Then, the lateral force due to the vehicle itself moves to the right side 307 of the vehicle 100, since the steering wheel 141 is turned to the left 330 from its right position 320. Then, the steering wheel is again turned to the right 340 when the vehicle exits the roundabout, whereby the lateral force moves back towards the left side 308 of the vehicle 100, since the steering wheel 141 is turned to the right 340 from its left position 330. When the vehicle leaves the roundabout 350 and the driver returns to the steering wheel 141 to an essentially straight position, whereby the lateral force of the vehicle itself is essentially reduced to zero.

Figure 3d is a schematic illustration of the total resulting lateral force due to the vehicle and the movable cargo. Basically, the curve of the total resulting lateral force illustrated in figure 3d is a result of an addition of the lateral forces illustrated by the curves in figure 3b and figure 3c. As is illustrated in figure 3d, according to the non limiting example illustrated in figure 3d, the resulting total lateral force reaches 309 such high amplitudes that there is a risk that the vehicle rolls over in connection with when the vehicle leaves 309 the roundabout.

Thus, as illustrated in figures 3a-d, there is a risk that the vehicle wobbles and/or rolls over due to movements of laterally movable cargo when a vehicle performs one or more turns, e.g. in connection with a roundabout.

Figure 4 shows a flow chart for a method 400 of a vehicle 100, according to an embodiment of the present invention. The method 400, and its embodiments, may be performed by a control unit 150 of a vehicle 100 including/comprising/carrying a cargo 120 having a center of gravity 121 which may be movable in a lateral direction of the vehicle 100, as is explained in detail in this document. In this document, the lateral direction is a direction essentially perpendicular to the longitudinal direction of the vehicle, i.e. perpendicular to the direction in which the vehicle moves if the steering/wheel angle is zero.

It should be noted that the method steps illustrated in figure 4 and described herein do not necessarily have to be executed in the order illustrated in figure 4. The steps may essentially be executed in any suitable order, as long as the physical requirements and the information needed to execute each step is available when the step is executed.

In a first step 410 of the method, it is determined that a lateral force Fiat of the cargo 120 acting on the vehicle 100 is greater than a lateral force threshold value Flat-t ; Fiat > Flat-t . The lateral force Fiat of the cargo 120 may here be caused by one or more of a large number of possible movements of the vehicle. For example, the lateral force Fiat may be a result of the vehicle 100 having made at least one turn 320, 330, 340 (illustrated in figure 3a), a sequence of two or more turns and/or at least one turn in connection with a roundabout 300. According to a non-limiting example, the lateral force threshold value Flat-t is related to one or more features of the vehicle individual in question, such as e.g. the wheelbase or the center of gravity for the vehicle itself, and/or may have a value corresponding to lateral g-forces for example in the range of 0.05g-0.1 g measured e.g. by an accelerometer in the vehicle.

The lateral force Fiat of the cargo 120 acting on the vehicle 100 may, according to some embodiments, be determined based of indications/signals provided by the above mentioned one or more sensors 145. For example, at least one accelerometer and/or at least one gyroscope positioned on and/or at a frame member and/or the chassis of the vehicle may provide indications/signals that are associated with the movements of the cargo, and therefore may be used for determining the lateral force Fiat of the cargo 120 acting on the vehicle 100.

In a second step 420 of the method, it is determined that at least one condition for determination of a lateral movability of the cargo 120 is fulfilled. Some examples of such conditions are mentioned below.

In a third step 430 of the method, an oscillation of the lateral force Fiat of the cargo 120 is determined, wherein the determined oscillation has a frequency FF-lat and an amplitude AF-lat. In a fourth step 440 of the method, the lateral movability of the cargo 120 is

determined, based on the oscillation, more specifically based on the determined frequency FF-lat and on a declination of the determined amplitude AF-lat during a time period T. According to a non-limiting example, the time period T is related to one or more features of the vehicle, such as e.g. features associated with a cargo tank or a swash/wave protection of a tank, and may have a value in the range of 2-10 seconds.

In a fifth step 450 of the method, a classification C of a lateral movability of the cargo 120 is determined based on the determined lateral movability of the cargo 120.

In a sixth step 460 of the method, at least one action is performed based on the determined classification C of the lateral movability of the cargo 120. Some examples of such actions are mentioned below.

When the method is implemented, the risk for annoying and/or dangerous effects of laterally moving cargo is reliably reduced. According to the method, a classification C which indicates degree of movability for the cargo is determined. The classification C may be determined at suitable points in time, according to an embodiment when there has been a change in a load/weight status of the vehicle, such as for example when a cargo tank has been at least partly filled or emptied. This classification C may then be used for substantially counteracting dangerous vehicle behavior. For example, if the determined classification indicates that the cargo has a potentially dangerous lateral movability, the driver may be asked to decrease the vehicle speed before the next turn to be made by the vehicle. Alternatively, the vehicle speed may also be actively reduced by a vehicle speed regulating device in the vehicle. More examples of actions to be performed based on the determined classification C are described below.

As mentioned above, in order for the determination 430 of the oscillation of the lateral force Fiat to be performed, a general condition is that a lateral force Fiat of the cargo 120 acting on the vehicle 100 is great enough, i.e. greater than the lateral force threshold value Flat-th; Fiat > Flat-th; for a reliable determination to be performed. Also, at least one further condition should be fulfilled before the determination of the lateral movability of the cargo 120 is determined.

According to an embodiment, the at least one condition for determination of a lateral movability of the cargo 120, which should be fulfilled before the above mentioned determination 430 of the oscillation of the lateral force Fiat of the cargo 120 is performed, includes that a wheel angle awheel of the steered wheels 113, 114 arranged for causing the vehicle 100 to follow a desired direction/course, has been kept less than a straight threshold Gwheei_th_straight; a < + awheel_th_straight; during a condition time period Tcondition exceeding a condition time threshold Tconditionjh, Tcondition > Tcondition-th. The wheel angle awheel is with a gearing ratio associated with a steering angle asteering of the steering wheel 141 , which is understood by a skilled person. By fulfilling this condition, the determination of the lateral movability of the cargo may be performed essentially without the influence of further additional lateral forces. The lateral movability of the cargo may then be determined based on well-defined lateral forces, which reduces the computational complexity of the determination and also increases the precision of the determination. According to an embodiment, the straight threshold awheel _straight has a value in the interval of 0 < awheel _straight £ 1 °, which may for example correspond to a straight threshold asteeringjh_straight for steering angle asteering of the steering wheel 141 having a value in the interval of 0 <

asteering-th_straight £ 20° (if the gearing ratio is 20:1 as exemplified above). As a non- limiting example, the wheel angle straight threshold awheel _straight may have a value of 0.5°, which may correspond to the steering wheel straight threshold asteering-th_straight having a value of 10°. According to an embodiment, the condition time threshold Tconditionjh is related to one or more features of the vehicle, such as e.g. features associated with a cargo tank of the vehicle or a swash/wave protection of the tank, and may have a value in the range of 2-10 seconds.

According to an embodiment, the at least one condition for determination of a lateral movability of the cargo 120, which should be fulfilled before the above mentioned determination 430 of the oscillation of the lateral force Fiat of the cargo 120 is performed, includes that an average acceleration a for the vehicle 100 is less than a first acceleration threshold valueath ath-1; a < ath - -;1 during an acceleration taking place under a condition time period Tcondition exceeding a first acceleration condition time threshold Ta_conditionjhj ; Tcondition > Ta_condition_th_i . Hereby, the influence of longitudinal forces due to acceleration of the vehicle is limited such that the reliability of the determination of the lateral movability for the cargo is improved. According to a non limiting example, the first acceleration threshold value ath- 1 may have a value of ±0.25 m/s². According to a non-limiting example, the first acceleration condition time threshold T_a_conditionjhj may have a suitable value for capturing gentle accelerations and/or retardations of the vehicle and may be shorter than or equal to 10 seconds.

According to an embodiment, the at least one condition for determination of a lateral movability of the cargo 120, which should be fulfilled before the above mentioned determination 430 of the oscillation of the lateral force Fiat of the cargo 120 is performed, includes that an average acceleration a for the vehicle 100 is less than a second acceleration threshold value ath- 2; a < ath- 2; during a retardation taking place under a condition time period Tcondition exceeding a second acceleration condition time threshold Ta_conditionjhj, Tcondition > Ta_conditionjhj. Hereby, the influence of longitudinal forces due to deceleration of the vehicle is limited such that the reliability of the determination of the lateral movability for the cargo is improved. According to a non- limiting example, the second acceleration threshold value ath- 2 may have a value of ±2.5 m/s². According to a non-limiting example, the second acceleration condition time threshold Ta_.condmonjh j may have a value suitable for capturing more aggressive accelerations and/or retardations/decelerations of the vehicle, and may be longer than or equal to 0.5 seconds.

Thus, the second acceleration threshold value ath_2 may be higher than the first acceleration threshold value ath-1 whereas the first the first acceleration condition time threshold Ta_conndition-th_1 may be longer than the second acceleration condition time threshold Ta_conndition-th_2 . The acceleration may in these embodiments be either positive (increase in speed) or negative (reduction in speed). According to an embodiment, the at least one condition for determination of a lateral movability of the cargo 120, which should be fulfilled before the above mentioned determination 430 of the oscillation of the lateral force Fiat of the cargo 120 is performed, includes that an inclination blong in a longitudinal direction of the vehicle 100 of a road section travelled by the vehicle 100 is less than a longitudinal inclination threshold blong-th; blong < blong-th. Hereby, the influence of longitudinal forces due to road inclinations, due to e.g. a downhill and/or an uphill, is limited, whereby the reliability of the determination of the lateral movability for the cargo is improved. According to a non-limiting example, the longitudinal inclination threshold blong-th may have a value of 3°.

According to an embodiment, the at least one condition for determination of a lateral movability of the cargo 120, which should be fulfilled before the above mentioned determination 430 of the oscillation of the lateral force Fiat of the cargo 120 is performed, includes that an inclination blat in the lateral direction of a road section travelled by the vehicle 100 is less than a lateral inclination threshold blat-th; blat < blat-th. Hereby, the influence of lateral forces due to sideways uneven/inclined road sections, due to a skew/slant road, is limited, whereby the reliability of the

determination of the lateral movability for the cargo is improved. According to a non liming example, the lateral inclination threshold blat-th may have a value in the interval of 1 -2 °.

According to various embodiments, the determination 440 of the lateral movability of the cargo 120 and/or the determination 450 of the classification C are, are based on, in addition to the above mentioned lateral force oscillation frequency FF-lat and amplitude declination, at least one further information and/or parameter.

According to an embodiment, the lateral movability determination 440 and/or the classification C determination are based also on a weight of the cargo 120. The cargo weight may here be determined based on information on the CAN bus provided e.g. by an air suspension system and/or by a transmission system of the vehicle 100. The weight of the cargo may influence the risks associated with the moving cargo. For example, a heavier moving cargo may, due to greater created forces, more easily cause vehicle wobbling and/or rollover than a lighter cargo would, which has an influence e.g. on the classification C.

According to an embodiment, the lateral movability determination 440 and/or the classification C determination are based also on a portion V/Vmax of an available cargo space Vmax of the vehicle being occupied by the cargo 120. As mentioned above, a half full cargo tank carrying e.g. liquids may cause greater forces than a full or an empty cargo tank, which has an influence e.g. on the classification C.

According to an embodiment, the lateral movability determination 440 and/or the classification C determination 450 are based also on information related to a viscosity of the cargo 120. The viscosity of the cargo may influence how fast and how much the cargo moves within the vehicle, e.g. within the tank.

According to an embodiment, the lateral movability determination 440 and/or the classification C determination 450 are based also on information related to a driving schedule for the vehicle 100. The driving schedule may be used for estimating e.g. the weight of the vehicle, the cargo being carried by the vehicle and/or the degree of fulness of a cargo tank. Since the weight and/or the used cargo space portion V/Vmax may have an influence on the movability and/or the classification C, the driving schedule may be used as a basis for determining the movability and/or the

classification C.

According to an embodiment, the lateral movability determination 440 and/or the classification C determination 450 are based also on information related to a loading schedule for the vehicle 100. A loading schedule may e.g. comprise information about which type of cargo, and how much of that type of cargo, that is brought into the vehicle at what point in time. From the loading schedule, information may be deduced regarding e.g. the current cargo weight, the contents of the cargo and/or one or more features of the cargo. This information may be used when determining the movability and/or the classification of the cargo.

According to an embodiment, the lateral movability determination 440 and/or the classification C determination 450 are based also on information related to a delivery schedule for the vehicle 100. A delivery schedule may e.g. comprise information about which type of cargo, and how much of that type of cargo, that leaves the vehicle at what point in time. From the delivery schedule, information may be deduced regarding e.g. the current cargo weight, the contents of the cargo and/or one or more features of the cargo. This information may be used when determining the movability and/or the classification of the cargo.

According to an embodiment, the lateral movability determination 440 and/or the classification C determination 450 are based also on information related to one or more features of a road being travelled by the vehicle 100. Such road feature information may include e.g. information related to upcoming curves, turns, road crossings, roundabouts, e.g. how sharp the curves are and/or a diameter of a roundabout.

According to an embodiment, the lateral movability determination 440 and/or the classification C determination 450 are based also on information related to a vehicle configuration, e.g. what kind of suspension the vehicle has, how many axles the vehicle has and/or what kind of braking systems the vehicle has.

According to an embodiment, the lateral movability determination 440 and/or the classification C determination 450 are based also on information related to a trailer configuration, e.g. what kind of suspension the trailer has, how many axles the trailer has and/or what kind of braking systems the trailer has.

According to an embodiment, the lateral movability determination 440 and/or the classification C determination 450 are based also on information showing/indicating a trend for a lateral movability of the cargo 120 over time. The movability of the cargo may change over time, for example due to varying temperatures. Therefore, the movability trend may be taken into consideration when determining the lateral movability and/or the classification C.

Figure 5 schematically illustrates a non-liming example of a lateral movability determination 440 by usage of a schematic lateral force curve 500 having a frequency FF-lat and an alternating amplitude AF-lat. At a first point in time 501 , it is determined 420 that at least one condition for determination of lateral movability is fulfilled or has been fulfilled. For example, it may be determined 410 that at least one turn has been made by the vehicle 100, and that the vehicle thereafter has been driven essentially straight ahead for a while, i.e. that a < ± ath_straight has been fulfilled during a condition time period Tcondition exceeding a condition time threshold

Tcondition_th, Tcondition > Tcondition_th.

At a second point in time 502, a first amplitude value is detected, in this example being a minimum value AF_lat_min = - 0.5 at a minimum point for the curve. The second point in time 502 may of course be located at essentially any extreme point for the curve after the first point in time 501.

At a third point in time 503, a second amplitude value is detected, in this example being a maximum value AF_lat_max = 0.4 at a maximum point of the curve. Also, calculations are made based on the so far detected amplitude values, i.e. based on the first and second amplitudes values in this example. For example, an absolute difference DiffA between the first and second amplitude values may be calculated; DiffA = 0.9; and/or an absolute relation value ReIA between the first and second amplitude values may be calculated; ReIA = 0.4/0.5 = 0.8. The third point in time 503 may be essentially any extreme point for the curve after the second point in time 502, typically the next extreme point after the second point in time 502. At a fourth point in time 504, a third amplitude value is detected, in this example being a minimum value AF_lat_min = -0.32 at the next minimum point of the curve. Also, calculations are made based on the last two detected amplitude values, i.e. based on the second and third amplitudes values. For example, an absolute difference DiffA between the second and third amplitude values may be calculated; DiffA = 0.72;

and/or an absolute relation value ReIA between the second and third amplitude values may be calculated; ReIA = 0.32/0.4 = 0.8. The fourth point in time 504 may be essentially any extreme point for the curve after the third point in time 503, typically the next extreme point after the third point in time 503.

At a fifth point in time 505, a fourth amplitude value is detected, in this example being a maximum value AF-lat_max = 0.256 at the next maximum point of the curve. Also, calculations are made based on the last two detected amplitude values, i.e. based on the third and fourth amplitudes values. For example, an absolute difference DiffA between the third and fourth amplitude values may be calculated; DiffA = 0.576;

and/or an absolute relation value ReIA between the second and third amplitude values may be calculated; ReIA = 0.256/0.32 = 0.8. The fifth point in time 505 may be essentially any extreme point for the curve after the fourth point in time 504, typically the next extreme point after the fourth point in time 504.

Based on one or more of these detected and calculated values associated with the lateral force curve, which may be a curve determined based on measurements of an accelerometer and/or a gyroscope, it may be determined/calculated how fast the ripple/amplitude of the lateral force fades out/declines, e.g. during a time period Tdeciine = t2-ti associated with the frequency FF-lat of the lateral force curve, for example between the third 503 and fifth 505 points in time.

The absolute relation value ReIA gives an indication on how much force that is lost each time the cargo changes its direction, e.g. each time a fluid flow turns at a wall of a cargo tank and flows away from that wall. A cargo having zero movability would have an absolute relation value ReIA of 0; ReIA = 0; since it does not move at all. Correspondingly, an absolute relation value ReIA of 1 ; ReIA = 1 ; would result in a cargo flowing back and forth in the cargo tank forever without any losses/reductions in amplitude. As a non-limiting example, it may be mentioned that diesel transported in a cargo tank may have a relation value ReIA of approximately 0.8; ReIA = 0.8.

According to some embodiments described below, when the lateral movability of the cargo has been determined 440 as described above, the lateral movability may be correlated with at least one parameter in order to determine 450 the classification C of the lateral movability of the cargo. In order to reduce the computational complexity, the correlation may according to an embodiment be performed by comparing the lateral movability with one or more predetermined parameter values, e.g. by usage of a look up table (LUT) having values specific for the determined lateral movability. Basically, when the lateral movability has been determined, a look up table including values corresponding to that lateral movability may be searched for one or more other parameter values, whereby a classification C may be easily found in the table, as is exemplified below.

According to an embodiment, the classification C of the lateral movability of the cargo 120 is determined by usage of a correlation of the determined lateral movability with a weight W of the cargo 120. The fact that a greater weight might cause greater potential danger than a smaller weight is hereby taken into consideration when the classification C is determined 450, since the classification C is then based also on the weight W of the cargo 120. For example, a look up table corresponding to the determined 440 lateral movability may then include cargo weight W values

associated with classification C values, whereby a classification C may be easily determined 450 from the contents of the look up table.

According to an embodiment, the classification C of the lateral movability of the cargo 120 is determined by usage of a correlation of the determined lateral movability with a portion W/Wmax of a maximum cargo weight Wmax for a weight W of the cargo 1 20. The fact that a greater weight might cause greater potential danger than a smaller weight is hereby taken into consideration when the classification C is determined 450, since the classification C is then related/associated also to the weight W of the cargo 120. Also, the value of the weight portion W/Wmax may indicate how fully loaded the vehicle is with cargo, e.g. how full a cargo tank is. As mentioned above, the fullness level of a tank may have a great impact on the potential problems related to the cargo, which is hereby also taken into consideration in the classification C. For example, a look up table corresponding to the determined 440 lateral movability may then include values for the portion W/Wmax of the maximum cargo weight Wmax that are associated with classification C values, whereby a classification C may be easily determined 450 from the contents of the look up table. Table 1 illustrates a non limiting example of such a look upon table.

For example, the lateral movability of the cargo may have been determined based on analysis of the ripple of the lateral force curve, as described above. As a non-limiting example, the lateral movability may have been determined to a value of 0.8, which corresponds to diesel.

Table 1. Example of a look up table for classification

As illustrated in the example of Table 1 , for small values of the weight portion

W/Wmax, the classification C is determined 450 to a small value for the determined 440 movability, indicating a small potential risk for cargo related problems due to the lateral movability. Also, for high values of the weight portion W/Wmax, the

classification C is determined 450 to relatively small values for the determined 440 movability, indicating a small potential risk for cargo related problems due to the lateral movability. However, for an essentially half full vehicle, having e.g.

approximately 50% weight portion W/Wmax, the classification C is determined 450 to a great value for the determined 440 movability, indicating a substantial risk for cargo related problems due to the lateral movability. For this reason, the highest

classification value (C = 10) is present in the look up table for the half full (W/Wmax = 50%) diesel cargo tank in this example.

As is understood by a skilled person, a corresponding look up table for the other herein mentioned parameters, e.g. for the weight W, the space V and/or the space portion V/Vmax of the cargo, may also be determined and used for the determination 450 of the classification C.

According to an embodiment, the classification C of the lateral movability of the cargo 120 is determined 450 by usage of a correlation of the determined lateral movability with a cargo space V being occupied by the cargo 120. The fact that some cargo spaces/volumes V might cause greater potential danger than other spaces/volumes is hereby taken into consideration when the classification C is determined 450, since the classification C is then based also on the cargo space V of the cargo 120. For example, a look up table corresponding to the determined 440 lateral movability may then include cargo space V values associated with classification C values, whereby a classification C may be easily determined 450 from the contents of the look up table.

According to an embodiment, the classification C of the lateral movability of the cargo 120 is determined by usage of a correlation of the determined lateral movability with a portion V/Vmax of an available cargo space Vmax of the vehicle being occupied by the space S of the cargo 120. The fact that some used cargo spaces/volumes V might cause greater potential danger than other used spaces/volumes is hereby taken into consideration when the classification C is determined 450. The value for the used portion V/Vmax of an available cargo space Vmax indicates how fully loaded the vehicle is with cargo, e.g. how full a cargo tank is. As mentioned above, the fullness level of a tank may have a great impact on the potential problems related to the cargo, which is hereby also taken into consideration in the classification C. For example, a look up table corresponding to the determined 440 lateral movability may then include values for the portion V/Vmax of an available cargo space Vmax that are associated with classification C values, whereby a classification C may be easily determined 450 from the contents of the look up table.

The above described determination of the oscillation of the lateral force Fiat of the cargo 120, i.e. the determination of the frequency FF-lat and an amplitude AF-lat, may be repeated at two or more points in time tF-lat-1, tF-lat-2 , tF_lat_n. Then, a trend for a lateral movability of the cargo 120 over time may be determined based on at least two frequencies FF-lat-1, FF-lat-2, . . . , FF_lat_n and at least two amplitudes AF-lat-1 , AF-lat-1 , . . . , AF_lat_n determined in at least two differing points in time tF_lat_1, tF_lat_2, . . . , tF_lat_n, respectively. Also, a trend for the classification C of the lateral movability of the cargo may be determined over time for the cargo. The one or more determined trends for the lateral movability and/or classification of the cargo may be utilized for predictions of at least one feature associated with the movable cargo, e.g. how the movability for the cargo will probably change during an upcoming road section, delivery route, work day or the like.

As mentioned above, at least one action is performed based on the determined classification C. The at least one action may e.g. be in the form of information to a driver of the vehicle, and/or in the form of control commands/signals used for actively controlling the vehicle. The position of the vehicle 100 in relation to the upcoming turn may here be determined based on positioning information, e.g. global positioning system (GPS) information, in combination with digital map information.

According to an embodiment, the at least one action 460 includes, when the classification C of the lateral movability of the cargo 120 is altered by the classification determination 450, providing an indicating 461 , e.g. by usage of the input/output device 144, to the driver to lower/decrease the speed before an upcoming turn. Such a reduced speed indication may typically be provided to the driver if the determined classification C indicates a laterally moving cargo 120. The at least one action may also include providing actual control commands/signals used for actively controlling the vehicle in this situation, e.g. for an autonomous vehicle or for a cruise control system.

According to an embodiment, the at least one action 460 includes, when the classification C of the lateral movability of the cargo 120 is altered by the

classification determination 450, a determination 462 of a maximally allowed vehicle speed Vmax to be used in an upcoming turn. The determined maximally allowed vehicle speed v_max is then indicated to the driver, e.g. by usage of the input/output device 144 before the vehicle reaches the upcoming turn. Such an indication may typically be provided to the driver if the determined classification C indicates a laterally moving cargo 120. The at least one action may also include providing actual control commands/signals used for actively controlling the vehicle in this situation, e.g. for an autonomous vehicle or for a cruise control system.

classification determination 450, a determination 463 of a maximally allowed vehicle speed Vmax to be used in an upcoming turn. It is then indicated to the driver that the vehicle speed v should lower/reduce before the upcoming turn if the vehicle speed v exceeds the maximally allowed vehicle speed Vmax; v > Vmax. The indication to the driver may be provided by usage of the input/output device 144. Such an indication may typically be provided to the driver if the determined classification C indicates a laterally moving cargo 120. The at least one action may also include providing actual control commands/signals used for actively controlling the vehicle in this situation, e.g. for an autonomous vehicle or for a cruise control system. According to some embodiments, the at least one action may also be performed 460 in order to evaluate the driver and/or the vehicle 100. The at least one action may then include at least gathering/collecting 464 information related to a vehicle speed v of the vehicle 100, which may be conducted during an analysis time period Tanaiysis having a length being related to one or more features of the driving situation, the vehicle and/or the cargo. The analysis time period Tanaiysis may for example have a length making it possible to capture a driving situation, such as e.g. a sharp turn, of the vehicle. As a non-limiting example, analysis time period Tanaiysis may be 5 seconds long. The at least one action may then also include performing 465 an analysis of a driver performance in relation to the determined classification C of the lateral movability of the cargo 120 based on the gathered/collected information. Thus, the information related to the vehicle speed v may then be correlated with the determined classification C. From this correlation, it may be determined how the driver drives the vehicle, for example how risky the driving style of the driver is in relation to the risk for laterally movable cargo problems. If a high classification value has been determined, e.g. C = 10, and the driver still drives the vehicle at high speeds in curves, there might be a high risk for accidents. In such a situation, the driver may be urged to reduce the vehicle speed by a suitable indication provided to the driver. Also, the driver may also be urged to attend complementary driving courses and/or may automatically be registered to such courses.

As mentioned above, the determined classification C may also be used for other purposes, such for a direct control of the vehicle 100. According to an embodiment, the determined classification C may be utilized as a basis for controlling autonomous driving of the vehicle 100, i.e. for controlling a vehicle being autonomously controlled at least partly without the influence of a driver. For example, the vehicle speed being requested by the autonomous control system may be determined based at least on the classification C. As is understood by a skilled person, the autonomous control of the vehicle may also be based on a number of other parameters, such as e.g. based on an actual vehicle speed, a position of the vehicle and/or information related to an upcoming road section ahead of the vehicle, including e.g. curve, junction, crossing or roundabout information and/or road inclination information. The determined classification C may also be provided 467 to a cruise control system included in the vehicle 100 for regulating the vehicle speed. According to an embodiment, the determined classification C may be utilized 468 as a basis for a determination of a reference speed v_ref used by a cruise control system for regulating the vehicle speed v of the vehicle 100. In many cruise control systems of today, the driver indicates a set speed v_set, which the driver wants the vehicle to generally hold, e.g. when the vehicle is driving on a flat road without any disturbing traffic in from of it. The cruise control system may, however, under certain conditions regulate the vehicle speed towards a reference speed v_ref instead of towards the set speed v_set.

For example, for hilly road sections, it may reduce the fuel consumption to slightly divert from the set speed v_set during periods where the force of gravity may be utilized for driving the vehicle forward. Also, the vehicle speed may have to be reduced below the set speed v_set by the cruise control system if there are other vehicles in front of the vehicle. Correspondingly, the cruise control system may have to reduce the requested speed below the set speed v_set to a lower reference speed Vref if the classification C has a value indicating that there is a substantial risk/danger associated with the laterally movable cargo. As is understood by a skilled person, the cruise control of the vehicle may also be based on a number of other parameters, such as e.g. based on an actual vehicle speed, a position of the vehicle and/or information, including e.g. curve, junction, crossing or roundabout information and/or road inclination information, related to an upcoming road section ahead of the vehicle.

According to some embodiments, the determined lateral movability and/or

classification C of the cargo is provided to the vehicle 100 by another vehicle 186, i.e. by so-called vehicle-to-vehicle (V2V) communication, and/or by an infrastructure entity 181 , i.e. by so-called vehicle-to-infrastructure (V2I) communication, i.e. by vehicle-to everything (V2X) communication. Also, essentially any information that may be relevant for determining the lateral movability, the classification C of the cargo and/or the actions to be performed may be provided to the vehicle 100 by another vehicle 186 (V2V) and/or by an infrastructure entity 181 (V2I). The

information may then include e.g. information associated with the curvature of the present and/or upcoming road section, information associated with the slope/inclination of the present and/or upcoming road section and/or information associated with the cargo being or to be transported by the vehicle 100.

According to an aspect of the present invention, a control unit 150 of a vehicle 100 including/carrying a cargo 120 having a center of gravity 121 which may be movable in a lateral direction of the vehicle 100 is presented.

The control unit 150 is configured for, e.g. includes means for:

- determining 41 0 that a lateral force Fiat of the cargo 1 20 acting on the vehicle 1 00 is greater than a lateral force threshold value Flat-th; Fiat > Flat-th;

- determining 420 that at least one condition for determination of a lateral movability of the cargo 120 is fulfilled;

- determining 430, an oscillation of the lateral force Fiat of the cargo 120, the oscillation having a frequency FF-lat and an amplitude AF-lat;

- determining 440, based on the determined frequency FF-lat and on a declination of the determined amplitude AF-lat during a time period T, the lateral movability of the cargo 120;

- determining 450, based on the determined lateral movability of the cargo 120, a classification C of a lateral movability of the cargo 120; and

- performing 460 at least one action based on the determined classification C of the lateral movability of the cargo.

The control unit 150, e.g. a device or a control device, according to the present invention may be arranged for performing all of the above, in the claims, and the herein described embodiments method steps. The control unit 150 is hereby provided with the above described advantages for each respective embodiment. The present invention is also related to a vehicle 100 including the control unit 150.

According to various embodiments of the present invention, the at least one communication device 170 may be essentially any device transferring information to and/or from the vehicle 100, and the at least one entity 181 , 185, 186, 190 external to the vehicle 100 may be essentially any external entity communicating with the vehicle 100, i.e. with the at least one communication device 170, for the transfer of the information to and/or from the vehicle 100. Thus, the at least one external entity 181 , 185, 186, 190 may e.g. be associated with, such as being included in, an

infrastructure entity 181 and/or another vehicle 186. Correspondingly, as mentioned above, the at least one communication device 170 may be a vehicle-to-vehicle (V2V) communication device, a vehicle-to-infrastructure (V2I) communication device, and/or a vehicle-to-everything (V2X) communication device, such that communication between the vehicle 100 and the at least one external entity 181 , 185, 186, 190 is achieved/provided, e.g. in accordance with a suitable communication protocol.

The person skilled in the art will appreciate that a the herein described embodiments for determining a lateral movability and a classification C thereof for a cargo may also be implemented in a computer program, which, when it is executed in a computer, instructs the computer to execute the method. The computer program is usually constituted by a computer program product 603 stored on a non-transitory/non- volatile digital storage medium, in which the computer program is incorporated in the computer-readable medium of the computer program product. The computer- readable medium comprises a suitable memory, such as, for example: ROM (Read- Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk unit, etc.

Figure 6 shows in schematic representation a control unit 600/150, which may correspond to or may include one or more of the above-mentioned control units 151 , 152, 153, 154, 155, 156, i.e. a first determination unit 151 performing the first method step 410, a second determination unit 152 performing the second method step 420, a third determination unit 153 performing the third method step 430, a fourth

determination unit 154 performing the fourth method step 440, a fifth determination unit 155 performing the fifth method step 450, and a sixth performance unit 156 performing the sixth method step 460. The control unit 600/150 comprises a computing unit 601 , which can be constituted by essentially any suitable type of processor or microcomputer, for example a circuit for digital signal processing (Digital Signal Processor, DSP), or a circuit having a predetermined specific function

(Application Specific Integrated Circuit, ASIC). The computing unit 601 is connected to a memory unit 602 arranged in the control unit 600/150, which memory unit provides the computing unit 601 with, for example, the stored program code and/or the stored data which the computing unit 601 requires to be able to perform

computations. The computing unit 601 is also arranged to store partial or final results of computations in the memory unit 602.

In addition, the control unit 600/150 is provided with devices 611 , 612, 613, 614 for receiving and transmitting input and output signals. These input and output signals can contain waveforms, impulses, or other attributes which, by the devices 611 , 613 for the reception of input signals, can be detected as information and can be converted into signals which can be processed by the computing unit 601. These signals are then made available to the computing unit 601. The devices 612, 614 for the transmission of output signals are arranged to convert signals received from the computing unit 601 in order to create output signals by, for example, modulating the signals, which can be transmitted to other parts of and/or systems in the vehicle.

Each of the connections to the devices for receiving and transmitting input and output signals can be constituted by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or some other bus configuration; or by a wireless connection. A person skilled in the art will appreciate that the above-stated computer can be constituted by the computing unit 601 and that the above- stated memory can be constituted by the memory unit 602.

Control systems in modern vehicles commonly comprise communication bus systems consisting of one or more communication buses for linking a number of electronic control units (ECU's), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units and the responsibility for a specific function can be divided amongst more than one control unit. Vehicles of the shown type thus often comprise significantly more control units than are shown in figures 1 and 6, which is well known to the person skilled in the art within this technical field.

In a shown embodiment, the embodiments of the present invention may be implemented by the above mentioned control unit 600, 150. The embodiments of the invention may also, however, be implemented wholly or partially in one or more other control units already present in the vehicle, or in some control unit dedicated to the embodiments of the present invention.

Here and in this document, units are often described as being arranged for performing steps of the method according to the invention. This also includes that the units are designed to and/or configured to perform these method steps.

The one or more control units 151 , 152, 153, 154, 155, 156 are in figure 1 illustrated as separate units. These units 151 , 152, 153, 154, 155, 156 may, however, be logically separated but physically implemented in the same unit, or can be both logically and physically arranged together. These units 151 , 152, 153, 154, 155, 156 may for example correspond to groups of instructions, which can be in the form of programming code, that are input into, and are utilized by a processor/computing unit 601 when the units are active and/or are utilized for performing its method step, respectively.

The present invention is not limited to the above described embodiments. Instead, the present invention relates to, and encompasses all different embodiments being included within the scope of the independent claims.

Claims

1. Method (400) for a vehicle (100);

the vehicle (100) including:

- a cargo (120) having a center of gravity (121 ) which may be movable in a lateral direction of the vehicle (100);

the method including:

- determining (410) that a lateral force Fiat of the cargo (120) acting on the vehicle (100) is greater than a lateral force threshold value Flat-th; Fiat > Flat-th;

- determining (420) that at least one condition for determination of a lateral movability of the cargo (120) is fulfilled;

- determining (430) an oscillation of the lateral force Fiat of the cargo (120), the oscillation having a frequency FF-lat and an amplitude AF-lat;

- determining (440), based on the determined frequency FF-lat and on a declination of the determined amplitude AF-lat during a time period T, the lateral movability of the cargo (120);

- determining (450), based on the determined lateral movability of the cargo (120), a classification C of a lateral movability of the cargo (120), the classification C of the lateral movability of the cargo indicating a risk associated with laterally moving cargo; and

- performing (460) at least one action based on the determined classification C of the lateral movability of the cargo (120).

2. Method (400) according to claim 1 , wherein the at least one condition for determination of a lateral movability of the cargo (120) includes one or more in the group:

- a wheel angle awheel of steering wheels (1 13, 1 14) of the vehicle has been kept less than a straight threshold a_{Wheei_th_straight}; a < ± a_{Wheei_th_straight}; during a condition time period Ta_conndition eeding a condition time threshold Tcondintion_th, Tcondintion > Tcondintion_th;

- an average acceleration a for the vehicle (100) is less than a first acceleration threshold value a_th-1; a < ath_1; during an acceleration taking place under a condition time period Tcondintion_ ethxceeding a first acceleration condition time threshold Ta_condition_th_1 , Ta_condition > T a_condition_th_1 ;

- an average acceleration a for the vehicle (100) is less than a second acceleration threshold value ath_2; a < ath_2; during an acceleration taking place under a condition time period Tcondition exceeding a second acceleration condition time threshold

Ta_condition_th_2, Ta_condition > T a_condition_th_2;

- an inclination blong in a longitudinal direction of the vehicle (100) of a road section travelled by the vehicle (100) is less than a longitudinal inclination threshold blong-th; blong < blong_th; and

- an inclination blat in the lateral direction of a road section travelled by the vehicle (100) is less than a lateral inclination threshold blat-th; biat < blat-th.

3. Method (400) according to any one of claims 1 -2, wherein the

determining (430) of the oscillation of the lateral force Fiat of the cargo (120) is based on an indication provided by one or more in the group:

- an accelerometer (145) arranged in the vehicle (100); and

- a gyroscope (145) arranged in the vehicle (100).

4. Method (400) according to any one of claims 1 -3, wherein one or more of the determining (440) of the lateral movability of the cargo (120) and the determining (450) of the classification C is based on at least one in the group:

- a weight of the cargo (120);

- a portion V/Vmax of a cargo space Vmax of the vehicle being occupied by the cargo

(120);

- information related to a viscosity of the cargo (120);

- information related to a driving schedule for the vehicle (100);

- information related to a loading schedule for the vehicle (100);

- information related to a delivery schedule for the vehicle (100);

- information related to one or more features of a road being travelled by the vehicle

(100);

- information related to a vehicle configuration;

- information related to a trailer configuration; and

- information indicating a trend for a lateral movability of the cargo (120) over time.

5. Method (400) as claimed in any one of claims 1 -4, wherein the determining (450) of the classification C of the lateral movability of the cargo (120) includes correlating the determined (440) lateral movability of the cargo (120) with at least one in the group:

- a weight W of the cargo (120);

- a portion W/Wmax of a maximum cargo weight Wmax for a weight W of the cargo

(120);

- a cargo space V being occupied by the cargo (120); and

- a portion V/Vmax of an available cargo space Vmax of the vehicle being occupied by the space S of the cargo (120).

6. Method (400) as claimed in any one of claims 1 -5, wherein, when the classification C of the lateral movability of the cargo (120) is altered by the

determination (450) of the classification C, the at least one action being performed (460) includes performing one or more in the group:

- indicating (461 ) that the vehicle speed v should be reduced before an upcoming turn if the determined classification C indicates a laterally moving cargo (120);

- determining (462) a maximally allowed vehicle speed Vmax to be used in an upcoming turn, and indicating the determined maximally allowed speed Vmax before the upcoming turn if the determined classification C indicates a laterally moving cargo (120);

- determining (463) a maximally allowed vehicle speed Vmax to be used in an upcoming turn, and indicating that the vehicle speed v should be reduced before the upcoming turn if the vehicle speed v exceeds the maximally allowed vehicle speed

Vmax.

7. Method (400) as claimed in any one of claims 1 -6, wherein the at least one action being performed (460) includes:

- gathering (464) information related to a vehicle speed v of the vehicle (100); and

- performing (465) an analysis of a driver performance in relation to the determined classification C of the lateral movability of the cargo (120) based on the gathered information.

8. Method (400) as claimed in any one of claims 1 -7, wherein the at least one action being performed (460) includes using (466) the determined classification C as a basis for controlling autonomous driving of the vehicle (100).

9. Method (400) as claimed in any one of claims 1 -8, wherein the at least one action being performed (460) includes one or more in the group:

- providing (467) the determined classification C to a cruise control system () included in the vehicle (100); and

- using (468) the determined classification C as a basis for a determination of a reference speed v_ref used by a cruise control system for regulating the vehicle speed v of the vehicle (100).

10. Method (400) as claimed in any one of claims 1 -9, further including:

- determining, based on at least two frequencies FF-lat-1, FF_lat_2, . . . , FF_lat_n, and at least two amplitudes AF_lat_1 , AF_lat_1 , . . . , AF_lat_n, of the lateral force Fiat of the cargo (120) determined in at least two differing points in time tF-lat-1, tF-lat-2 , . . . , tF_lat_n, respectively, a trend for a lateral movability of the cargo (120) over time.

1 1. Method (400) as claimed in any one of claims 1 -10, wherein the lateral force Fiat of the cargo (120) is a result of the vehicle (100) having made at least one turn (320, 330, 340), the at least one turn (320, 330, 340) including one in the group:

- one turn;

- a sequence of at least two turns; and

- at least one turn in connection with a roundabout (300).

12. Computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method (400) according to any one of the claims 1 -11.

13. Computer-readable medium comprising instructions which, when executed by a computer, cause the computer to carry out the method (400) according to any one of the claims 1 -1 1 .

14. A control unit (150) of a vehicle (100);

the vehicle (100) including:

the control unit (150) being configured for:

15. Vehicle including a control unit (150) according to claim 14.