EP3639246A1 - Procédé d'optimisation de la conduite d'un véhicule automobile sur une voie de circulation - Google Patents

Procédé d'optimisation de la conduite d'un véhicule automobile sur une voie de circulation

Info

Publication number
EP3639246A1
EP3639246A1 EP18731383.8A EP18731383A EP3639246A1 EP 3639246 A1 EP3639246 A1 EP 3639246A1 EP 18731383 A EP18731383 A EP 18731383A EP 3639246 A1 EP3639246 A1 EP 3639246A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
motor vehicle
current
motor
route
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18731383.8A
Other languages
German (de)
English (en)
Inventor
Thomas SCH NHAAR
Robert DR. M LLER
Robert THEILACKER
Henrik C DR. B LAU
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP3639246A1 publication Critical patent/EP3639246A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/004—Indicating the operating range of the engine

Definitions

  • the present invention relates to a method for optimizing the travel of a motor vehicle on a driving route according to the preamble of claim 1.
  • DE 10 2004 002 493 A1 discloses an operating data acquisition for evaluating the route behavior of a motor vehicle. In this case, for example, the average speed, maximum speed, stop time and the number of changes between accelerator pedal and brake pedal actuations the Routing sections between two vehicle stops assigned.
  • DE 10 2004 002 492 B4 discloses an operating data acquisition for evaluating the thermal component load of motor vehicle components.
  • the temperature of motor vehicle components or an operating medium is taken into account, but also the recorded Auffilspannen and Abkühlspannen.
  • the procedure is onboard and the data acquisition can be done by data storage by means of the transmission control unit.
  • DE 10 2004 002 496 B4 discloses another operational data acquisition method for evaluating the energy or fuel consumption of motorized motor vehicles. In this case, essentially the downtimes with running drive motor are included in the evaluation. Again, it is proposed to store the corresponding data resulting from the evaluation in the transmission control unit.
  • DE 10 2004 002 495 A1 describes an operating data acquisition method for evaluating the drive energy consumption of motor-driven motor vehicles while taking the driver's behavior into account.
  • the rating is based on the number of stops per kilometer or average speed. It is proposed to compare the fuel consumption of two vehicles having traveled the same distance with an almost identical number of stops per kilometer and an identical average speed, because it is crucial for the fuel consumption whether this route has been driven dynamically or with foresight.
  • the frequency of load changes has an impact on ride comfort, which is important when transporting passengers.
  • the data can in turn be stored in the transmission control unit.
  • DE 100 55 795 A1 discloses a method for determining the fuel consumption in motor vehicles, wherein the fuel consumption from the current operating data and characteristics of the internal combustion engine is determined, and wherein at least the current injection quantity is determined and determined from this the currently indexed, the engine-outputable torque becomes.
  • WO 201 1/154082 A1 describes a method for setting switching points in a transmission or for increasing the torque of an electric drive machine, wherein a provided in the transmission kick-down function is selectively switched on and off, depending on various detected boundary conditions, such as current road gradient, the current speed and the current vehicle acceleration.
  • DE 10 2008 040 284 A1 discloses a method for acquiring predetermined data during the operation of a motor vehicle, wherein the acquired data is detected and evaluated driver-dependent. Depending on the evaluation of the driving style, optimization instructions can be output to the driver in question.
  • the ascertained driving style of each driver or functions or settings desired by the respective driver can be stored on an internal storage medium or on an external storage medium. It is thus possible for the personal driving style or functions or settings desired by the respective driver to be transmitted via the storage medium to the control unit of the vehicle before the start of the journey.
  • the driving style determined in each case for a driver can be adapted to a predetermined desired driving mode, to a driving route or to a load.
  • the data can be stored and transmitted by means of a central device, the data transmission being wireless between the central device and an external control device.
  • DE 10 2008 040 284 A1 also describes the possibility that a fleet company can determine certain desired behavior for the driver, for example with regard to a fuel-saving driving style or a time-optimized driving style. These desired behavior can also be stored or specified on a storage medium so that the vehicles can be individualized. The individualization can also be carried out depending on the route, the load or the respective customer.
  • the individualization of the respective vehicle has the advantage that a driver who changes the vehicle always experiences the same vehicle behavior.
  • the route-dependent individualization allows, for example, that the fast switching dynamics is switched off in the transmission control and is switched with a slightly longer switching time, when it is a level on the route, so that the ride is comfortable.
  • the individualization of the vehicle depending on the driving style is preferably carried out by controlling the engine and the transmission.
  • the distance-dependent setting further allows the vehicle to be stopped shortly before a stop, for example at a traffic light or at intersections, can roll without the foot brake must be used.
  • the use of a retarder can be optimized.
  • DE 10 2010 048 325 A1 also deals with the evaluation of the driving style of a vehicle driver of motor vehicles, in particular of commercial vehicles.
  • the driver is displayed as a function of a driving style evaluation information, wherein the display takes into account a learning progress of the driver to motivate the driver to accept proposed by the system changes, so that a particularly consumption-friendly and wear-reducing driving style can be achieved.
  • DE 10 201 1 1 17 025 A1 discloses a method for controlling the operation of a vehicle, wherein the vehicle has a vehicle control, engine control and transmission control, so that the drive of the vehicle itself or the drive or the operation of auxiliary equipment provided in the vehicle in response to certain control variables can be controlled by varying manipulated variables.
  • the document is based on known control methods, which consider the nature, in particular topography of the route, which will cover the vehicle from its current position next, so that the control can be optimized accordingly, for example by adaptation of switching programs. It is proposed to continuously record the position of the vehicle and to store it together with correspondingly assigned operating data of the vehicle.
  • the control of the operation of the vehicle can be performed in a later driving through the same position in dependence on the stored operating data, so to speak the best driving behavior for a certain distance to be learned.
  • the stored route profile allows the future operation of the optimized operation of the vehicle, for example, in terms of fuel consumption or emissions of the vehicle. It is also possible to use the knowledge of the upcoming section for functions such as the so-called sailing operation or specifically to use an engine drag torque to decelerate the vehicle.
  • the method is particularly suitable for line vehicles, such as city buses, which are repeatedly moved over the same routes over most of their lifetime.
  • variables available in the vehicle can be used, for example the closed state of the doors in order to optimally capture the usual, repeatedly setting boundary conditions for the vehicle on certain routes and to use them in future to optimize vehicle control.
  • DE 10 2005 025 271 A1 discloses a method and a device for classifying the driving style of a driver in a vehicle.
  • driving style-indicative measured variables are recorded, which are evaluated and stored to determine driving characteristic parameters, and the driving characteristics of the driver are transposed
  • At least two vehicles are permanently assigned to a vehicle collective and the driving characteristics of the respective driver of the at least two vehicles of the at least one vehicle collective are compared with each other to determine a driver list and the driver list is output, either in a central station or in the vehicles.
  • the driving characteristics can also be converted into points and the points achieved by the driver as positive or negative Score compared to all drivers of the associated vehicle collective.
  • the present invention is therefore based on the object of specifying a method for optimizing the travel of a motor vehicle on a driving route, which achieves even better results in practice than the known methods.
  • the motor vehicle is provided with sensors which detect current local state variables of the vehicle, the route on which the vehicle is currently located, or a vehicle environment.
  • the detected state variables of the vehicle typically include variables such as the vehicle speed, the acceleration and / or the current fuel consumption.
  • the local state variables of the route that is to say the route section of the route which the vehicle is currently passing over, typically include variables such as the gradient, the road condition and / or the extent of moisture on the route.
  • the local state variables of the vehicle surroundings typically include variables such as the distance to a preceding vehicle, the traffic density, the number of lanes and / or the type of road being traveled, that is to say the distinction between overland road, motorway or inner city road.
  • a transmission unit in the motor vehicle, which transmits the detected current local state variables to a central processing unit outside the motor vehicle.
  • the central processing unit evaluates the transmitted local state variables and sends data back to the motor vehicle as a function of this evaluation.
  • the data transmission between the central processing unit and the local processing unit can take place in real time or periodically at any interval.
  • the central processing unit can also initiate an update of the local arithmetic unit in order, for example, to improve its functionality.
  • the returned data include control data for controlling a drive motor and / or transmission of the motor vehicle.
  • control data for controlling a drive motor and / or transmission of the motor vehicle.
  • the drive of the motor vehicle is adjusted and / or a driver of the motor vehicle is displayed in response to this control data default data for driving the drive motor and / or transmission.
  • the dependency can also be that the control data are displayed directly as default data.
  • the method according to the invention thus not only centrally evaluates and compares data from different motor vehicles, as in the past, for example, to create a driver list which, if it is accessible to the driver, can then lead to a motivation boost for the driver. But by the fact that the evaluation of the local state variables detected in the vehicle is used, directly or via To specifically intervene the driver in the vehicle control, an even more extensive optimization of the ride can be achieved.
  • the computing power of the central processing unit available in the method according to the invention wherein the central processing unit need not be a single computer or server, but the central processing unit can also be formed by a group of computers or servers, for example, an Internet-based Cloud solution is considered and the central processing unit is formed by the cloud, allows the consideration and evaluation of many local and especially global boundary conditions in the optimization of the driving of the motor vehicle on its route. This can be done a very well coordinated control intervention in the control of the drive motor and / or transmission.
  • the fuel saving potential can be increased by the fact that the startup is done with a targeted depending on the detected states selected combination of coasting and sailing operating phases.
  • a pulse-and-glide method can be used in which the vehicle is not kept at a constant speed, but is accelerated within a hysteresis to a speed slightly faster than desired, and then sail until the speed is at a constant speed Minimum limit has fallen. Then the vehicle can then be accelerated back to the slightly higher speed, etc.
  • a prioritization of the various considered defaults or desires can take place and in the control of the drive motor and / or transmission the defaults and desires are weighted according to the given prioritization, for example by means of a correspondingly assigned factor which determines to what extent a specification is implemented.
  • the most important criterion can be punctuality, with a correspondingly high weighting.
  • the control is changed in such a way that the time lag can be made good, for example by virtue of the fact that a comparatively stronger one is available Acceleration of the vehicle is set, even if this is at the expense of the desired low-consumption driving goes. Conversely, if the vehicle is ahead of schedule, the maximum allowable acceleration or speed may be reduced until punctuality is restored.
  • the method can therefore advantageously balance the current space-time position of the motor vehicle in combination with the expected influences of the current traffic situation on the route ahead of the motor vehicle with purely economic considerations and incorporate it into the control data.
  • Motor vehicles differ in their interpretation of each other.
  • the drive motors have different powers and maps.
  • the most efficient driving style of a motor vehicle is therefore also dependent on the respective vehicle designs. Depending on the design, it makes sense to reach the target speed faster in order to drive at a constant speed as long as possible, or, if the currently required speed is not optimal for the existing vehicle, to select a comparatively lower acceleration in order to slow the target speed to reach.
  • the vehicle design with the associated characteristic maps, in particular the power consumption characteristic map of the drive motor can thus be an important boundary condition for the calculation of the ideal speed or acceleration. Accordingly, it is advantageous if such boundary conditions are stored in a database to which the central processing unit has access.
  • the central processing unit in the evaluation of the transmitted state variables, recorded further database values stored in a database and / or global sensors currently provided by other motor vehicles or outside the motor vehicle, and taken into account at the central processing unit current global state variables.
  • said boundary conditions for example the power consumption map
  • said boundary conditions can also be learned by the vehicle, so that the characteristic map stored for a specific vehicle can be adapted to the actual situation on the basis of detected state variables.
  • the learning can be carried out in particular on a repeatedly traversed by the motor vehicle route, so that in a later renewed driving through the route, the learned boundary conditions for an optimized control can be used.
  • the motor vehicle is not necessarily the most economical on the intended route. According to one embodiment of the invention, it is therefore provided that it is determined from the detected current local state variables and in particular from further database values stored in a database and / or global state variables whether replacement of the current vehicle by another vehicle makes sense for future driving on the route is. It may not be necessary to replace the entire motor vehicle, but under certain circumstances, an exchange or retrofitting of one or more vehicle components comes into consideration. Such a meaningful exchange can then be displayed or transmitted to a fleet operator.
  • tender-related properties for a particular route can be taken into account, for example, whether the vehicle must be a high-floor or low-floor vehicle, which exhaust emission standard must be complied with, the required number and type of doors, seats, etc.
  • a driver comparison system can be supplied with data in order to generate a ranking list of the drivers, which can then be displayed to the drivers of a route network, a fleet company or drivers grouped together in other groups.
  • the detected current local state variables are preferably transmitted together with the vehicle characteristic values identifying the motor vehicle and / or components of the motor vehicle to the central processing unit.
  • the database stored drive motor-specific characteristics such as an operating map of the drive motor, in particular in the form of a power-consumption map for different types of drive motors and / or transmission-specific characteristics such as the ratios of different gear ratios of the transmission for different transmission types and / or others Vehicle component-specific parameters for different, but usually similar vehicle components according to the identifying characteristic values transmitted by the vehicle to be considered and included in the preparation of the control data as a function of the concrete provided in the vehicle components or depending on the engine and / or transmission type.
  • Vehicle characteristics identifying the components of the motor vehicle may, for example, be characteristic values which describe whether the motor vehicle is provided with a hybrid system and / or a sustained brake, which capacity and / or state of charge an onboard electric energy store has, thus to optimally control recuperation, and the like.
  • the deposit of parameters for various equivalent vehicle components makes it possible for them locally, that is aboard the Vehicle only needs to be recognized whether a particular vehicle component is present or not or which vehicle component is present, and all other data and characteristics for this vehicle component can then be made available from the database.
  • the vehicle characteristics advantageously comprise a motor vehicle type, a drive motor type of the drive motor provided in the motor vehicle, a transmission type of the gear provided in the motor vehicle, by means of which drive power is transmitted from the drive motor to drive wheels, the maximum power and / or a map of the drive motor, in particular consumption-performance map , the number of gears and / or
  • the local state variables are advantageously the current power output of the drive motor provided in the motor vehicle, the current gear of the transmission provided in the motor vehicle, the current fuel consumption of the drive motor, the current driving speed of the motor vehicle and / or the current motor vehicle acceleration, current local weather conditions current distance of the motor vehicle to a vehicle in front and / or current
  • Speed restrictions can generally be detected via sensors in the vehicle, which can detect traffic signs, and / or be made available by a traffic control system, which is advantageously connected to the central processing unit or makes available corresponding data.
  • a traffic control system which is advantageously connected to the central processing unit or makes available corresponding data.
  • at least one local computing unit is provided in the motor vehicle, which evaluates current local state variables and the activation of the engine and / or transmission and / or the display of the default data are additionally effected as a function of the state variables evaluated by the local computing unit.
  • a hybrid computing power in the control of the motor vehicle engine or transmission namely with a proportion of the computing power provided locally on board the motor vehicle and a proportion of the computing power provided outside the motor vehicle in the at least one central computing unit.
  • the traffic volume and / or traffic disruptions on a section of the route ahead of the motor vehicle come into consideration as global state variables, weather conditions on a section of the route ahead of the motor vehicle and / or the predetermined arrival time of the motor vehicle at a predetermined destination the route, which may be at the destination point also an intermediate destination on the route.
  • the global state variable may in particular include the number of persons who are located at least one stop, which is positioned on a portion of the route lying ahead of the motor vehicle.
  • an occurrence probability for the respective stop can be stored in the database, which indicates with what probability the persons at the stop carry a season ticket and / or with what probability the persons present at the stop receive a ticket when entering the motor vehicle solve or buy.
  • long-term ticket holders stop the driver at the stop for less than persons who have to release a ticket.
  • the global state variable includes, for example, current switching phases and / or signals of traffic lights, which are positioned on a portion of the route ahead of the motor vehicle.
  • Corresponding data can for example be made available by a traffic control system or, in the case of a possibility of influencing, transmitted to the traffic control system.
  • the central processing unit is advantageously connected to the traffic control system, for example via the Internet.
  • control data for controlling the drive motor and / or transmission advantageously comprise or determine at least one or more of the following variables:
  • An accelerator characteristic for driving the drive motor a shift program or the shift behavior and / or a gear to be engaged;
  • a vehicle-to-vehicle data exchange may additionally take place and the data exchanged with each other may be included in the control of the engine and / or the transmission. If the driver is shown how he should control the vehicle, then it can be monitored whether and / or to what extent the driver adheres to the specifications. This can be included in a driver rating. In doing so, compliance can be prioritized to the extent that specifications that have an effect on the safety of the vehicle are included more strictly in the assessment than requirements for the exhaustion of a savings potential. Other prioritizations and categorizations are of course possible, for example, it can also be taken into account whether the requirement affects the punctuality.
  • a part of the control data sent back to the vehicle is displayed to the driver to implement it in the driving of the drive motor and / or transmission, and another part of the control data is used directly for automatically driving the drive motor and / or transmission ,
  • the control data to be taken into account by the driver include those which have a significant effect on safety and punctuality, whereas the automatically implemented control data have an effect, in particular, on other target variables, for example a low-consumption driving style.
  • the central processing unit is denoted by 1, the local processing unit by 2.
  • the local processing unit 2 receives position data of the vehicle, for example from a satellite-based navigation system with a corresponding receiver on board the vehicle. It also receives the distance to at least one preceding vehicle, for example from a radar distance system. Further, data of a traffic control system, the current inclination of the road, the engine state, the transmission state, the state of an accelerator pedal, the state of a brake pedal, route data, and timetable data are read into the local arithmetic unit.
  • the list is exemplary, not exhaustive and not mandatory.
  • the local arithmetic unit loads at least part of the read-in data into a cloud, made available by the at least one central arithmetic unit 1.
  • the central arithmetic unit 1 which has a greater computing power than the local arithmetic unit 2, calculates the optimal parameters for controlling the drive motor and / or transmission from the supplied data and generates corresponding control data which returns to the motor vehicle, in particular the local arithmetic unit 2 or the same the gearbox not shown here and / or the drive motor or a corresponding transmission and / or engine control unit, not shown here, are sent in order to optimize the control accordingly.
  • certain data of the central processing unit 1 may also be supplied differently than from the local processing unit 2. This concerns, for example, data such as the route, the timetable, the traffic volume and / or the passenger traffic.
  • the corresponding data can be detected by sensors / systems provided outside the motor vehicle or by other motor vehicles or can also be entered by an operator of the system.
  • the local computing unit 2 can exchange data with other local computing units of other vehicles. Likewise, a corresponding data exchange between the central processing unit 1 and the local processing units of other vehicles take place.
  • a logic for optimizing the activation can be stored in the local arithmetic unit 2. This generates, for example, a maximum allowable acceleration as a function of the current vehicle speed and / or road gradient and / or a maximum allowable deceleration as a function of the current vehicle speed and / or road gradient.
  • the logic avoids overbraking and / or speeding, and may optionally correct driver error in driving, such as when the driver has engaged in the wrong gear or has set an incorrect key shift position for gear selection. In particular, idling times, ie idle times with the engine running are avoided.
  • the logic may have a learning functionality to independently learn the ideal, in particular the aforementioned variables when driving through the predetermined route to use the result for other vehicles or later re-driving through the route. So that the motor vehicle can be driven ahead, the information about the upcoming route including the route profile is advantageous. In the case of an existing navigation device with active route guidance, this information can be provided by the navigation device. Alternatively, the route can be learned. This is possible for all applications in which the motor vehicle regularly leaves the same route, or when other vehicles can provide the information. The current GPS position and the resulting route are stored and compared with already stored route records. If both route records match for a certain period of time, the route ahead can be determined.
  • an additional data exchange of learned routes between the vehicles is advantageously used.
  • the data exchange can take place via the central processing unit or cloud with existing Internet connection of the vehicles, by a vehicle-to-vehicle communication, when two vehicles are coupled together, for example via WLAN and / or Bluetooth, or manually.
  • the current setpoint / actual position is continuously adjusted. If a vehicle is ahead of its schedule, a correspondingly slower driving is recommended or set.
  • the current traffic situation which prevails on the upcoming route section, ie a section of the route still to be traveled by the vehicle, can also be included. If a vehicle is behind its schedule, faster driving may be recommended or adjusted within the permitted speed limit. This may also be provided without a timetable if the driver specifies a latest arrival time.
  • a traffic light condition detection can be done, for example, via a traffic control system and the central processing unit and / or the local processing unit are supplied.
  • a signal for engaging and disengaging the driver can not only be visualized, but also sent to a transmission control unit, so that the sailing operation is set fully automatically.
  • a logic may be provided, according to which the current fuel consumption of the drive motor of the vehicle and a comparison characteristic number are evaluated in order to compare different vehicles, drivers and routes.
  • the consumption per driver, per vehicle and per route can be recorded at corresponding times. These quantities can be used to calculate and monitor the fuel consumption of individual vehicles on individual routes, individual drivers on vehicles, the development of drivers and, ultimately, the development of total consumption.
  • An important component of success is the cooperation of the drivers.
  • the drivers should share in the success. This can be over a ranking of drivers is made, the ranking is advantageous not only the absolute consumption values taken into account, but for example by means of a number of values, the different boundary conditions on different routes and at different times offsets. However, it is usually important to include in the ranking how exactly the driver has kept to his specifications and recommendations.
  • driver identification is necessary for the evaluation of the driver. This is possible, for example, via a driver card or an automatic or manual registration of the driver in the vehicle.
  • Assessing the driver's foresighted and quiet driving may result in an assessment of the driver's safety performance.
  • the data transmission between the central processing unit 1 and the local processing unit 2 can be varied, for example via GSM / G3 / LTE network and / or WLAN.
  • vehicle-to-vehicle communication can additionally be provided, via which corresponding data is exchanged, for example about the current traffic situation, learned route information and / or
  • control data or the manipulated variables which are adapted for example in the control of the drive motor and / or the transmission, in addition to the aforementioned acceleration limitation and Speed linning in particular also the switching on and off of a kick-down function and / or a scaling of the characteristic of an accelerator pedal and / or brake pedal.

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  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé d'optimisation de la conduite d'un véhicule automobile sur une voie de circulation. Le véhicule automobile est muni de capteurs qui détectent des variables d'état locales actuelles du véhicule, la voie de circulation et/ou l'environnement du véhicule ; une unité de transmission est prévue dans le véhicule automobile, laquelle transmet les variables d'état locales actuelles détectées à une unité de calcul centrale extérieure au véhicule automobile; et l'unité de calcul centrale évalue les variables d'état locales transmises et renvoie, en fonction de celles-ci, des données au véhicule automobile. Le procédé de l'invention est caractérisé en ce que les données renvoyées comprennent des données de commande destinées à commander un moteur d'entraînement et/ou une transmission et la conduite du véhicule automobile est adaptée par la commande du moteur d'entraînement et/ou de la transmission avec ces données de commande et/ou des données de consigne destinée à commander le moteur d'entraînement et/ou la transmission sont indiquées à un conducteur du véhicule automobile en fonction des données de commande.
EP18731383.8A 2017-06-14 2018-06-07 Procédé d'optimisation de la conduite d'un véhicule automobile sur une voie de circulation Withdrawn EP3639246A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102017113052 2017-06-14
DE102018101873.8A DE102018101873A1 (de) 2017-06-14 2018-01-29 Verfahren zur Optimierung der Fahrt eines Kraftfahrzeugs auf einer Fahrstrecke
PCT/EP2018/064972 WO2018228906A1 (fr) 2017-06-14 2018-06-07 Procédé d'optimisation de la conduite d'un véhicule automobile sur une voie de circulation

Publications (1)

Publication Number Publication Date
EP3639246A1 true EP3639246A1 (fr) 2020-04-22

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Country Link
EP (1) EP3639246A1 (fr)
DE (1) DE102018101873A1 (fr)
WO (1) WO2018228906A1 (fr)

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DE102022118637A1 (de) 2022-07-26 2024-02-01 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Digitaler Renningenieur
DE102022130708A1 (de) 2022-11-21 2024-05-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Computerimplementiertes Verfahren zur Steuerung eines Kraftfahrzeugs
DE102022212628A1 (de) 2022-11-25 2024-05-29 Zf Friedrichshafen Ag System und Verfahren zur Optimierung von Getriebeparametern eines Kraftfahrzeugs

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