DE102012013509A1 - Method and device for supporting an efficient driving style of a driver of a motor vehicle - Google Patents

Abstract

A method and a device for supporting an efficient driving style of a driver of a motor vehicle, the motor vehicle having a navigation device with a digital map for determining the vehicle position, position attributes and for route guidance, a control device, a storage device and an HMI device, has the following steps on: - recognizing a typical driving phase within a driving route and determining the driving curve of the typical driving phase in the form of a speed profile with starting speed and final speed as well as position information, - analyzing the driving curve with regard to inefficient components and determining an optimized driving curve, - storing the optimized driving curve with respect to the typical driving phase , and - generation of a message to the driver based on the optimized driving curve when the route is traveled again to increase the efficiency of the driving style.

Description

The invention relates to a method for supporting an efficient driving style of a driver of a motor vehicle according to the preamble of claim 1 and a device for supporting an efficient driving style of a driver of a motor vehicle according to the preamble of claim 9.

An average of one hour a day is working on the road to commute to and from work, with about two out of three commuters mainly using the car. Constantly rising costs for fuel and the maintenance of the vehicle are increasingly changing the buying behavior of automobiles. For example, more and more fuel consumption is an important or very important criterion when buying a car, and the increasing regulation of CO2 emissions through Europe-wide regulations will further increase maintenance costs.

Car manufacturers are reacting to the changed conditions by developing technologies to reduce fuel consumption. The focus of developments so far has been on improvements in the immediate environment of the engines. Through so-called downsizing and turbocharging of internal combustion engines, their efficiency has increased significantly in recent times.

Now, the improvement of the efficiency of the engines is not the only actuator for reducing the fuel consumption of a vehicle. It is obvious that the driver significantly influences the fuel consumption of his vehicle by his driving behavior. Therefore, the fuel economy potential of fuel consumption is considerable, as deviations of up to 20% between the driving behavior of different subjects could be detected.

In order to influence the driving behavior of the driver and thus the fuel consumption of the vehicle, are referred to as Eco-trainer facilities under development that inform the driver while driving about relevant vehicle data.

Information systems of today's vehicles usually convey more general information on average consumption or acceleration behavior. If the driver then adapts to his behavior, efficient driving can be achieved in a short time, and this can usually be achieved by adhering to simple rules. A driving behavior mentioned in this context relates to anticipatory driving. It is about recognizing driving situations at an early stage and reacting accordingly. This reduces the risk of accidents and at the same time requires less energy for the same route. The primary goal is to use the energy used with the highest possible efficiency for locomotion. This can be achieved, for example, by extensive unrolling on site driveways. The consumption advantage achieved by these measures is significant and usually only results in an insignificant extension of the driving time.

From the publication DE 10 2010 011 294 A1 a driver assistance system is known, which determines the optimal time to start a coasting process of a motor vehicle by means of an unspecified algorithm and transmitted to the driver to use the Ausrollweg idle or overrun fuel cut without brakes to save fuel.

From the publication DE 10 2009 054 080 A1 a device for displaying information in a motor vehicle is known, which has an analysis device for analyzing the driving behavior of the driver in terms of fuel consumption. The results of the analysis are presented to the driver on a corresponding display device in order to inform the driver of his current driving behavior. Furthermore, a display concept is explained in the document, which should stop the driver to a fuel-efficient driving. In this case, the driving style of the driver is evaluated, for example, with a point system for a past period and the evaluation is graphically processed and displayed.

Likewise, the document discloses EP 1 973 078 B1 a vehicle efficiency enhancement system that measures and records a first set of various vehicle parameters, such as fuel consumption, accelerations and decelerations, vehicle speed, vehicle noise, etc. during initialization travel of a vehicle, during a subsequent vehicle travel, a second set of vehicle parameters measures and compares the vehicle parameter sets with each other to provide the driver with indications of a more efficient driving behavior from the result of the comparison. The parameter sets and the resulting indications can be displayed on a display device in a geographical context with the route.

From the publication DE 10 2008 040 284 A1 FIG. 2 shows a method in which predetermined vehicle data, such as, for example, fuel consumption, shift behavior or brake operation, during operation of a vehicle, be detected driver dependent, so that from the data an individual driving style of a driver for different driving situations can be determined. By means of an assessment of the individual driving style, optimization instructions for the driver in question can be created.

A disadvantage of the known eco-coaches is that the effort to recognize and learn the efficient driving maneuvers is quite high and partly based on a prediction of the future driving maneuver along a route, including on the one hand digital map material with detailed altitude information necessary and on the other hand, the prediction based on such Map material is relatively expensive.

The invention is therefore based on the object to reduce the effort to recognize and learn efficient driving maneuvers.

This object is achieved by a method having the features of claim 1 and by an apparatus having the features of claim 9. Preferred embodiments of the invention are subject of the dependent claims.

• – Erkennen einer typischen Fahrphase innerhalb einer Fahrtroute und Bestimmung der Fahrkurve der typischen Fahrphase in Form eines Geschwindigkeitsprofils mit Anfangsgeschwindigkeit und Endgeschwindigkeit sowie Positionsangaben,
• – Analysieren der Fahrtkurve hinsichtlich ineffizienter Anteile und Bestimmung einer optimierten Fahrkurve,
• – Abspeichern der optimierten Fahrkurve bezüglich der typischen Fahrphase, und
• – Erzeugung eines Hinweises an den Fahrer basierend auf der optimierten Fahrkurve bei einem erneuten Befahren der Fahrtroute zur Effizienzsteigerung der Fahrweise.

The method according to the invention for supporting an efficient driving style of a driver of a motor vehicle, the motor vehicle having a digital map navigation device for determining the vehicle position including position attributes and for route guidance, a control device, a memory device and an HMI device comprises the following steps:

• Detecting a typical driving phase within a driving route and determining the driving curve of the typical driving phase in the form of a speed profile with initial speed and final speed as well as position information,
• Analyzing the travel curve with regard to inefficient parts and determining an optimized driving curve,
• - storing the optimized driving curve with respect to the typical driving phase, and
• - Generating an indication to the driver based on the optimized driving curve in a renewed driving the route to increase the efficiency of the driving style.

A typical driving phase is a constant phase, an acceleration phase or a deceleration phase. A drive of a motor vehicle along a route from a starting point to an end or destination point is made up of a sequence of said driving phases, in which case stance phases are not taken into account as typical driving phases since stance phases can not be increased efficiency-enhancingly via the driving behavior of the driver , Stance phases can be, for example, service lives of the motor vehicle at a traffic light or at an intersection.

Each of the mentioned typical driving phases can be recognized accordingly and their driving curve can be determined as a speed profile with start and end speed, wherein the driving curve of a typical driving phase is provided with position information of the navigation system, so that infer from the digital map also belonging to a driving curve attributes to let. These attributes may be, for example, speed limits along the route, for example, a highway with a maximum speed that passes at the local sign in a local road with a local speed limit of 50 km / h.

By analyzing the driving curve of a typical driving phase, inefficient proportions can be detected and an optimized driving curve with lower fuel consumption can be created, which is stored and used to generate a message to the driver when driving again. Thus, an optimization of a driving maneuver already carried out by the driver takes place, whereby no vehicle model requiring extensive calculation is necessary for optimizing the driving curve. Furthermore, conventional navigation data with attributes regarding the permissible speeds along the route are sufficient. Complex digital maps of high accuracy with altitude information are not required.

The typical driving phase is preferably a deceleration phase with a deceleration curve. Especially during deceleration phases, the potential for saving fuel is particularly high.

More preferably, the determination of the optimized deceleration curve of a detected deceleration phase is effected by a determination of the braking energy expended during the deceleration phase. The braking energy applied during the deceleration phase is completely converted into heat in the brakes and is therefore completely lost to the kinetic energy of the vehicle. Therefore, the optimized deceleration curve is designed to lose as little as possible of kinetic energy due to braking.

Preferably, the optimized deceleration curve is formed by a coasting curve whose intersection with an actual travel curve of the motor vehicle before the typical driving phase forms an optimized reference time for initiating a coasting process. This optimized Reference time of the optimized travel curve is determined taking into account the applied braking energy. This optimized reference time may, under certain circumstances with further information, be passed on to the driver so that he can try to follow the optimized deceleration curve and thus obtain or learn a more efficient driving course.

Preferably, an extension of the optimized driving curve by means of an estimate in the direction of higher speeds, if the initial speed of the motor vehicle at a current driving the route is higher than the initial speed, which is based on the optimized driving curve. Therefore, for example, if the initial deceleration phase of the motor vehicle had been traversed earlier than the current traversing of the route and an approximation to the typical deceleration phase, then the optimized deceleration curve can not be used directly to determine the optimized reference point. In this case, the optimized travel curve is expanded in the direction of the higher speed. This estimation can be carried out, for example, by a linear continuation of the optimized driving curve or by another suitable estimation.

More preferably, an evaluation of the travel curve of the typical driving phase is performed on the basis of a predetermined evaluation catalog and an optimized driving curve is formed only if the driving curve meets predetermined evaluation criteria. In other words, the driving curve of the typical deceleration phase is not suitable as a starting point for an optimization due to a sporty driving behavior of the driver, so no optimized driving curve is created and stored.

Preferably, a current optimized driving curve is created from the current driving curve and the stored optimized driving curve is replaced with the current optimized driving curve if the current optimized driving curve has a greater driving efficiency than the stored optimized driving curve. In other words, the method is created iteratively and, in the end, a stored optimum travel curve results for the typical delay phase in question.

More preferably, the optimized driving curve of a typical driving phase, associated position information and the optimized reference point by means of C2X, in particular via a portal on the Internet, passed on to other road users. In this way, it is possible to pass on to other road users information about an efficient driving style for a typical driving phase, so that other road users can benefit from the learning success of the driver considered here.

• – eine Einrichtung zur Erkennung einer typischen Fahrphase innerhalb einer Fahrtroute und zur Bestimmung der Fahrkurve der typischen Fahrphase in Form eines Geschwindigkeitsprofils mit Anfangsgeschwindigkeit und Endgeschwindigkeit sowie Positionsangaben,
• – eine Einrichtung zur Analyse der Fahrtkurve hinsichtlich ineffizienter Anteile und zur Bestimmung einer optimierten Fahrkurve, wobei
• – die Speichereinrichtung die optimierten Fahrkurve bezüglich der typischen Fahrphase abspeichert, und
• – die HMI-Einrichtung einen Hinweis an den Fahrer basierend auf der optimierten Fahrkurve bei einem erneuten Befahren der Fahrtroute zur Effizienzsteigerung der Fahrweise erzeugt.

The inventive device of a motor vehicle for carrying out the method described above comprises a navigation device with a digital map for determining the vehicle position and position attributes and for route guidance, a control device, a memory device, a device for detecting vehicle data and an HMI device, wherein the control device on having:

• A device for detecting a typical driving phase within a travel route and for determining the travel curve of the typical driving phase in the form of a speed profile with initial speed and final speed and position information,
• A device for analyzing the travel curve for inefficient parts and for determining an optimized driving curve, wherein
• - The memory device stores the optimized travel curve with respect to the typical driving phase, and
• - The HMI device generates an indication to the driver based on the optimized driving curve in a re-driving the route to increase the efficiency of the driving style.

More preferably, the device comprises a C2X communication device for communication with road users and / or a traffic infrastructure. This information and instructions for learning an efficient driving style can be exchanged.

In summary, relevant vehicle data are recorded and stored in a suitable form for the purpose of learning an energy-efficient driving style. From these data, a driving profile or optimized driving curve is generated, which forms a comparison basis for subsequent journeys over the same route. The individual driving maneuvers are to be identified and evaluated in order to derive indications regarding the energetic status. Thus, a possibly existing potential for improvement is recognized, in order to generate indications for the improvement of the energy consumption. The generated route-specific driving profile serves to enable the driver of the vehicle to descend an efficiently driven journey.

• – die zulässige Geschwindigkeit,
• – die Fahrtroute einschließlich Positionsangaben, und
• – einige Fahrzeugdaten, nämlich Bremse, Gas, und Geschwindigkeit.

This results in an improvement of the efficient driving style by an indication of the optimal delay time (fuel cut or freewheel). This requires only a few data, namely:

• The permissible speed,
• - the route including position information, and
• - some vehicle data, namely brake, throttle, and speed.

A preferred embodiment of the invention will be explained below with reference to the drawings. It shows

1 an example of a lag phase,

2 creating an optimized deceleration curve from a first trip,

3 an extension of the optimized delay curve,

4 a first HMI,

5 a second HMI,

6 another HMI option, and

7 an example of an inventive assistance device in a schematic representation.

1 shows by way of example the speed profile of a deceleration phase of a motor vehicle in the form of a coasting. Shown in 1 is the travel curve FK of a motor vehicle, ie the speed V in km / h of the motor vehicle as a function of the time t in seconds. Furthermore, in 1 the course of the permissible speeds, ie the speed limit VL, and the time course of the braking activity B shown.

From the travel curve it can be seen that the motor vehicle approaches a speed limit of 70 km / h just above the permissible maximum speed of 100 km / h. This traffic situation often affects a developed road that turns into an inner-city expressway. At an initial time tA, the driver removes the gas and the motor vehicle enters a coasting phase PA. At the end of the coasting phase PA, the vehicle has reached the speed limit of 70 km / h of the speed limit VL. From the braking curve B it can be seen that reaching the maximum permissible speed at the end time tE was only possible with the aid of the brake. In other words, a pure coasting in the coasting phase PA would have led to a speed above the maximum permissible speed. In the further course of time of the travel curve FK, the motor vehicle is slowed down by a renewed braking for a short time to a speed of about 20 km / h, wherein the vehicle is subsequently accelerated in the direction of the permissible speed of 70 km / h.

Due to the coasting phase PA, the driver of the motor vehicle has shown an efficient driving style which, however, can still be improved due to the loss of kinetic energy caused by the braking in order to reach the permissible maximum speed. In other words, the coasting action PA is already well done, but the start of the coasting operation could be shifted earlier in the area D before the time point tA, whereby the braking operation would be reduced and the efficiency of driving would be increased.

• – Erkennung der Ausrollphase PA,
• – Berechnung einer idealer/geschätzter Ausrollphase mittels Lookup-table oder Gleichung,
• – Berechnung des Energieverlust durch Bremsen mittels Lookup-table oder Gleichung,
• – Bestimmung einer Gewichtung und Schrittweite anhand der Welligkeit der Ausrollkurve FK, Berechnung des Bereichs D, um den der Hinweis an den Fahrer zur Einleitung eines Ausrollvorgangs verschoben werden muss.

This can be implemented as follows:

• Detection of the coasting phase PA,
• Calculation of an ideal / estimated coasting phase by means of lookup table or equation,
• - Calculation of energy loss by braking using lookup-table or equation,
• Determination of a weighting and increment based on the waviness of the coasting curve FK, calculation of the area D by which the instruction to the driver to initiate a coasting process must be postponed.

2 shows in the upper part of the course of a first trip, the course of the 1 corresponds, in greater detail. The coasting phase PA of a first trip beginning at the time tA and ending at the time tE reaching the maximum permissible speed is analyzed in more detail by analyzing in more detail the inefficient portions FPA shown in dashed lines of the travel curve FK. The "improvement potential" of the inefficient part FPA of the travel curve FK is analyzed. At time tA, the coasting phase is initiated, and at time tB, a braking operation is additionally performed, as shown by the braking curve B. Consequently, the braking range between the operation of the brake tB and the end of the coasting operation tE is not optimal in terms of driving efficiency, and the kinetic energy dissipated by the braking can be detected.

From the determined braking energy is by interpolation in the lower part of 2 illustrated optimized trajectory OFK determined whose intersection with the driven trajectory FK an optimized reference time OHP that can be displayed to the driver to move him to an earlier initiation of Ausrollvorgangs, whereby fuel can be saved. The one in the lower part of the 2 shown arrow P indicates the direction of the shift of the beginning of the coasting phase for the next trip.

• – Identifikation von Verzögerungsphasen PA,
• – Analysieren der Verzögerungskurve mit ineffizienten Anteilen FPA (gestrichelte Kennlinie),
• – Bestimmung des Verbesserungspotentials anhand ”verschwendeter Energie” durch das Bremsen anhand der Bremslinie B,
• – Berechnung eines neuen optimierten Hinweiszeitpunkts OHP anhand des Verbesserungspotentials,
• – Berechnung einer neuen optimierten Verzögerungskurve OFK mittels einer geeigneten Interpolation, und
• – Abspeichern der optimierten Verzögerungskurve OFK in die Datenbasis und Nutzung der optimierten Verzögerungskurve OFK für die Hinweiserzeugung bei der nächsten Fahrt.

In detail, therefore, the following steps are performed:

• - identification of delay phases PA,
• Analyzing the deceleration curve with inefficient portions FPA (dashed curve),
• Determination of the potential for improvement on the basis of "wasted energy" by the braking based on the braking line B,
• Calculation of a new optimized reference time OHP based on the potential for improvement,
• - Calculation of a new optimized delay curve OFK by means of a suitable interpolation, and
• - Saving the optimized delay curve OFK in the database and use of the optimized delay curve OFK for the hint generation on the next trip.

The recorded coasting curve FPA of the deceleration phase PA can be shifted along the direction of travel by a suitable algorithm and the increase can also be changed. As a result, the already good curves can be improved, so that the last 10% -20% potential can be "harvested".

The determination of the optimized delay curve OFK can be carried out by the algorithm outlined below:
From a stored characteristic curve, the braking work done in the inefficient portion FPA can be converted into an estimated speed reduction, and the determined travel curve FK is accordingly shifted counter to the direction of travel, as a result of which the gradient is also changed. Furthermore, the speed reduction caused by environmental influences, such as the gradient of the road, can be determined by an interpolation of the measured driving curve with an ideal characteristic curve.

To the in 2 To be able to recognize the illustrated deceleration phase or coasting phase PA, the following considerations can be carried out:

• The speed of the current drive is continuously sampled and possibly saved in a ring buffer,
• - an analysis of the rate of continuity of the increase, which can be carried out as follows:
• A speed threshold is defined and it is examined at each sampling time whether the previous speed value is within this range,
• - If the speed threshold is exceeded, there is a discontinuity and the current phase is terminated,
• - A detected phase is still checked for speed classes. A deceleration maneuver from 48 km / h to 40 km / h, for example, the class 40 km / h assigned. By means of this value, the current phase can thus be low-pass filtered. For example, only a maneuver from 51 to 39 km / h is a recognized rolling maneuver.

• – Verwendung von Fahrzeugdaten zum Erkennen von Gasgeben, Bremsen, Fahrzeuggeschwindigkeit und Gangzustand,
• – eine Verknüpfung von mehreren Merkmalen wie Geschwindigkeit, GPS und Fahrzeugparameter wie Pedalstellungen. Gang, Lenkwinkel usw., über eine Mustererkennung, was zu einer besseren Erkennungsrate der Fahrphase führt,
• – lokalisierte Events können genutzt werden, um Fahrphasen zu starten oder zu beenden. Beispielsweise kann in der Karte nach Ortseingängen gesucht und nur in einem definierten Umkreis die Kennlinie validiert werden.

The following extensions are possible:

• Use of vehicle data to detect accelerating, braking, vehicle speed and gait,
• - a combination of several features such as speed, GPS and vehicle parameters such as pedal positions. Gear, steering angle, etc., via a pattern recognition, which leads to a better recognition rate of the driving phase,
• - Localized events can be used to start or end driving phases. For example, the map can be searched for city entrances and the characteristic can only be validated within a defined radius.

The procedure is iterative. In other words, an already efficient first trip is assumed, from which an optimized trip is derived. In one of the next travels the same route an improvement is achieved and the resulting current ride is again the starting point for further improvement. To ensure that the iteration process is not interrupted, predetermined quality characteristics are set for the current coasting phase. This is done on the basis of an evaluation of the current driving phase.

• – Bewertung von Events oder Ereignissen, beispielsweise zwei Bremseingriffe,
• – Bewertung über der Zeit, beispielsweise 5 s Bremseingriff,
• – Bewertung über den Weg, beispielsweise 300 m Bremseingriff, sowie
• – eine Mischung der obigen Bewertungen.

The evaluation thus determines whether an optimized coasting curve is ever stored. Only sufficiently good maneuvers should be considered and optimized by the driver. The phases can be evaluated by:

• - Evaluation of events or events, for example two brake interventions,
• Evaluation over time, for example 5 s braking intervention,
• - Evaluation of the way, for example, 300 m braking intervention, as well
• - a mix of the above reviews.

• – Maß für die gesamte Phase,
• – Maß für die Bewertung des Bremsens in der Phase,
• – Maß für die Bewertung des zu schnellen Fahrens in der Phase,
• – Maß für die Bewertung des zu schnellen Fahrens am Zielpunkt – beispielsweise Ortseinfahrt – in der Phase,
• – Maß für die Bewertung des zu langsamen Fahrens in der Phase,
• – Maß für die Bewertung des zu langsamen Fahrens am Zielpunkt in der Phase,
• – Maß für die Bewertung des Segelns/Schubabschaltens in der Phase, und
• – Maß für die Bewertung des Gasgebens in der Phase.

The most important evaluation measures are:

• - measure of the entire phase,
• - measure of the evaluation of braking in phase,
• - measure of the assessment of too fast driving in the phase,
• Measure for the assessment of too fast driving at the destination point - for example, entry to the area - in phase,
• - measure of the assessment of too slow driving in the phase,
• Measure of the evaluation of the too slow driving at the destination point in the phase,
• - Measurement of sailing / overrun rating in phase, and
• - measure of gas phase evaluation in phase.

3 shows the situation of an extension of an optimized driving curve. In the 1 and 2 It was assumed that the vehicle has substantially the same initial speed at the beginning of the deceleration phase PA at the next drive of the travel route. A lower speed at this time is also not a problem, since in this case the optimized reference time OHP, which is the intersection of the optimized driving curve OFK with the current driving curve, is simply shifted towards a later point in time.

If the current speed is higher than the permissible speed or the one considered during the previous optimization, then the stored optimized driving curve OFK is expanded in the direction of the higher speed, as shown in FIG 3 represented by the extension curve EFK. The optimized driving curve moves in a speed range of 100 km / h to 50 km / h, which corresponds to a transition from a highway to a local traffic.

• – eines Regelalgorithmus (PID-Regler),
• – eines Fehlerminimierungsalgorithmus (LMS-Algorithmus),
• – eines neuronalen Systems (selbstorganisierendes Verfahren), und/oder
• – einer prädiktiven/adaptiven Regelung (Kaiman, H-Regler usw.).

For example, the estimated extension is based on

• A control algorithm (PID controller),
• An error minimization algorithm (LMS algorithm),
• A neural system (self-organizing method), and / or
• - a predictive / adaptive control (Kalman, H-controller, etc.).

The extension optimizes itself, z. For example, if a deviation occurs at the destination of 5 km / h at 110 km / h on the second trip, then not only the point at 110 km / h is adjusted in the ascent, but also an adaptation to the maximum speed is performed.

4 shows a first display device or HMI (human-machine interface, human-machine interface) for transmitting the information of an optimized notice time for initiating the coasting phase to the driver in the form of a bar graph BD on a display AE together with the optimized driving curve OFK and the optimized reference time OHP and the current speed AV. By means of the bar diagram BD, this HMI is particularly suitable for transmitting a soft optimized reference time, that is to say when there is still no high level of safety in the estimated optimized coasting time. The bar chart may be colored, so that on one side an estimated reference time estimated later on, in the middle the optimized reference time and on the other side the coasting time of the previous trip would be displayed.

5 shows a second HMI for a fixed hint time as it sets after a few iterative steps. Here, only the learned and optimized travel curve OFK or coasting curve, the optimized reference time OHP and the current speed are displayed in the display device AE. With the achievement of the optimized reference time OHP, an indication to the driver can be given acoustically or visually.

6 shows an HMI for the case of 5 , ie the fixed optimized hint time. Here, the driver is given a direct visual indication of the current traffic situation to take the gas off.

7 shows an example of an assistance device 1 for supporting an efficient driving style of a driver of a motor vehicle in a schematic representation. The device 1 includes a navigation device 2 , preferably based on a satellite navigation method such as GPS, with a digital map 3 which contains link attributes in the usual way, a device 4 for detecting vehicle data, such as vehicle speed, braking intervention and acceleration, as well as a storage device 5 , Furthermore, the device comprises 1 a control device 6 for controlling the units connected to it as well as for data evaluation. In this case, the control device 6 An institution 7 to recognize typical driving phases within a route and to determine the driving curve of the typical driving phase. If a typical driving phase is detected, then a device performs 8th an evaluation of the current driving curve through. Subsequently, in a decision-making facility 9 decided whether the current driving curve is suitable for analysis. If this is true, then the current travel curve in a device 10 analyzed and an optimized driving curve including the optimized reference time is determined. The optimized driving curve is stored in the memory device 5 the assistant device 1 saved for later use. When re-driving the route, the control device 6 rely on the stored optimized driving curve to get on an HMI device 11 such as a display in the form of a combination instrument, to communicate the optimized indication time in an appropriate form to the driver, whereby a more efficient driving behavior of the driver can be effected. Furthermore, from the then current travel curve, a new optimized driving curve is created, which with the previous optimized driving curve in the control device 6 compared and possibly as a new optimized driving curve in the storage unit 5 can be stored.

Furthermore, the device 1 a C2X communication device 12 to communicate optimized driving curves as well as optimized reference times to other road users or to a suitable infrastructure.

LIST OF REFERENCE NUMBERS

FK

travel curve

FPA

Driving curve coasting phase

OFK

optimized driving curve

V

speed

VL

speed limit

B

braking profile

PA

Coasting time

tA

Start of the coasting phase

tE

End of the coasting phase

tB

Beginning of the braking intervention

OHP

optimized reference time

EFK

extension curve

AV

current speed

AE

display unit

BD

bar graph

1

assistance device

2

navigation

3

digital map

4

Capture of vehicle data

5

memory device

6

control device

7

Detection of typical driving phases and the driving curve

8th

Evaluation of the current driving curve

9

Rating sufficient

10

Creation of optimized driving curve and optimized reference time

11

HMI

12

C2X

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102010011294 A1 [0007]
• DE 102009054080 A1 [0008]
• EP 1973078 B1 [0009]
• DE 102008040284 A1 [0010]

Claims (10)

Method for supporting an efficient driving style of a driver of a motor vehicle, wherein the motor vehicle has a navigation device ( 2 ) with digital map ( 3 ) for determining the vehicle position, position attributes and for route guidance, a control device ( 6 ), a memory device ( 5 ) and an HMI device ( 11 ), comprising the steps of: detecting a typical driving phase (PA) within a driving route and determining the driving curve (FK) of the typical driving phase (PA) in the form of a speed profile with initial speed and final speed and position information, analyzing the travel curve (FK) with respect to inefficient portions and determining an optimized driving curve (OFK), storing the optimized driving curve (OFK) with respect to the typical driving phase (PA), and generating an indication to the driver based on the optimized driving curve (OFK) when driving again the route to increase the efficiency of the driving style. A method according to claim 1, characterized in that the typical driving phase (PA) is a deceleration phase (PA) with a deceleration curve (FK). A method according to claim 2, characterized in that the determination of the optimized delay curve (OFK) by a determination of during the deceleration phase (PA) spent braking energy (B) takes place. A method according to claim 3, characterized in that the optimized deceleration curve (OFK) is formed by a coasting curve whose intersection with an actual travel curve (FK) of the motor vehicle before the typical driving phase (PA) forms an optimized reference time (OHP) for initiating a coasting , Method according to one of the preceding claims, characterized in that an extension (EFK) of the optimized driving curve (OFK) by means of an estimate, if the initial speed of the motor vehicle at a current driving the route is higher than the initial speed of the optimized driving curve (OFK ) underlying. Method according to one of the preceding claims, characterized in that an evaluation of the driving curve (FK) of the typical driving phase (PA) is performed and an optimized driving curve (OFK) is formed only if the travel curve (FK) meets predetermined evaluation criteria. Method according to one of the preceding claims, characterized in that from the current driving curve (FK) a current optimized driving curve (OFK) is created and the stored optimized driving curve is replaced with the current driving curve, if the current optimized driving curve has a greater driving efficiency than that saved optimized travel curve. Method according to one of the preceding claims, characterized in that the optimized travel curve (OFK) of a driving phase (PA) as well as position information and the optimized reference point (OHP) by means of C2X, in particular via a portal on the Internet, is passed on to other road users. Contraption ( 1 ) for carrying out the method according to one of the preceding claims in a motor vehicle, with a navigation device ( 2 ) with digital map ( 3 ) for determining the vehicle position and position attributes and for route guidance, a control device ( 6 ), a memory device ( 5 ), An institution ( 4 ) for collecting vehicle data and an HMI device ( 11 ), characterized in that the control device ( 6 ): a device ( 7 ) for identifying a typical driving phase (PA) within a driving route and for determining the driving curve (FK) of the typical driving phase (PA) in the form of a speed profile with initial speed and final speed and position information, a device ( 10 ) for analyzing the travel curve (FK) with regard to inefficient parts and for determining an optimized travel curve (OFK), wherein the memory device ( 5 ) stores the optimized travel curve (OFK) with respect to the typical driving phase (PA), and the HMI device ( 11 ) generates an indication to the driver based on the optimized driving curve (OFK) in a renewed driving the route to increase the efficiency of the driving style. Device according to claim 9, characterized in that the device ( 1 ) a C2X communication device ( 12 ) for communication with other road users and / or a transport infrastructure.

Images