WO2018130502A1

WO2018130502A1 - Method for optimizing a shift strategy

Info

Publication number: WO2018130502A1
Application number: PCT/EP2018/050404
Authority: WO
Inventors: Jörg BUSCH; Jochen Elsner
Original assignee: Voith Patent Gmbh
Priority date: 2017-01-16
Filing date: 2018-01-09
Publication date: 2018-07-19
Also published as: DE102017100671A1

Abstract

The invention relates to a method for optimising a shift strategy for an automatic transmission or manual transmission of a vehicle which can be automated, as a function of the distance which is expected to be travelled by the vehicle. The method according to the invention is characterized in that - route information is determined on the basis of sensors in the vehicle, wherein the determined route information is stored at regular intervals in a memory, wherein the currently acquired route information is compared with the stored route information from preceding journeys, wherein a stored distance which has already been travelled is inferred as the distance which is expected to be travelled on the basis of the comparison, and wherein the shift strategy is optimised as a function of the distance which is expected to be travelled.

Description

Method for optimizing a shift strategy

The invention relates to a method for optimizing a shift strategy for an automatic transmission or an automatic shifting transmission in a vehicle, depending on the expected driving distance of the vehicle.

The optimization of shift strategies as a function of an expected driving distance is known from the prior art. An optimization of shift programs typically takes place in that the shifts are optimally adapted to these via forward-looking information about the course of the route and its topology, so as to achieve fuel savings, for example.

In order to obtain the information about the route, while navigation systems are necessary, which have stored or retrievable maps and a determination of the current position of the vehicles using a satellite navigation, for example via GPS. In this context, reference may be made to the applicant's DE 10 201 1 1 17 025 A1 and additionally to DE 10 2010 001 873 A1, DE 10 2007 054 619 A1 and DE 10 2013 222 972 A1.

A disadvantage of all of these documents and the methods and structures described therein is that they require a detailed position determination of the vehicle at the respective times. This means that a navigation system and in particular a receiver for satellite data, for example the GPS, must be present on board. However, this is often not the case in vehicles, in particular in commercial vehicles, since the drivers are "very knowledgeable" here and typically travel in known regions and / or follow known route sequences , According to the invention, it is the object of the present invention to provide a method for optimizing a switching strategy according to the preamble of claim 1, which is improved compared to the methods of the prior art, and which can dispense in particular with a satellite navigation.

According to the invention this object is achieved by a method having the features in claim 1. Advantageous embodiments and further developments emerge from the subclaims dependent thereon.

In the method according to the invention, the route information is determined on the basis of sensors in the vehicle in order to optimize the shift strategy of the vehicle. Such sensors detect physical data within the vehicle and thus differ fundamentally from a satellite receiver, which colloquially is sometimes referred to as a GPS sensor, but is not a sensor in the sense of the present invention. The route information determined on the basis of the data of the sensors is now stored in a memory at regular intervals, for example at regular time intervals and / or at regular distance distances during the drive of the vehicle. Within the vehicle so the corresponding data are stored. Furthermore, there are already stored route information of previous journeys in the memory. The newly stored data and the previously stored data of the previously traveled routes can now be compared with each other, so that based on this comparison a stored previously traveled route can be recognized as expected route, if several consecutive data of the current ride the data previously carried out ride. Without the need, one Determining the position of the vehicle, it can now be concluded based on the comparison on which route the vehicle currently drives. The thus predicted driving distance of the vehicle can then be used as the basis for the optimization of the shift strategy, comparable to what is done in the prior art with reference to a route predicted via a navigation system. The structure is extremely simple and efficient. By storing the corresponding information, the vehicle "learns" over time all the routes it uses and stores them.According to currently recognized data that coincides with the data of the stored route, it can then be determined that the vehicle is recognized This means that a shift strategy adapted to the route can be implemented simply and efficiently by reacting proactively to the route to be expected or by using a shift strategy that has already been successfully developed for this route.

Various sensors of the vehicle can be used as sensors, in particular data can be used which are in any case interrogated in the vehicle via sensors. In particular, at least one of the following sensors can be used as sensors:

- Sensor for detecting a speed signal;

- sensor for detecting hold signals;

- Sensor for detecting a height signal, which may be formed in particular barometric;

- Sensor for detecting the inclination of the vehicle;

- a compass to determine the direction of travel;

- in particular when used in scheduled buses

Bus stop information system over which stops a Vehicle are detected in the bus operation, for example, to announce appropriate information before the stop via an announcement to the passengers; and

- an automatic traffic sign recognition.

In addition to these sensors, other sensors in the vehicle are in principle suitable to provide information and data which can be used to determine the route. In principle, some of the sensors are sufficient. Ideally, as many, preferably already existing, sensors are used to generate a comprehensive data set and thus in the course of the comparison as quickly as possible with great certainty the actually upcoming route, if it is stored to recognize. The inventive method is particularly suitable for commercial vehicles, which very often have no navigation system and no satellite receiver. In particular for this purpose, the method according to the invention can be used preferably in buses, and here especially in buses. Another alternative possibility may be use in delivery vehicles which very often depart comparable routes, for example in the delivery of parcels, in the delivery of mail in rural areas or the like.

According to an advantageous development of the method according to the invention, it may now be the case that in the case of multiply traveled routes, an average value is respectively generated from the detected individual data of the sensors and used for the determination of the route information. By means of such an average, individual outliers in the recorded data can be averaged in order to obtain more and more reliable statements over the course of time. According to a further very advantageous embodiment of the idea, it may further be provided that the mean value is calculated as a moving average. On the one hand, such a moving average has the advantages of the mean, as mentioned above, and on the other hand, it can apply an increasing weighting, for example, to the current values so that creeping changes can be virtually "learned" by the vehicle, which improves the data quality and ultimately the possibility of to respond optimally to the respective route via an optimized shift strategy, which improves over a longer operating period of the vehicle.

An extremely favorable and advantageous embodiment of the method according to the invention now also provides for the data of the memory to be compared with the data in the memory of other vehicles and / or exchanged. Such a comparison or such a sharing of the data in the memory of the respective vehicle with other vehicles makes it possible, for example, in fleet use of vehicle, that are learned by one of the vehicles track information also the other vehicles available. Thus, for example, the operator of city bus buses can bring the memory of all his buses to the same level by adjusting and exchanging data from time to time. Each of the buses can then be used on any route and is operated on this route with a highly efficient switching strategy. The adjustment and / or exchange of the data can take place via a central computer, as provided according to an advantageous development of the idea. Such an exchange can take place, for example, in buses after the end of the shift in the depot. This makes it possible to provide the information that has collected the one vehicle, for example, for the following day another vehicle. To save storage capacity, it is possible that according to a Advantageous development of the method according to the invention, the various routes are cached in a database to be transferred from there from the vehicle that needs the information next, for example, because a bus for the following day is divided on a corresponding line route, because a postman on the first Day in the village A delivers the mail and the following day in the village B or similar.

According to a further advantageous embodiment of the idea, such a comparison or exchange of data between the vehicles, possibly via a central computer and a database, at certain intervals, for example daily, take place. In addition, it is conceivable to carry out an adjustment exclusively or additionally when there is a significant change in the route information. Such a significant change is present, in particular, when the change in the recorded sensor data is greater than the usual measurement deviation of the sensors plus a safety margin. In this case of a significant change, it must therefore be assumed that something has changed significantly on the track. This can be, for example, a change in the route in the form of a new traffic light, a changed routing due to a construction site or the like. In this case, the reconciliation can again take place under the vehicles, so that this change is known to all vehicles as soon as one of the vehicles has "learned" them.

In particular, for this case, it may now be provided according to a particularly advantageous embodiment, that an exchange of data by vehicle / vehicle communication takes place. Especially in the line mode of buses, this can be extremely favorable, because a change in the route information is detected by a first vehicle. This can then also inform the following vehicles of this change, so that the optimization of the shift strategy in these vehicles can already respond to the new situation, and so for example, the early initiation of a sailing operation or the like can realize. According to a very advantageous development of the method according to the invention, it may further be provided that in vehicles with hybrid powertrain with additional electric drive machine, which includes an electrical energy storage device, in addition to optimizing the switching strategy, the management of the electrical energy storage device in response to the expected route. The expected route can thus be used not only for the optimization of the switching strategy of the vehicle, but also in the case of a hybrid vehicle to optimize the strategy for the management of the energy storage device, in particular with respect to a Nachladestrategie. About such a Nachladestrategie can save depending on the learned routes of the vehicle and derived therefrom expected route of the vehicle in the current drive, for example, a targeted emptying of the electric energy storage device on the provision of additional drive energy via the electric motor fuel, if this is on a hill takes place, which is followed on the basis of the expected route from a subsequent downhill, so that it is ensured that the electrical energy storage device is charged here again. According to a very advantageous development of the idea of the hybridized powertrain can be used with an external recharging, so that, for example, at certain points on the route via an electrical contact of the vehicle with a charging station recharging the electrical energy storage device can be effected. This contact can be realized for example via a cable or in particular contactless induction. When using buses For example, an afterloading station can be provided at an end stop, at which a break for the vehicle and the driver regularly arises, and / or in the depot, in which the vehicles are parked after the end of the shift. If it can be seen from the track information acquired via the sensors that the vehicle is moving toward such a charging station, then the electrical energy storage device or its electrical energy content can be used ideally to save fuel, for example fossil fuel for an internal combustion engine of the hybridized drive train, since can be expected in any case shortly with a recharging of the electrical energy storage device. Ideally, this is so far drained until reaching the charging station that the electrical energy storage device reaches its lowest possible state of charge, since then can be assumed directly from a recharge. As a result, the consumption of fossil fuel is reduced. In this way, at least locally in the area of the vehicle, emissions can be saved, which is a further decisive advantage, in particular when using urban buses. The same applies to delivery vehicles, for example in parcel delivery service, postal services or the like, in which case charging stations can be provided on the one hand in the depot and on the other hand at stations to which parcels, letters and the like are invited.

Further advantageous embodiments of the method according to the invention will become apparent from the embodiment, which is explained below with reference to the figures.

Show it:

FIG. 1 shows an exemplary scenario of a vehicle on a vehicle

Driving distance; and 2 shows a vehicle drive train of an exemplary vehicle.

In the illustration of Figure 1 is very highly schematic a vehicle 100, for example, a bus, indicated. This should be located on a laterally with its profile to be recognized in the sectional view driving route 200, on which purely by way of example some stops 310, 320, 330, 340, 350, 360 are located. At the stops, a stop sign is indicated in the illustration. In the illustration of Figure 2, the powertrain 400 of the vehicle 100 can be seen. This comprises a first drive motor 1 in the form of an internal combustion engine, for example for diesel or natural gas. Furthermore, a second drive motor 2 is indicated in the form of an electric motor. Both drive motors 1, 2 can transmit their drive power to the drive wheels 4 of the vehicle 100 via a transmission 3, in particular in the form of a variable speed gearbox with different gear ratios. The transmission 3 can be designed in particular as a so-called automatic or automatic transmission, or as automatable manual transmission. Like the two drive motors 1, 2, it has its own control 5, which in particular also implements a shift strategy for the transmission 3. Ideally, this is optimized to the effect that the purpose of the vehicle 1 with minimum energy requirements, so for example, while saving fuel for the drive motor 1, can be achieved as best as possible.

The vehicle 100 has a plurality of sensors, some of which are here indicated by way of example and designated by the reference numerals 6, 7, 8. These sensors 6, 7, 8 can detect data of the vehicle 100. For example, the sensor 6 may be designed as a speed sensor, which detects the current driving speed of the vehicle. The sensor 7 may for example be designed as a tilt sensor, so as to determine Whether the vehicle is currently tilted, so for example uphill or downhill on the route 200 is on the way. The further sensor 8 may be, for example, a geodetic height sensor, which is designed in particular in the form of a barometric sensor, and can determine the height of the vehicle 100 accordingly. In addition, other sensors are conceivable, for example, the already mentioned sensors for detecting hold signals, a compass, the detection of stop signals, which are emitted from the stops 310 to 360 to the vehicle 100 and / or other present data, for example, an automatic traffic sign recognition or the like ,

Based on these sensors 6,7,8, it is now possible to collect data about the route 200. This is done via a control device 9, which is also in communication with the controllers 5 of the drive motors 1, 2 and the transmission 3. Via the control device 9, the data of the sensors 6, 7, 8 as well as further conceivable sensors can be processed and summarized for route information regarding the travel route 200. This takes place continuously at intervals or at a distance of a certain distance, so that virtually a profile of the route 200 is detected by the respective sensors 6, 7, 8. This can be stored in a designated by 1 1 memory, which has the control device 9 or to which it is connected. Together with the memory 1 1, the control device 9 forms a data communication system 10.

In this data communication system 10 can now be determined by comparing the currently detected data and the stored data on already traversed routes 200, whether the vehicle 100 runs on a known route 200, and if so on which. In accordance with this known driving route, a corresponding strategy can then be realized by the control 5 for the transmission 3 in a forward-looking manner. By Such a forward-looking strategy can be optimized, for example, a sailing operation of the vehicle 100 by selecting the appropriate gear ratios, so as to save fuel. The drive train shown in Figure 2 also has, for example, on the secondary side of the transmission 3 on a known in commercial vehicles retarder 12. In addition, an electrical energy storage device 20 is provided, which is in electrical operative connection with the second drive motor 2, for example via a power electronics, not shown here. A controller 50 of the electrical energy storage device provides for a management of the electrical energy storage device 20, namely by this management of the electrical energy storage device 20 at least one Nachlademanagement and a strategy with respect to the state of charge of the electrical energy storage device 20 includes.

Also for this management of the electrical energy storage device 20 can now be used on the control unit 9 and the memory 1 1, the probable driving distance 200 of the vehicle 100. In the example shown in FIG. 1, the electrical energy storage device 20 could be emptied uphill to a minimum residual charge state by providing drive power via the drive motor 2. The drive motor 1 can save corresponding drive power, thereby saving fuel. The onward journey after the passage of the stop 340 is then downhill, so that is provided by the deceleration of the vehicle 100 via the drive motor 2 in generator mode electrical energy, which is then stored again in the electrical energy storage device 20, so this charges accordingly. As a result of the knowledge of the route, optimized operation can be achieved not only with regard to the shifting of the transmission 3, but also with respect to the use of stored in the electrical energy storage device 20 electrical energy.

Another way to take into account the state of charge of the electrical energy storage device 20 with knowledge of the probable route, is now to empty them in other situations. If, for example, it is known that stop 360 is an end stop, in the area of which there is a recharging station 500, which is indicated in the form of an induction coil. If the vehicle 100 is in the area of this terminal stop 360 and there makes the usual break, then can be done with external energy recharging the previously emptied electrical energy storage device 20. This also improves the energy balance of the vehicle 100 and ensures that the emissions do not arise in the area of the vehicle 100, but can be correspondingly shifted or completely saved depending on the production location and type of electrical energy fed in via the recharging station 500.

Of course, such a reload station 500 may be provided not only in the area of terminal stops, but also in particular in the area of a depot not shown here in which the vehicle 100 is parked for example after the end of the shift to the next shift start the next day. Here then there is sufficient time to fully charge the electrical energy storage device, so that when detected drive in the direction of the depot, the electrical energy storage device 20 can be emptied independently of the topography of the route 200.

In the representation of FIG. 2, a communication module 30 is shown connected to the memory 11. This communication module 30 is now able to transfer the data from the memory 1 1 with the data in the memories 1 1 other vehicles or to exchange or share with them. This makes it possible to share the route 200 that has been learned by the vehicle 100, with other vehicles, so that they know when they are on the route 200, without a complex and time-consuming learning process already know that it this route 200 is when the collected data at the beginning of the ride with those in memory match. The optimized strategy, for example, for switching the transmission 3 and optionally in addition to the management of the electric energy storage device 20, if the vehicle is a hybrid vehicle, so then can also be applied here, and already from the first ride, without a comparable teach-in must be made as before with the vehicle 100.

Claims

claims

1 . Method for optimizing a shift strategy for an automatic transmission (3) or an automatable transmission (3) of a vehicle (100) as a function of the expected travel distance (200) of the vehicle (100), characterized in that

1 .1 route information using sensors (6, 7, 8) are determined in the vehicle (100), wherein

1 .2 the determined route information at regular intervals in a memory (1 1) are stored, wherein

1 .3 the currently detected route information is compared with the stored route information of previous trips, wherein

1 .4 is closed on the basis of the comparison on a previously traveled traveled route (200) as the expected route (200), and wherein

1 .5 the optimization of the shift strategy depending on the expected route (200) takes place.

2. The method according to claim 1, characterized in that as sensors (6, 7, 8) at least one of the following sensors is used:

Sensor for detecting a speed signal;

Sensor for detecting hold signals;

Sensor for detecting a height signal, wherein this

can be designed in particular barometric;

Sensor for detecting the inclination of the vehicle;

a compass for determining the respective direction of travel;

when used in line buses

Station information system over which stops vehicle (100) are detected in the bus operation, for example, corresponding information before Stop (310, ... 360) announce an announcement to the passengers; and or

automatic traffic sign recognition.

3. The method of claim 1 or 2, characterized in that in multiply traversed routes (200) in each case an average of the currently detected and stored individual data of the sensors (6,7,8) is generated and used for the determination of the route information.

4. The method according to claim 3, characterized in that the mean value is calculated as a moving average.

5. The method according to any one of claims 1 to 4, characterized in that the data of the memory (1 1) are compared with the data in memories of other vehicles and / or exchanged.

6. The method according to claim 5, characterized in that the adjustment and / or exchange via a central computer.

7. The method according to claim 6, characterized in that the central computer has a database with different stored routes from the exchange / comparison with different vehicles (100).

8. The method of claim 5, 6 or 7, characterized in that the adjustment and / or exchange takes place at least once a day and / or significantly changing route information.

9. The method according to any one of claims 5, 7 or 8, characterized in that the adjustment and / or replacement via a vehicle / vehicle communication takes place.

10. The method according to any one of claims 1 to 9, characterized in that the optimization of the shift strategy includes a predictive switching with regard to the expected route (200).

1 1. Method according to one of claims 1 to 10, characterized in that in vehicles (100) with hybridized powertrain, which includes an electrical energy storage device (20), in addition to optimizing the switching strategy, the management of the electrical energy storage device (20) depending on the expected route (200) is optimized.

12. The method of claim 1 1, characterized in that the management of the electrical energy storage device (20) comprises at least one Nachladestrategie.

13. The method according to any one of claims 1 to 12, characterized by its use in a commercial vehicle.

14. The method according to claim 13, characterized in that the commercial vehicle as a delivery vehicle or bus, preferably bus (100) is formed.