DE102007059121A1 - Method for determining a route and device therefor - Google Patents

Abstract

A method is proposed for determining a route from a starting point to a destination point, wherein a route optimized with regard to the energy consumption is determined, to which elements of traffic route network mapping map data on the basis of which the destination of the route is assigned energy consumption values in that the energy consumption values contain a speed-dependent component for holding a speed and an arrangement for carrying out the method. The invention with the features of the independent claims has the advantage that a route determination is improved with the aim of the lowest possible total energy consumption.

Description

State of the art

The The invention relates to a method and a device according to Genus of the independent claims.

Current navigation systems allow the determination of routes that represent an optimum in terms of certain criteria, such as the shortest travel time or route. In addition, certain route sections may be excluded from route determination, such as tunnels, toll roads or ferries. Furthermore, by considering digitally coded and, for example, according to ISO 14819 Radio traffic information transmitted via a respective current traffic situation, that is, in particular current traffic disruptions are taken into account in the route determination.

A fast route across the highway faces a short route usually a longer route, so still during this lower engine running time more energy to handle the longer distance at higher speed is needed. For the short route can be found the other way around, because at lower speeds, although less energy for the movement of the vehicle is needed, however, the time for covering the route longer and also the number of acceleration events greater is. Since neither the travel time, nor the track length with directly correlate with energy consumption, one will the travel time or route optimal route usually not represent the optimum in terms of energy consumption. Current implementations for determining a low-energy consumption Route follow the approach, an optimized route in terms of one Mix the criteria short route and fast route to determine it is believed that this tends to reduce fuel consumption consumed as without this criteria mixture.

From the DE 196 05 458 C1 For example, a vehicle navigation system is known which determines a plurality of alternative routes from an origin to a destination and selects from those alternative routes that route guidance for which fuel consumption is lowest. To determine the fuel consumption of each of the alternative routes, the height differences to be overcome on these routes are evaluated, whereby a direct relationship between fuel consumption and height difference to be overcome is assumed.

In the EP 1 505 555 B1 a further development of the above-mentioned car navigation system is described, in which for determining the most fuel-efficient route additionally a time limit for the total travel time of the selected route is taken into account, so that as a result a most fuel-efficient route is determined from the set of possible routes that do not exceed a maximum travel time , Furthermore, relative fuel consumption values are provided for gradient and gradient sections, so that an absolute fuel consumption for each partial section can be determined from a vehicle-specific average fuel consumption value and the topology-dependent relative values.

Advantages of the invention

The Invention with the features of the independent claims has the advantage that a route determination with the aim of a possible low overall energy consumption.

This is achieved by adding elements of the map data on which Basis the determination of the route takes place, assigned energy consumption values are the energy consumption values according to the invention a speed-dependent portion for holding a speed contain.

Advantageous Then the energy consumption values for the route determination are used for each a specific element of the map data from that element associated speed information, in particular one for this element typical speed, determined. For example, can it is at a certain element, in particular a stretch of road or a road section, associated speed information at a typical driving speed for this element act as such in the map data the individual elements individually assigned or, for example, street class specific is stored. The energy consumption value for this element or at least the speed dependent portion of the Energy consumption value can then be determined by assigning a stored, speed-dependent consumption value, for example be read out of a table.

alternative However, it may also be advantageous that certain Elements of the map data, so preferably certain or road sections, certain speed-dependent Energy consumption values are or are assigned. This increases the effort to store the values, however, can be element-specific Particularities are taken into account more easily.

Advantageous is further provided that the one of the map data associated Speed information based on a stored Value by evaluation of actual driven speeds be adjusted. Advantageously, the speed-dependent are also advantageous Shares of energy consumption values for the different ones Speeds from stored values by evaluation actual energy consumption values adjusted.

• – fahrzeugspezifische Einflussgrößen, wie etwa Art des Fahrzeugs (Pkw, Lkw, ...), Antriebsart, wie Otto-, Diesel-, Autogas-, Erdgas-, Ethanol- oder Elektromotor oder Hybridantrieb, Handschalt- oder Automatikgetriebe, typische Energieverbrauchswerte, Bereifung, Beladungszustände und Anbauten, wie Dachgepäckträger, Anhänger und dergleichen und/oder
• – straßenabschnittsspezifische Einflussgrößen, wie Steigungen, Kurven, Kreuzungen, Straßenwechsel und dergleichen, und/oder
• – äußere ereignisabhängige Einflussgrößen, wie Wetterverhältnisse, Meldungen über verkehrsrelevante Ereignisse wie insbesondere Verkehrsstörungen und/oder
• – fahrerspezifische Einflüsse, wie insbesondere ein Fahrstil des Fahrzeugführers (sportlich/konservativ/energiesparend) berücksichtigt.

In the case of the speed-dependent portions of the energy consumption values, further influencing variables are advantageous, in particular

• - vehicle-specific influencing factors, such as type of vehicle (car, truck, ...), drive type, such as petrol, diesel, LPG, natural gas, ethanol or electric motor or hybrid drive, manual or automatic transmission, typical energy consumption values, tires Loading conditions and attachments, such as roof racks, trailers and the like and / or
• - Road section specific factors such as gradients, curves, intersections, road changes and the like, and / or
• - External event-dependent influencing variables, such as weather conditions, messages about traffic-relevant events such as in particular traffic disruptions and / or
• - Driver-specific influences, such as in particular a driving style of the driver (sporty / conservative / energy-saving) into account.

Advantageous is to take into account the said or additional further influencing variables a multidimensional Characteristic map for the speed-dependent component the energy consumption value determines which of the determination of the respective speed-dependent portion of the energy consumption value is taken as a basis.

Preferably In addition, at least part of the elements of the map data, here in particular nodes in which street sections depicting Edges are linked together, so for example Intersections representing freeways and the like Elements of map data an acceleration-dependent Energy consumption value share assigned. So that can exemplified and other traffic hubs, especially advantageous in determining an energy consumption optimized route be taken into account.

Besides is preferably the or at least part of the elements in addition assigned a time-dependent energy consumption value share. So is also a time-dependent basic energy consumption, for example, by running even at a standstill combustion engine about when waiting at intersections and other base loads caused is considered advantageous. The driving time results thereby from a prognosis of the total driving time on the basis of typical speed values for individual stretches of road or specific road classes.

The Invention may be advantageous in a navigation device for Motor vehicles are implemented. But she is not onboard navigation limited. There are particular solutions for Route computer on the Internet conceivable.

drawings

embodiments The invention is illustrated in the figures and will be described below explained in more detail.

It demonstrate

1 a block diagram of a vehicle navigation system as an example of an arrangement for carrying out the method according to the invention and

2 a diagram showing, by way of example, the relationship between vehicle speed and speed-dependent energy consumption share.

Description of the embodiments

In 1 denotes the reference numeral 1 the inventive arrangement for performing the method according to the invention, here without limiting the generality of the invention using the example of a navigation system for permanent or at least temporary use in a motor vehicle, so a vehicle navigation system. Alternatively, the method may be applied to, for example, an Internet portal or a stand-alone PC program or the like.

The navigation device 1 includes means in a conventional manner 11 for own localization and thus for the determination of a current vehicle location, for example a receiver for GPS satellite positioning signals, preferably additionally inertial sensors and the like, wherein the respective current location is determined from a combination of these signals. Via an operating device 12 , Which preferably has control elements, the user can enter a destination. Subsequently, a route calculation module calculates 13 , which is preferably a software module, that of a computer of a central controller 10 of the navigation system 1 is processed, a route from the current vehicle location to the entered destination via a traffic route network, which by in a mass storage 14 saved map data 14 is represented.

The map data 14 include elements, namely, edges that represent road sections, and nodes that represent intersections, highway ramps, and other traffic nodes. These elements are assigned energy consumption values. In the case of the edges, these comprise a speed-dependent portion, which results from an energy expenditure required to maintain a currently driven speed. This depends in particular on the currently driven speed itself. This will be discussed in more detail later. Preferably, energy consumption values are also assigned to the node. These include here an acceleration-dependent portion which results from the energy expenditure for accelerating the vehicle from a first speed, for example standstill, to a second speed. This proportion is dependent on numerous parameters, which will be discussed later.

Preferably For example, nodes can also be within sections be provided at locations where, for example, a speed limit is lifted on a highway, allowing also acceleration operations Advantageously considered directly as acceleration at this point could be. In addition, in particular Nodes are also assigned energy consumption value shares, the arising from a basic consumption at standstill of the vehicle. When the engine is running, for example, a modern car consumes at standstill in front of a traffic light or railroad crossing about 0.5 liters of fuel per hour. This basic consumption results from the to be overcome Friction losses in the engine and beyond the energy needs in the vehicle operated electrical consumer, a driver information system, which includes, among other things, the navigation system, a Comfort features, such as a seat heating and interior air conditioning as well as, for example, the engine control.

According to the invention the route calculation such that a route with the smallest possible Energy consumption is determined. The exact mode of operation will be on later point more precisely executed and based in essential that the calculation process for example Ford Moore or Dijkstra on energy consumption instead of, for example, the criterion shortest route Track section lengths done.

The calculated route is stored in a route memory 18 stored and based on a subsequent route guidance, being determined in the course of the movement of the vehicle whose current location and adjusted with the route and, if necessary, guidance instructions for following the route generated and, for example, as a synthesized language via an output device 16 be issued acoustically. Alternatively or additionally, the route can also be displayed, for example, on a display 19 displayed in a map display.

The navigation system 1 further advantageously has a statistics component 101 on, realized as a software module from the computer 10 is processed. This statistics component 101 has the task to capture energy-relevant data during operation of the vehicle and in a parameter memory 17 stored values according to the collected data according to common statistical procedures. For example, the statistics component evaluates 101 a respective current vehicle speed and puts them to, for example, the road class of the currently traveled road in relation. Thus, it is possible, the navigation system or in its parameter memory 17 to preferences of the driver regarding a Adapting speed on a road to a specific road class. Likewise, energy consumption value shares for certain route sections or nodes can also be detected and statistically processed. For example, in this way the driving style, sporty, defensive, consumption-optimized or the like, of the vehicle driver and its influence on the energy consumption can be mapped onto the stored information.

In this navigation device 1 can for the route calculation, for example, via a radio receiver 15 received, for example, so-called TMC traffic reports according to ISO 14819 , be taken into account. For this purpose, the stored energy consumption values are changed as a function of the traffic reports received for the affected sections of the route. The degree of change is preferably controlled depending on the nature of the disturbance event and its extent or alternatively the effects of the event on the traffic flow.

General principles of Route calculation in today's navigation systems

at In a route calculation, the routes should be different Optimization criteria can be determined, for. B. the Travel time, route or, as in this case, energy consumption. Around the actual optimization procedure is independent of the criterion To design, the criteria values to be optimized by a abstract resistance described.

The digitized traffic route network used for the route calculation is regularly represented by nodes and edges. The edges represent the traffic route sections (road sections) and the nodes are the traffic nodes (intersections). At least the edges, in a preferred embodiment, the transitions Resistors are assigned in the nodes. The edge resistance describes the travel time or distance of the edge. Within of a node is usually covered no distance, so that there is no travel time or route. Instead Knot resistance essentially describes the maneuver to get from the input to the output edge of the node.

The Sum of the resistances that happened on a track Edges and knots gives the total resistance of the track.

at the optimization check of the route calculation becomes a possible new route with an old, previously determined Track compared to the goal in terms of their resistance. It will an optimization is performed, if the new route one has better resistance than the old one. The new route is called Route continues to be used and replaces the old one. Otherwise, the Old used and the new discarded.

Basics of energy consumption optimized route

Base for the energy consumption optimized route is the determination the likely energy consumption per possible range. For covering a range is for the energy consumption the energy consumption for keeping the driving speed on the track essential. Under the assumption At a nearly constant speed, the counteracting ones must Braking effects (rolling friction, air resistance and the like) by continuous energy intake are overcome.

Besides Another physical aspect is essential, namely the acceleration. To consider is the energy expenditure, which is required to drive the vehicle from a first speed, for example, from a standstill, to a second speed accelerate.

For the entire route thus results in an energy consumption from the Sum of consumptions for the acceleration component and to keep the speed on the track.

• X¹ Nur indirekt über die Geschwindigkeit

These two aspects are influenced differently by external influences, with the Berück For example, the following table is used to take account of these influences. acceleration Keep the speed on the track driver Driving styles (sporty, conservative) f _EC (a) X ¹ vehicle Type of vehicle (cars, trucks ...) f _EC (a) f _EC (v) Engine type (petrol, diesel, LPG, alcohol, electric, hybrid ...) f _EC (a) f _EC (v) Typical consumption f _EC (a) f _EC (v) Tires (summer, winter tires, snow chains, spikes ...) f _EC (v) Loading conditions (normal, fully loaded ...) f _EC (a) f _EC (v) Accessories (roof structures, trailers ...) f _EC (a) f _EC (v) Street curves X pitch f _EC (v) intersections X road change X External influences Weather (temperature, wind ...) f _EC (a) f _EC (v) traffic incidents X

• X ¹ Only indirectly via the speed

• – fahrerspezifischer Einflüsse, nämlich abhängig vom Fahrstil des Fahrers,
• – fahrzeugspezifischer Einflüsse, nämlich abhängig von der Art des Fahrzeugs, einer Antriebsart, eines typischen Energieverbrauchs und von Anbauten und dergleichen, und
• – äußerer Einflüsse, wie der Wetterverhältnisse.

Thus, for example, the energy consumption rate for acceleration operations is a function f _EC (a)

• - driver-specific influences, depending on the driving style of the driver,
• Vehicle-specific influences, namely depending on the type of vehicle, a type of drive, a typical energy consumption and attachments and the like, and
• - external influences, such as the weather conditions.

• – fahrzeugspezifischer Einflüsse, nämlich abhängig von der Art des Fahrzeugs, einer Antriebsart, eines typischen Energieverbrauchs, einer Bereifung und von Anbauten und dergleichen,
• – straßenspezifischen Eigenschaften, nämlich insbesondere einer Steigung und
• – äußerer Einflüsse, wie der Wetterverhältnisse.

Thus, the amount of energy used to hold a current vehicle speed is a function f _EC (v)

• Vehicle-specific influences, namely depending on the type of vehicle, a type of drive, a typical energy consumption, a tire and attachments and the like,
• - Road-specific properties, namely in particular a slope and
• - external influences, such as the weather conditions.

By way of example, the relationship for the energy consumption component for maintaining the speed at a level distance results according to FIG 2 , Accordingly, the energy consumption initially decreases with increasing speed. This results from the fact that at very low speeds, for example less than 25 km / h, there is no appreciable air resistance but high rolling resistance, but the vehicle is moved in a small gear and thus with a high number of combustion cycles in relation to the distance covered. In a medium speed range from here, for example, about 25 to 60 km / h, the speed-dependent energy consumption remains constant low. As the speed increases, the expenditure of energy required to overcome the air resistance increases However, the vehicle to be moved in a larger gear, resulting in a saving of energy. These two effects are superimposed here in such a way that they cancel each other out. From a speed of here, for example, 60 km / h increases by the increasing influence of air resistance steadily, from about 100 km / h, this increase can not be compensated by further upshifts, so that the increase is steeper.

For Slope or downhill slopes and depending the other factors described above similar, deviating in details gradients. The sums of these courses can preferably be described as Map associated with the map elements are stored. alternative In the map data can also be references to a single stored map or classifications for assignment filed a particular section or part of the map be. It is essential that due to the stored data any map element that is included in the route calculation becomes specific, the essential energy usage information can be assigned.

acceleration

The instantaneous energy consumption f _EV (a) can be described by a function of the acceleration. Based on a constant acceleration results in the acceleration process energy consumption according to the following formula.

there t is the time and v is the speed.

The Function of the current energy consumption includes the in dependencies described above and shown in the table in terms of acceleration. The corresponding relationships between the parameters can be due to the complex relationships preferably map by tables. They are preferred to the system initially announced and can by a statistics component be successively adapted.

Of the Influence of the intersections and road changes is through the Speed differences at these locations described. Dependent on from driving maneuvers can be for the resistance the probability of the required acceleration process establish. So with a left turn is more likely braked and accelerated again, as in other maneuvers.

The for certain maneuvers are typical waiting times by the probability function p (M) in dependence of the maneuver.

Keep the speed on the route

Of the instantaneous energy consumption may be due to a function of speed to be discribed. Starting from a constant speed results in energy consumption along the route following formula.

there S is the route length.

The function of the current energy consumption includes the speed dependencies shown in the table and described above. The corresponding relationships between the parameters can preferably be represented by tables due to the complex relationships. They are announced to the system Initial and can be adapted successively by a statistical component. The influence of bends and traffic congestion along the route must be through additional acceleration processes are described. It is usually slowed down before corners and it must be accelerated again afterwards. This fact takes into account the additional energy consumption according to the following formula.

at Traffic disruptions, such. Traffic jams, on the one hand, is the average speed but on the other hand it comes to additional Braking and acceleration processes. Both have effects an opposite effect, on the one hand and on the other but the energy consumption increases.

in this connection Care must be taken to ensure that a disturbed Route not rated better in terms of energy consumption may be, even if mathematically it might be correct. It would not be understandable if a certain Track section is chosen exclusively, if there is a traffic incident.

The energy consumption to cover the distance corresponds to the resistance in the route calculation. R S total = EV S total / 9 /

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 19605458 C1 [0004]
• EP 1505555 B1 [0005]

Cited non-patent literature

• - ISO 14819 [0002]
• - ISO 14819 [0027]

Claims (9)

Method for determining a route from a starting point to a destination point, wherein a route optimized in terms of energy consumption is determined, to which elements of traffic route network map data on the basis of which the destination of the route is determined, energy consumption values are assigned, characterized in that the energy consumption values include a rate-dependent fraction for holding a velocity. Method according to claim 1, characterized in that that the energy consumption values for a given item the speed data information associated with the map data from that element, in particular a speed typical for this element, be determined. Method according to claim 2, characterized in that that the speed information associated with the element of the map data starting from a stored value by evaluating actual adjusted speeds. Method according to one of the preceding claims, characterized in that the speed-dependent Shares of energy consumption values for the different ones Speeds from stored values by evaluation actual energy consumption values are adjusted. Method according to one of the preceding claims, characterized in that in the speed-dependent Proportions of the energy consumption values further influencing variables, such as in particular vehicle-specific, traffic-route-specific, event-dependent and / or driver-specific influences become. Method according to Claim 6, characterized that to take into account the other influencing factors a multi-dimensional map for the speed-dependent Proportion of energy consumption values is determined. Method according to one of the preceding claims, characterized in that the or part of the energy consumption values additionally an acceleration-dependent share contain. Method according to one of the preceding claims, characterized in that in determining the route a time-dependent Energy value is taken into account. Arrangement for determining an energy consumption-optimized Route from a start to a destination point with a control to Implementation of the method according to one of the preceding Claims.