DE102008035944A1 - Motor vehicle i.e. road vehicle, driving operation optimizing method, involves determining target-driving speed of vehicle along driving route, and dividing driving route into segments based on distance parameters and driving condition - Google Patents

Abstract

The method involves determining a driving condition, which is characterized for a determined driving route of a vehicle between a geometric location of the vehicle or a driving starting point and a driving destination. A target-driving speed e.g. maximum cruising speed, of the vehicle is determined along the determined driving route under the consideration of distance parameters and the driving condition. The driving route is divided into multiple segments based on the distance parameters and the driving condition. An independent claim is also included for a motor vehicle comprising a device for determining a geographic position of a motor vehicle, comprising a storage device.

Description

The The present invention relates to a method and an apparatus to optimize the economic and ecological Operation of vehicles. The invention is described with reference to Trucks and in particular long-haul trucks described. It is noted, however, that the invention also in other motor vehicles and in particular road vehicles is applicable.

Various methods are known from the prior art, which support drivers taking into account, for example, the traffic situation. That's how it describes DE 103 453 19 A1 a predictive speed control for a motor vehicle. A predictive cruise control system uses information about the current vehicle position as well as the upcoming terrain to save fuel.

From the DE 10 2004 026 639 A1 is a method for determining height or slope information in a motor vehicle known. In this case, altitude or slope information is stored in a digital map. To determine the altitude or slope information in the motor vehicle due to the detected vehicle position, this height and slope information of the digital map are evaluated and used for the operation.

The therefore known from the prior art methods always determine certain route information for a future Route and assist the driver with regard to this future route in its entirety. Here is the entire future range in terms of potential Savings potential treated uniformly. Indeed However, it is conceivable that a route at different Sections allow different savings potential and therefore different sections of the route according to different criteria and methods are optimized, as shown in detail below.

Out The prior art also discloses methods which serve as optimization criteria u. a. a certain average speed over aim for the entire route and / or horizon in front of the vehicle and keep them constant over the track.

there this set average speed is independent from traffic (such as the macoscopic traffic flow, congestion or microscopic of vehicles ahead and the ACC distance and the like) or the economic constraints.

This means that the reference speed is arbitrary is set and often no sound reasoning known are why a certain reference speed is used becomes. Furthermore, a distribution of available follows standing time on the entire route and there will be no subdivision in a desired driving time and an additional Time of the optimization measure made. Therefore, no Delimitation of the desired travel time and the granted Optimization time reached. Furthermore, no inclusion takes place the traffic or no reaction to it. This will be very high optimization potential not used (eg before one Traffic jam).

at The methods described above can often be the true economic ones Costs are not recorded because they are insufficiently known, from the truck's load and other very inadequate known Depend on factors and change permanently (eg fuel price). The quality functional and thus the Driving strategy reacts very sensitively these factors. A practicable implementation is so extremely difficult.

at Another method known from the prior art before the start of the journey the optimal route is calculated, then However, no further influence on the driving strategy taken or only in case of a traffic jam corrects the route guidance. These procedures are not capable of operating the vehicle to optimize on the track and also can not be interactive respond to local traffic.

Of the The present invention is therefore based on the object in operation a vehicle and in particular the operating conditions and the Operating points of a vehicle taking into account physical, road course related, traffic law and traffic situation related conditions the economic and ecological operating parameters to optimize. Furthermore, the problems set out above in the be solved from the prior art known methods.

This According to the invention by a method according to Claim 1 and an apparatus according to claim 14 achieved. advantageous Embodiments and developments are the subject of Dependent claims.

In a method for optimizing the driving operation of a motor vehicle on the basis of a plurality of parameters and in particular a plurality of environmental parameters, vehicle parameters, vehicle operating parameters and route parameters, a travel route of the vehicle is first detected telt, wherein for determining the route a destination is specified. Furthermore, a plurality of different route parameters are determined which are characteristic of a route profile of the determined travel route of the vehicle between the geometric location of the vehicle or a travel start point and the destination. Furthermore, at least one driving condition is determined, which is characteristic of the determined travel route of the vehicle between the geometric location of the vehicle or a travel time and the destination.

According to the invention taking into account the route parameters and the driving conditions a target vehicle speed of the vehicle along the determined Travel route determined, the route divided into several segments is based on the subdivision of the route into segments the route parameter and / or the driving condition takes place. Under a subdivision based on the route parameters or the Driving condition is understood that the characteristics in the Formation of the segments or their classification considered become. It would be in a simpler form of the procedure also possible, the route parameters or the driving condition not to be considered.

In order to For example, a variety of methods known in the art are used determined by route parameters and these are used in the determination a target vehicle speed of the vehicle used. In contrast However, known from the prior art method is the Route divided into several segments. This procedure is based on the knowledge that different segments or sections a route have a different potential savings can. So it is possible, for example, that there is a traffic jam on a certain route and this trap can be on the section lying there at a lower speed be driven, as in any case the jam end of the vehicle will be achieved.

The inventive method works preferably in several optimization levels. It prefers to take over an upper level, in particular by means of a start or destination input by the driver, the route planning by a navigation system and even simpler models of the vehicle and the track a segmentation the track ahead, which has the optimization potential for each Segment determines as well as the size of the segment. In this segmentation, the environment (the slope of the road, a bend) or a classification, the vehicle (a characteristic consumption, dynamics or static behavior) or the legal restrictions on the journey time of the driver, the cost of the vehicle and the driver and the current traffic such as in particular congestion and traffic flow speed, Traffic density, weather and construction sites included in the calculation.

Out the segmentation and the potential for optimization become the individual Segments classified and the best optimization method or quality functional selected for each segment.

Preferably model-predictive approaches are used. In addition, the track is in a finite horizon in front of the vehicle. So it is possible a period of time x minutes to optimize fuel economy. However, it would also be possible to purely economic to expect the best optimization and to assume that the goal is one time must be reached. Preferably also for Calculation of the route a start input made by the driver or a starting location specified. But it would also be possible a geometric location of the vehicle, for example by means of GPS to determine and to use this place as starting place.

Preferably is the target speed an economical optimal cruising speed.

at Another advantageous method is the route parameters selected from a group of route parameters which Elevation profiles of the route, climbs of the route, Curve radii along the route, combinations thereof and the like contains. It is based on the fact that the vehicle over a device for location, such as GPS, has and over a digital road map, which information like a Altitude profile or slope, curve radii, road classification (Highway, motor road, country road, locality) Speed limits and possibly also restrictions provides for vehicle classes and Although both for the current location point, as well as the location points, which lie on the route or a certain horizon.

at Another preferred variant of the method is the above-mentioned driving condition around a speed limit. This means that for the optimization in particular also existing (legal) speed limits used become.

In a further advantageous variant of the method, a traffic flow velocity along the travel route is used to determine the desired vehicle speed of the vehicle. It is assumed that the Vehicle has a navigation system that can provide the traffic flow speed over the entire route available, or also reports current traffic jams on the route with location and a specific repetition rate.

Farther are preferably through the user information about Boundary conditions of the journey specified. For this purpose has a corresponding system via a driver interface, for example can be integrated into a navigation device or even implemented on an external device. about This interface allows the driver to specify information about leave his route. Conversely, the driver receives over this interface or another interface feedback about the expected arrival date, possibly overtaking recommendations, which outputs the system, and other driving recommendations in particular also in acoustic and visual form.

at an advantageous method is used for each segment Optimization method or quality functional selected. In doing so, these predetermined above-mentioned segments not necessarily set for the entire journey, but the above-mentioned optimization layer is with calculated a specific cycle time T0 Online, with the latest Traffic information and deviations used for the last calculation can be used to recalculate the segmentation.

On This segmentation is based on a subordinate optimization unit the optimization is preferred according to that of the upper one Layer selected method. Preferably come Model-predictive methods are used online calculate the optimal operating points of a vehicle and the vehicle drive preferentially. The current road characteristics, such as Slope, curvature, speed limit, etc., the current traffic situation (ACC, distance, speed and acceleration of the preceding vehicle) selected from the upper layer Optimization method and the quality functional considered become.

Further it is possible to get specific information of the following one Segments, such as a traffic jam in the following segment. The subordinate optimization becomes likewise preferably cyclically repeated. The optimal transition from one optimization strategy to another when switching Strategy or the transition of a road segment The following is preferably at the upper optimization level. Continuous transitions in the boundary conditions, such as upper and lower speed limits and the like can be freely varied over the route become.

Preferably are getting information for the optimization process used several segments. So it is as mentioned above possible, information for a future Segment for a current segment too.

Preferably is a movement of the vehicle based on the target travel speed controlled. So it is possible to use the motor or other moving units of the vehicle taking into account the above To control target travel speed in this way the ride comfort continue to increase.

at Another preferred method extension is also a determined minimum speed. It can be used as a condition for the minimum speed a given arrival time of the vehicle.

at Another preferred method is from the determined target speed and a predetermined target time, a reserve time for the route calculated. For example, it is conceivable that the destination is too a certain time, but with retention the respective target speed of the actual arrival time earlier. This results in a certain difference time, which can be used to save energy.

By the division into the individual segments can be expected in which segments how much of this mentioned remaining time can be set to lowest possible energy savings to reach. Preferably, taking into account adapted at least one driving parameter this reserve time.

If For example, in a particular segment, a potential savings is given, which by driving with a push operation or can be exploited in the backlash, this can lead to fuel savings be used without delay. A suitable optimization strategy in this case would be to roll the vehicle allow. If in addition a part of the reserved for optimization Time for this segment could be allocated For example, you slow down the drive in a previous segment (eg roll out on a dome) and the lost energy by rolling in the above-mentioned segment.

If, in another example, there is only one flat line in a particular segment, then there is no potential for savings over the cruise control system. Consequently, the cruise control can be set to the economically optimal speed in this area. Here is Also, the distance to the vehicle in front an optimization criterion, although the minimum distance is not exceeded. These respective values can be passed to a subordinate optimizer, and this can then optimize the set values locally and in particular also respond to local traffic disruptions.

If If there is a traffic jam in a certain segment, there is an optimization potential correspondingly in a preceding segment with purely fuel-optimal Operation preferably also within upper and lower speed thresholds. For example, this area can be a child optimizer set the operating points of the vehicle freely, for example a minimum distance is to be considered. This is based on that there is no fixed time goal to reach the traffic jam. The speed is preferred in this case only by the lower acceptable speed threshold established.

Preferably the reserve time is unevenly set to several Distributed segments. This in turn is based on that in different Segments is given a different potential savings and for that reason, for an optimal overall result each to be saved time different to divide these segments is.

The The present invention is further directed to a motor vehicle having a Device for determining a geographical position of the motor vehicle directed, said device further comprises a memory device in which a plurality of data is stored, which for a road network and a given geographic area characteristic These data are also several route parameters for Roads of the road network included. Farther the device has an input unit for entering a destination on, as well as a processor device, which when specifying a destination determines a route and a receiving device, which Driving conditions for the determined route receives.

According to the invention the processor device designed such that it takes into account the Route parameter and the driving condition a target vehicle speed the vehicle determined along the determined route, wherein they divided the route into several segments and the subdivision the route into segments based on the route parameters and / or the driving condition takes place.

In order to is also for the device according to the invention on the one hand, provided that the motor vehicle is a device for location such as GPS has, as well as a digital road map. It is also proposed for the device that the processor device the ride route splits into several segments to get that way to achieve a particularly favorable saving.

Further advantages and embodiments will be apparent from the attached drawings:
Show:

1 a representation for illustrating the structure of an optimizer;

2 a representation for illustrating an input;

3 a representation for illustrating a profile of the road characteristics;

4 a representation for illustrating a velocity profile;

5 a representation for illustrating a velocity profile;

6 a representation for illustrating a traffic flow velocity;

7 a representation for illustrating a current maximum speed profile; and

8th a representation to illustrate the segmentation of the route.

1 shows a schematic representation of the structure of an optimization device. In this case, the vehicle has a device 4 for determining a geographical position of the motor vehicle, for example a GPS receiver. Besides that is in a storage device 6 filed a digital road map, which serves to determine a route. Via an input unit 14 start and finish dates can be entered. A receiving device 12 determines traffic data, such as information about congestion, traffic flow and the like on the calculated route. Furthermore, a variety of Bedienelemeten 16 provided via which, for example, the messages can be issued or via which the driver can enter conditions for the ride.

The reference number 20 refers to a processor device (electronic control unit) for controlling the method. This processor device 20 is shown here as a separate control unit, but it would also be possible to fully integrate the device as a software module on another control unit of the vehicle. The data necessary for the optimization are transmitted via the drive zeugdatenbus 15 exchanged with other control units.

In the 1 shown upper optimization layer 22 After the start / destination input, the track is segmented to determine the optimization potential for each segment. A lower optimization layer 24 Carry out the optimization according to it from the upper layer 22 selected method. Via another data bus elements of the vehicle drive 30 , or the transmission control 32 , or the motor control activated, but also data 34 an ACC, a speed, a target distance and a target speed are taken into account.

Preferably the device finds application in vehicles with ACC, cruise control, Bremsomat and automated transmissions. In this way, the entire longitudinal dynamics are controlled by the device. For simpler vehicles it is also possible Derive driving recommendations from the calculations and to the driver to pass on in acoustic or visual form. Preferably comes the vehicle already on an economic and ecological optimize route to use, with methods of determining such Routes known in the art are known. This determined route will later in an inventive Method is used, preferably the search of the optimal route implemented in the navigation system or an external device is.

there It is possible that the optimal route is through traffic jams or the like changes. The route will change taken over by this system, and this also during the ride is possible. The aim of the procedure, however, is always, any route economical and ecological to drive optimally.

As in 1 shown optimization runs in several levels, which are called cyclically in time, but preferably with different cycle times. The upper level or upper optimization layer 22 takes into account the total remaining distance including route characteristics, vehicle model, macroscopic traffic situation (traffic flow, congestion, weather, construction sites), statutory driving time limits, costs for vehicle and driver and the cost of fuel). The top level defines the maximum speed profiles, the lower speed profiles, and possibly the reference speed over the route profile. Subsequently, the route is segmented into path sections with different optimization potential. The classification is based either on potentially fuel-efficient fuel or on potentially fuel-efficient fuel per unit of time or per meter of travel.

The top level is called with a cycle time T0 and checks, whether the parent destination in the given time can be achieved. The planning and calculation of the upper level is cyclically repeated to dynamically respond to deviations to be able to.

2 shows an illustration for determining the route. The driver gives here a starting point S and a destination Z via the input unit 14 one. The navigation system calculates a route R and a distance E between start and finish.

Additionally supplies the navigation device or an external device, as in 3 shown further properties of the route X, such as a height profile h (x), a slope profile h '(x), a curve radius R (x), a road class (the distinction of highway, highway, highway and the like) and a maximum speed V_ges (x), which may be determined by statutory regulations. Furthermore, other information can be output, such as a passing ban, a maximum vehicle height for bridges and the like.

Together with the vehicle model, a maximum possible cruising speed of the vehicle is calculated from the data mentioned above. In this case, this maximum possible cruising speed is limited upwards by the maximum legal speed v_ges (x) and further limitations occur due to curve radii, the height profile and the like. This process is in 4 shown.

Furthermore, a lower acceptable speed threshold v_min (x) is now calculated from the slope h (x) and the road class. A corresponding algorithm takes into account the legal and the socially acceptable lower speeds. This process is in 5 shown.

6 illustrates the further addition of traffic information that is provided by the navigation system, such as a traffic flow velocity v_F and a traffic jam message in the area of the route R. The reference numeral v_F refers to the traffic flow velocity. This traffic flow speed includes all road users, ie the traffic flows faster in many places than the maximum speed allowed for the trucks.

In these areas, it can be assumed that the trucks can drive at top speed. The reference symbol St refers to an area where a jam has occurred. In these areas, where the flow of traffic is slow As the maximum speed of the truck, there are obstacles or even traffic jams. In these areas the traffic flow speed is used as the maximum speed limit. Areas near 0 km / h are classified as traffic jams at a standstill. Areas below the maximum speed threshold above the buffing wave are identified as slow-moving traffic.

Out These requirements become the currently possible speed profile calculated or the estimated travel speed when considering the traffic flow.

In 7 the current maximum speed profile v_p was calculated from the previously known data. This calculation can also be extended to, for example, statistical information about the traffic flow on this route on specific days or times if appropriate data is available. The estimated travel time is determined from the profile of this currently maximum speed profile. If there is a traffic jam on the route, ie a traffic flow speed near 0 km / h in area B in 7 the calculation is only possible to a limited extent. Otherwise, a very accurate calculation of the travel time Tr is possible.

Furthermore, as in 8th shown by means of a vehicle model, which calculates the consumption on the route, the current maximum speed profile, the height profile h (x) of the route and all other known data mentioned above, the track in segments A, B, C, D, E, F. and classify them according to potential savings. Then, for each of these segments A-F, a suitable optimization strategy for the lower optimization layer becomes due to this classification 24 selected. This optimization strategy also includes an optimization method to be used and any quality function to be used, taking into account structure and weighting factors.

The segments A-F are classified and for each of these classes exists for a particular one 8th shown interval a savings potential, the associated method and the quality function to be used. The driver is now asked when the goal is to be achieved. From this information, the time of goal achievement Tziel is determined. Furthermore, a reserve time Tres is calculated from the indication of the time of the achievement of the target and the expected travel time Tr, the following relationship applies: Tres = Tziel - (Tr + current time)

On the route is preferred later for each case calculated and adjusted an optimizing working point of the vehicle. Particularly preferred is the driver explicitly the time share the reserve time Tres queried (referred to as Toptfuel) he explicitly want to use the economically optimal driving. The travel time Tr is then extended by this time Toptfuel as far as this makes economic sense.

requirement is, however, that Tres is positive and Toptfuel maximum reserve time Tres can amount. It would, however, be at another advantageous Procedure also possible, the driver already has a suggestion for Toptfuel (as an estimate) to submit which he can accept or reject, with Toptfuel the additional Time required for Tr is the truck economical optimally achieve the goal.

Stands takes more time than economically optimal driving available, this time is used explicitly to ecological to drive optimally, d. H. still maximum possible fuel savings to reach in the remaining time. The driver can talk about it be informed whether he is in purely economic operation or in the ecological area drives. This approach is therefore crucial so that the optimization potential is explicitly known is not distributed on the track, but only on the am best suited segments of the track. In this context can The driver will also be told how much time, for example still available for additional driving breaks stands.

As mentioned above, this invention is Procedure also characterized by the segmentation of the route in classes. These classes describe a certain optimization potential in the context with certain sections. It can also be the sequence of the individual classes represent an optimization potential. Out The segments and segment sequences are preferably an optimization strategy the subordinate optimization selected and possibly the Quality-functional to be optimized. It can also reference speeds and reference nominal distances to the preceding vehicle, time targets, etc. are given.

Thus, the available time Toptfuel is intelligently distributed to the above-mentioned various segments A-F so that the maximum saving potential is achieved. In order to ensure that the desired time of arrival is also achieved, the higher-level optimization layer can not only distribute the available time to the segments according to the classification and the segment class sequence, but also risk optimally for example. B. in order to secure the achievement of the goal in time especially from the goal in Rich the current position.

In a subbedded layer is on a middle horizon of 0 m to max. some km a locally optimal driving strategy with regard to economic and ecological Calculated criteria. This is also where the local traffic situation goes (Traffic flow), the distance of the preceding vehicle (ACC), the speed / acceleration of the vehicle ahead (ACC), the driving dynamics of the own vehicle, the consumption characteristics of your own vehicle and the environmental characteristics the route (incline, bends, speed limits, etc.). The subordinate optimization ensures an optimized Reaction to the current traffic situation around the vehicle. To do this model-based predictive control procedures as outlined the literature are known used.

Essential is that the subordinate optimization layer has its optimization goals receives from the parent layer (method, Quality-functional, boundary conditions, etc.). From this information can also be higher-quality information for derive the driver such. B. a refurbishment recommendation. Out Optimization is known for optimal speed. can these z. B. by a slower preceding vehicle not can be reached, so you can ask the driver to overtake (a possible overtaking ban is from the road map refer to). Even the negative case is conceivable. Here is the Slower speed accepted and no overtaking recommendation given to the driver. It can also provide information about the likelihood of goal achievement being spent on the driver be sure (eg goal no longer at the desired time reachable).

If appropriate, the invention is also characterized, in the preferred variants, by the following aspects:
A route segmentation takes place, which combines connected parts of the same or similar optimization potentials and characteristics. In the process, the additional driving time allowed for the optimization is explicitly queried and distributed among the route segments with the greatest potential for optimization, in particular through a targeted preliminary analysis. Furthermore, a proposal for a multi-drive time can be spent in order to achieve an economically optimal operation of the truck.

To This purpose is cyclically the total distance or the entire remaining distance an optimization strategy (as part of a planning and analysis levels).

The Thus obtained results of the route optimization become a local one Optimization with a limited horizon that is characteristic less than or equal to the remaining distance is available posed. The quality functional change over interactively adapt their structure and / or weighting to the route the traffic flow and the economic conditions, which are calculated by the upper optimization layer.

This is from the upper optimization layer 22 determined. The optimization strategy is determined per segment A-F. Corrections of the optimization strategy are preferably carried out by the upper optimization layer.

Of the Traffic flow / congestion is preferably cyclic in the calculation brought in. A jam in the range x h or y km in front of the vehicle on the track leads to the call of the upper optimization layer and a new segmentation.

The local traffic flow is preferably cyclic in the lower optimization layer 24 into the calculation (ACC distance, speed, local traffic density). This is followed by a distribution of the time reserve for the optimization to different segments A-F of the route and not uniformly over the entire route.

Furthermore, there is an optimal transition from one optimization strategy to another when changing the strategy or the transition of a road segment to the following at the lower optimization level 24 as well as non-continuous transitions in the boundary conditions (upper and lower speed limits, cruise control speed, etc.).

All Features disclosed in the application documents are considered to be essential to the invention as far as they are individually or in combination the prior art are new.

4

Facility for determining a geographical position, GPS

6

memory device

12

receiver

14

input unit

15 25

vehicle data

16

controls

20

processor unit

22

upper optimization layer

24

lower optimization layer

30

vehicle

32

transmission control

34

dates

e

distance

R

route

S

starting point

Z

Endpoint

Tr

travel time

St

traffic jam

Toptfuel

Tres

reserve time

Tziel

achievement of objectives

v_F

Traffic flow speed

v_p

maximum velocity profile

v_min

minimum speed

v_p

velocity profile

v_ges (x)

statutory top speed

x

route

R (x)

turning radius

h (x)

height profile

h '(x)

slope

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 10345319 A1 [0002]
• - DE 102004026639 A1 [0003]

Claims (15)

A method for optimizing the driving operation of a motor vehicle on the basis of a plurality of parameters (h (x), R (x), v_ges, v_max) comprising the steps of: - determining a route (R) of the vehicle, wherein for determining the route (R) a destination (Z) is predetermined, - determination of several different route parameters (h (x), R (x)), for a route profile of the determined travel route (R) of the vehicle between the geometric location or a departure point of the vehicle and the destination (Z ) are characteristic - determining at least a driving condition (v_ges) which (for calculated route R) of the vehicle between the locus of the vehicle or the journey starting point (S) and the destination (Z) is characteristic characterized in that (taking into account the system parameters h (x), R (x)) and the driving condition (v_ges) a target vehicle speed (v_p) of the vehicle along the determined travel route (R) is determined, the Fah rtroute (R) is divided into several segments (A, B, C, D, E, F) and the subdivision of the route into segments (A, B, C, D, E, F) on the basis of the route parameters (h (x ), R (x)) and / or the driving condition (v_ges). Method according to claim 1, characterized in that that the target vehicle speed (v_p) is a maximum cruising speed is. Method according to claim 1 or 2, characterized that the target vehicle speed (v_p) an economical optimal cruising speed is. Method according to at least one of the preceding Claims, characterized in that a starting location (S) is given. Method according to at least one of the preceding Claims, characterized in that the route parameters (h (x), R (x)) is selected from a group of route parameters are what altitude profiles (h (x)) of the route, gradients (h '(x)) of the route, curve radii (R (x)) along the route, Combinations thereof and the like. Method according to at least one of the preceding Claims, characterized in that the driving condition is a speed limit (v_ges). Method according to at least one of the preceding Claims, characterized in that for the determination the target vehicle speed (v_p) of the vehicle is a traffic flow speed (v_F) along the route (R) is used. Method according to at least one of the preceding Claims, characterized in that for each Segment (A, B, C, D, E, F) an optimization method and / or quality functional is selected. Method according to at least one of the preceding Claims, characterized in that for the Optimization procedure Information from several segments (A, B, C, D, E, F) are used. Method according to at least one of the preceding Claims, characterized in that a movement of the Vehicle controlled on the basis of the target driving speed becomes. Method according to at least one of the preceding Claims, characterized in that also a minimum Target speed (v_min) is determined. Method according to at least one of the preceding Claims, characterized in that from the determined Target speed and a predetermined target time (Tziel) one Reserve time (Tres) for the route (R) is calculated. Method according to claim 12, characterized in that that considering the reserve time (Tres) at least a driving parameter is adjusted. Method according to at least one of the preceding Claims 11-12 characterized in that the Reserve time (Tres) uneven over several segments is distributed. Motor vehicle with a device ( 4 ) for determining a geographical position of the motor vehicle, with a memory device ( 6 ), in which a plurality of data is stored, which are characteristic of a road network in a given geographical area, this data also including a plurality of route parameters (R (x), h (x) for roads of the road network, with an input unit ( 14 ) for entering a destination (Z), with a processor device ( 20 ), which determines a route (R) when specifying a destination (Z) and with a receiving device ( 12 ), which receives driving conditions for the determined travel route (R), characterized in that the processor device ( 20 ) is designed such that, taking into account the route parameters and the driving condition (v_ges), a target driving speed of the Vehicle along the determined route (R) determines where the route (R) divided into several segments (A, B, C, D, E, F) and dividing the route into segments (A, B, C, D, E , F) on the basis of the route parameters (R (x), h (x)) (and / or the driving condition (v_ges) takes place.