DE102016217915A1 - Methods and devices Determination of the benefits achieved by convoy cruises - Google Patents

Abstract

A method for determining the resulting from a convoy of several motor vehicles (41, 42, 43) energy savings of involved in a vehicle convoy (1) motor vehicles (41, 42, 43), a flow resistance of each of the vehicle convoy (1) involved motor vehicles (41, 42, 43) both when driving in the vehicle convoy (1) and when driving outside the vehicle convoy (1) to model and one of each of the motor vehicle (41, 42, 43) participating in the vehicle convoy (1) both when driving in the vehicle convoy (1) and when driving outside the vehicle convoy (1) to calculate.

Description

The invention relates to a method and apparatus for determining and equitable sharing of the benefits achieved by motor vehicles by column formation.

State of the art

Since vehicles in the lee of a vehicle in front must overcome less drag, motor vehicles in the road can achieve significant energy savings by forming columns, also known as convoys or English as "platoons".

The energy saving has a favorable effect on energy consumption. For example, a truck at a distance of 4 meters from a preceding truck reduces its energy consumption by up to 15%, see eg http://www.technologyreview.com/news/425850/how-vehicle-automation-will-cut-fuel-consumption/ ,

The achievable by column formation savings can be used by technical advances that allow safe driving even with a small distance between the vehicles. The techniques used include: navigation systems as well as data links to traffic information systems that allow predictive speed control adapted to road conditions, weather conditions and traffic conditions; Devices for distance measurement to vehicles in front or behind, or traffic obstructions, for example ultrasonic or radar instruments; Data links between the vehicles of a convoy transmitting information about accelerations and decelerations of the preceding vehicle to the following motor vehicle prior to visual perception; as well as autonomous or semi-autonomous driving and in particular brakes, which enable a rapid reaction of the following motor vehicle to the information of the preceding motor vehicle.

A method for column formation is, for example, in DE 10 2014 200 804 A1 described.

The benefit that the individual vehicles involved in the column draw from the convoy in the form of energy savings varies. In particular, the first motor vehicle of the column has little or no benefit.

Disclosure of the invention

It is an object of the invention to determine the utility / energy saving that results from the convoy travel for the individual motor vehicles involved in the convoy.

According to one embodiment of the invention, a method for determining an energy saving of column automobiles of automobiles involved in the column comprises modeling a flow resistance of each of the automobiles involved in the column both while traveling in the column and when driving out of the column and to calculate a power provided by each of the automobiles involved in the column, both while traveling in the convoy and when traveling out of the convoy. By comparing the performances calculated for a trip inside and a trip outside the column, an energy saving (benefit) for each vehicle involved in the column can be determined.

The invention also includes a computer program that, when executed on a computer, results in performing a method according to an embodiment of the invention.

The invention also includes control devices for motor vehicles and a stationary arithmetic unit, each of which is adapted to participate in a method according to an embodiment of the invention.

The invention also includes determining a total utility (the total energy savings) of the convoy trip and dividing it among the motor vehicles involved. To determine the total benefit, models for the quantification of slipstream effects are used. The result can be used for a (financial) equalization process to fairly divide the benefits resulting from the convoy into the cars involved in the convoy. As a result, the motivation to form an energy-saving column is increased, even if the drivers of the motor vehicles do not know each other. In addition, the risk of uncoordinated ("wild") column formation ("slipstreaming") is reduced without coordination with the vehicle in front, which increases road safety.

In an embodiment, the method comprises modeling flow resistances of the motor vehicles by a data-based model, in particular a Gaussian process model, in which at least the following input variables are received: flow velocity and / or Motor vehicle speed, distances between the vehicles involved in the column, as well as parameters that characterize the shapes and dimensions of the motor vehicles involved. In this way, the flow resistances can be modeled very well.

In one embodiment, when calculating the power, an actual power delivered, a current drive torque, and / or a current power consumption are taken into account to calculate the power with high accuracy.

In one embodiment, the efficiency of an engine and / or a drive train of the motor vehicle is modeled on the same route at the same speed for driving inside and outside the column to calculate the energy savings. In this way, the energy savings achieved by the convoy can be calculated with good accuracy.

In one embodiment, the efficiencies of the engine and / or drivetrain are modeled by data-based models, in particular Gaussian process models, wherein the models include at least the following input variables: speed and power of the motor vehicle or engine speed and power of the engines of the Column participating motor vehicles or correlating sizes, as well as parameters that characterize the engine and Antriebsstrangeinstellung. In this way, the efficiencies can be modeled with good accuracy.

In one embodiment, at least the speed of the motor vehicle and the distance to a preceding motor vehicle enter into the modeling of the energy saving of a motor vehicle by the convoy travel. In one embodiment, one or more of the following data is included in the modeling of the energy saving of a motor vehicle by the convoy: Wind force and wind direction relative to the motor vehicle movement, other weather data, air resistance value of the motor vehicle, as well as other data on the shape and / or weight of the motor vehicle. In this way, the accuracy of the modeled energy savings can be improved.

In one embodiment, the method comprises establishing a wireless data link between control units of the automobiles involved in the column and a stationary arithmetic unit, indicating the presence of a convoy by setting a convoy status in the control units of the motor vehicles and the arithmetic unit, and the energy savings of the involved motor vehicles by the convoy to model and integrate as long as the Colony Ride status is set. In this way, the energy savings of the motor vehicles involved in the column can be centrally recorded, stored and evaluated.

In one embodiment, the method includes where the control units of the motor vehicles transmit data to the computing unit, the data including at least one of the following information: intent to cruise; Identification features of other motor vehicles eligible for the convoy; Current position, planned route, current and / or forecasted speed, current and / or forecast acceleration or deceleration of the respective motor vehicle, distance between the vehicles of the column, distance to other road users, distance to obstacles, as well as information about road conditions and weather data. In one embodiment, the method further comprises that the arithmetic unit sends data received from a motor vehicle and / or other data calculated from this data to other motor vehicles involved in the column. In this way, the convoy can be initiated, coordinated and optimized by the computing unit to ensure the safety of the motor vehicles involved in the convoy and to optimize the achievable energy savings.

In one embodiment, the method includes, after setting the convoy status between the automobiles involved in the convoy, exchanging data directly or via the arithmetic unit containing one or more of the following information: planned route; current and / or predicted speed; current and / or predicted acceleration or deceleration; Distance between the vehicles of the column; Distance to other road users; Distance to obstacles; current road conditions; current weather data. In this way, the convoy travel can be coordinated and optimized to ensure the safety of the vehicles involved in the column and to optimize the energy savings achievable.

In one embodiment, setting the convoy travel status depends on criteria that are at least partially checked by the control devices and / or the computing unit based on electronic data, wherein the electronic data in particular the current position, the planned route and / or the consent given via an input device to the column ride by the driver of the motor vehicles. In this way, the setting of the convoy travel status can be optimized, in particular, a false setting of the convoy travel status, without that for a Column travel necessary criteria are present, be prevented.

Embodiments of the invention will be described below with reference to the drawings:

Brief description of the drawings

1 shows a schematic representation of several vehicles that form a vehicle convoy.

2 shows a flowchart illustrating the implementation of a method according to an embodiment of the invention.

3 shows a flow chart illustrating the calculation of the energy savings by a convoy travel.

Detailed description of the figures

1 shows a schematic representation of several motor vehicles 41 . 42 . 43 that a vehicle crew 1 form. Each of the motor vehicles 41 . 42 . 43 is with four wheels / tires 171 . 172 . 173 equipped with an (optional) gearbox 161 . 162 . 163 from a motor 141 . 142 . 143 , which can be designed as an internal combustion engine or as an electric motor driven.

Each registered motor vehicle 41 . 42 . 43 it's equipped with:
a control unit 51 . 52 . 53 ;
a navigation device 71 . 72 . 73 comprising a device for determining position, for example a GPS receiver;
a data transmission device 81 . 82 . 83 , which is designed for wireless electronic data transmission, for example via a mobile network;
a distance measuring device 91 . 92 . 93 for measuring the distance d to a preceding and / or following motor vehicle 41 . 42 . 43 is formed, for example, an ultrasonic or Radarmessgerät; and
a speed measuring device 151 . 152 . 153 for measuring the speed of the motor vehicle 41 . 42 . 43 is trained.

An operator operates a stationary computing unit 2 in which the motor vehicles 41 . 42 . 43 can be registered. The controllers 51 . 52 . 53 the motor vehicles 41 . 42 . 43 build using the data transfer devices 81 . 82 . 83 , eg via a mobile network, each one (wireless) data connection 61 . 62 . 63 with the stationary arithmetic unit 2 on. About these data connections 61 . 62 . 63 can the controllers 51 . 52 . 53 identify, for example, by transmitting an identification number. In the control units 51 . 52 . 53 and / or the arithmetic unit 2 can physical properties of motor vehicles 41 . 42 . 43 , For example, their respective height, width and / or their air resistance, be deposited.

The registrant of the respective motor vehicle 41 . 42 . 43 , For example, the holder of the motor vehicle 41 . 42 . 43 , can also do financial transactions with the operator of the processing unit 2 carry out. Preferably, for this purpose in the arithmetic unit 2 a virtual account for each registered motor vehicle 41 . 42 . 43 in which loans and debits are accounted for and which at certain times, for example monthly, is settled by financial transaction with a bank or credit card account of the Registrar.

The arithmetic unit 2 can with the internet 3 be connected in order to receive further relevant data, such as current weather data, fuel costs, etc., in this way.

Optionally, the motor vehicles 41 . 42 . 43 also be equipped:
with a device 101 . 102 . 103 for transmitting information to the driver, for example a display panel, an acoustic system or a combination of both;
with an input device 111 . 112 . 113 , for example a touch screen or a speech recognition unit;
with a device 121 . 122 . 123 for data exchange with motor vehicles 41 . 42 . 43 in the vicinity, for example via a Bluetooth or WLAN data connection; and or
with proximity sensors 131 . 132 . 133 For example, optical or ultrasonic sensors for detecting an immediately preceding or following motor vehicle 41 . 42 . 43 are formed.

These can be separate devices. But it is also possible that several functions are integrated in a common device.

The controllers 51 . 52 . 53 the motor vehicles 41 . 42 . 43 each have the data required for the algorithms of their own motor vehicle 41 . 42 . 43 either because these data are from the controllers 51 . 52 . 53 even be determined or because the control devices 51 . 52 . 53 with other devices of the same motor vehicle 41 . 42 . 43 networked, from which they receive the required data. For example, the current GPS position and / or the current route planning of the navigation devices 71 . 72 . 73 provided and to the control units 51 . 52 . 53 transfer become. The current speed of each motor vehicle 41 . 42 . 43 can from the navigation devices 71 . 72 . 73 and / or the speed measuring devices 151 . 152 . 153 provided and to the control units 51 . 52 . 53 be transmitted.

For ease of description, the term includes motor vehicle 41 . 42 . 43 in the following part also the control unit 51 . 52 . 53 of the respective motor vehicle 41 . 42 . 43 ,

2 illustrates in a flowchart the implementation of a method according to an embodiment of the invention.

After from the control units 51 . 52 . 53 in step 201 . 202 a trigger event has been registered build the motor vehicles 41 . 42 . 43 in step 211 respectively. 222 with the help of their data transmission devices 81 . 82 . 83 one data connection each 61 . 62 . 23 to the arithmetic unit 2 on. The triggering event may be, for example, the start of the engine 141 . 142 . 143 , an input by the driver in an input device 111 . 112 . 113 and / or registration of a nearby other motor vehicle 41 . 42 . 43 through the proximity sensors 131 . 132 . 133 or a short-range data connection, via the devices 121 . 122 . 123 for data exchange with motor vehicles 41 . 42 . 43 is built in the vicinity.

• (A) Die Fahrer der Kraftfahrzeuge 41, 42, 43 geben über ihre Eingabegeräte 111, 112, 113 eine Absicht zur Kolonnenfahrt mit einer Identifikationsinformation ein, z.B. einem unter den Fahrern vereinbarten Kennwort oder den Kennzeichen der beteiligten Kraftfahrzeuge 41, 42, 43.
• (B) Ein oder mehrere Kraftfahrzeuge 41, 42, 43 registrieren über die Nahbereich-Sensoren 131, 132, 133 und/oder die Vorrichtungen 121, 122, 123 zum Datenaustausch mit Kraftfahrzeugen 41, 42, 43 im Nahbereich andere Kraftfahrzeuge 41, 42, 43, die sich in der Nähe befinden und zur Kolonnenbildung in Frage kommen, und schicken eine Anfrage zur Kolonnenbildung an die Recheneinheit 2 und/oder direkt an die Steuergeräte 51, 52, 53 der anderen in Frage kommenden Kraftfahrzeuge 41, 42, 43. Über die Geräte 101, 102, 103 zur Informationsübermittlung werden die Fahrer dieser Kraftfahrzeuge 41, 42, 43 nach ihrer Bereitschaft zur Kolonnenfahrt gefragt und stimmen der Kolonnenfahrt, z.B. durch eine Eingabe in ihr jeweiliges Eingabegerät 111, 112, 113, zu.
• (C) Die Recheneinheit 2 erkennt durch die von den Steuergeräten 51, 52, 52 der Kraftfahrzeuge 41, 42, 43 übermittelten Daten wie z.B. die GPS-Position, die Geschwindigkeit und/oder die Routenplanung der Kraftfahrzeuge 41, 42, 43, die beispielsweise von den Navigationsgeräten 71, 72, 73 der Kraftfahrzeuge 41, 42, 43 zur Verfügung gestellt werden, eine Möglichkeit zur Kolonnenfahrt und schickt eine Anfrage an die Steuergeräte 51, 52, 52 der in Frage kommenden Kraftfahrzeuge 41, 42, 43. Durch die Geräte 101, 102, 103 zur Informationsübermittlung werden die Fahrer der Kraftfahrzeuge 41, 42, 43 nach ihrer Bereitschaft zur Kolonnenfahrt gefragt und stimmen dieser, z.B. über ihr jeweiliges Eingabegerät 111, 112, 113, zu.

In the algorithms used on the controllers 51 . 52 . 53 and on the arithmetic unit 2 Expiry criteria will be reviewed to allow the formation of a coordinated convoy. There are a number of possibilities. These include, for example:

• (A) The drivers of motor vehicles 41 . 42 . 43 give about their input devices 111 . 112 . 113 an intention to travel in a convoy with an identification information, for example, a password agreed upon by the drivers or the license plates of the motor vehicles involved 41 . 42 . 43 ,
• (B) One or more motor vehicles 41 . 42 . 43 register via the proximity sensors 131 . 132 . 133 and / or the devices 121 . 122 . 123 for data exchange with motor vehicles 41 . 42 . 43 in the vicinity of other vehicles 41 . 42 . 43 , which are located nearby and are suitable for formation of columns, and send a request for column formation to the computing unit 2 and / or directly to the controllers 51 . 52 . 53 the other eligible motor vehicles 41 . 42 . 43 , About the devices 101 . 102 . 103 for the transmission of information, the drivers of these vehicles 41 . 42 . 43 asked for their willingness to travel the column and vote the column journey, eg by entering in their respective input device 111 . 112 . 113 , too.
• (C) The arithmetic unit 2 recognized by the of the control units 51 . 52 . 52 the motor vehicles 41 . 42 . 43 transmitted data such as the GPS position, the speed and / or route planning of motor vehicles 41 . 42 . 43 , for example, from the navigation devices 71 . 72 . 73 the motor vehicles 41 . 42 . 43 be provided, a way to the column drive and sends a request to the control units 51 . 52 . 52 the eligible motor vehicles 41 . 42 . 43 , Through the devices 101 . 102 . 103 For the transmission of information, the drivers of motor vehicles 41 . 42 . 43 asked for their willingness to ride the column and vote this, for example, via their respective input device 111 . 112 . 113 , too.

If the criteria for convoy travel are fulfilled (step 230 ), is in the control units 51 . 52 . 53 a flag indicating the presence of a coordinated cruise is set to "1" (step 240 ). The motor vehicles 41 . 42 . 43 form the column (step 250 ), in a small distance, but still large enough to ensure a safe column ride to arrange one behind the other.

Optionally sends the arithmetic unit 2 for this navigation instructions to the motor vehicles 41 . 42 . 43 to the drivers about the devices 101 . 102 . 103 for the transmission of information and / or the navigation devices 71 . 72 . 73 be communicated. In the ECUs 51 . 52 . 53 the motor vehicles 41 . 42 . 43 run programs that allow a safe convoy, as for example as in DE 10 2014 200 804 A1 is described. In particular, between the motor vehicles 41 . 42 . 43 Information about acceleration and deceleration (braking) of motor vehicles 41 . 42 . 43 exchanged (step 260 ).

During the convoy ride are in the control units 51 . 52 . 53 the motor vehicles 41 . 42 . 43 and / or in the arithmetic unit 2 Model calculations performed (step 270 ), from the speeds of motor vehicles 41 . 42 . 43 as used by the navigation devices 71 . 72 . 73 and / or the speed measuring devices 151 . 152 . 153 be determined, the distances between the motor vehicles 41 . 42 . 43 , for example, from the proximity sensors 131 . 132 . 133 be determined, the known physical properties of motor vehicles 41 . 42 . 43 and possibly further data such as engine operating points and / or weather conditions the energy saving of each motor vehicle caused by the convoy travel 41 . 42 . 43 determine. An example of such model calculations will be described in detail below. The energy savings determined in this way are for each motor vehicle 41 . 42 . 43 in the control units 51 . 52 . 53 and / or the arithmetic unit 2 separately integrated / summed up.

The coordinated procession ends (step 280 ), as soon as an involved motor vehicle 41 . 42 . 43 or the arithmetic unit 2 sends a corresponding signal. A criterion for this can be, for example, the entry of one of the drivers at the column 1 participating motor vehicles 41 . 42 . 43 in his input device 111 . 112 . 113 or a different planned continuation of the route of at least one of the participating motor vehicles 41 . 42 . 43 be. In the control units 51 . 52 . 53 Then, the coordinated cruise display flag is set to "0" (step 290 ).

After the demolition of the convoy, the integrated / accumulated energy savings of each motor vehicle 41 . 42 . 43 in the control units 51 . 52 . 53 and / or the arithmetic unit 2 converted into a monetary value using specified formulas (step 295 ).

These formulas may be specific to the type of drive (diesel engine, gasoline engine, gas engine, electric motor with batteries, electric motor with fuel cells, etc.) and / or the type of vehicle and may include as further input the current market prices of resources (fuels, electricity). By adding all monetary values and dividing by the number of column participants, the average monetary value of the convoy can be determined. Each participant of the convoy can credited the difference between the average benefit of the convoy and its individual actual benefit as credits or, if its actual benefit exceeds the average benefit, be debited as a debite (Step 300 ).

Through financial transactions between the operator of the processing unit 2 and the vehicle registrant can be offset the loans or debit. The operator of the computing unit 2 Can the registrars of motor vehicles 41 . 42 . 43 in addition to charge a fee, such as a regular fixed fee or a fee that is calculated proportionately from the transactions.

Calculation of energy savings

The cause of the energy savings through the convoy travel is the reduction of the flow resistance in particular of the second and subsequent motor vehicles 41 . 42 . 43 ,

For simpler formulation, the term "real" is used below to refer to the flow resistance, the power, the gearbox and engine settings, the energy consumption, etc. of a motor vehicle 41 . 42 . 43 when driving inside the column 1 designated. By "hypothetical" the flow resistance, etc. are referred to, for the motor vehicle 41 . 42 . 43 for a trip on the same route, in the same weather conditions, at the same speed but outside a column 1 would apply. Of course, the method described is also applicable before a column formation, ie when driving in the column 1 still "hypothetical" and the drive outside the column 1 Is "real".

• 1. Berechnung des realen Energieverbrauchs (c_r) des Kraftfahrzeugs 41, 42, 43 (Schritt 310)
• 2. Berechnung der Differenz des Strömungswiderstandes (cw_diff) zwischen der realen Fahrt in der Kolonne 1 und der hypothetischen Fahrt außerhalb der Kolonne 1 (Schritt 320)
• 3. Berechnung der hypothetischen Leistung (p_{veh_h}), die das Kraftfahrzeug 41, 42, 43 außerhalb der Kolonne 1 aufbringen müsste (Schritt 330)
• 4. Modellierung der hypothetischen Getriebe- und Motoreinstellung, die das Kraftfahrzeug 41, 42, 43 außerhalb der Kolonne 1 hätte. (Schritt 340)
• 5. Modellierung des hypothetischen Wirkungsgrades (eta_{veh_h}) des Kraftfahrzeugs 41, 42, 43 außerhalb der Kolonne 1 (Schritt 350)
• 6. Berechnung des hypothetischen Energieverbrauchs (c_h) des Kraftfahrzeugs 41, 42, 43 außerhalb der Kolonne 1 (Schritt 360)
• 7. Berechnung der Differenz (c_diff) zwischen hypothetischem und realem Energieverbrauch (Schritt 370)

The calculation of the energy savings of a participating motor vehicle 41 . 42 . 43 includes the following steps (see 3 ):

• 1. Calculation of the real energy consumption (c _r ) of the motor vehicle 41 . 42 . 43 (Step 310 )
• 2. Calculation of the difference in the flow resistance (cw _diff ) between the actual travel in the column 1 and the hypothetical ride outside the column 1 (Step 320 )
• 3. Calculation of the hypothetical power (p _{veh_h} ), which is the motor vehicle 41 . 42 . 43 outside the column 1 would have to apply (step 330 )
• 4. Modeling of the hypothetical transmission and engine settings that the motor vehicle 41 . 42 . 43 outside the column 1 would have. (Step 340 )
• 5. Modeling of the hypothetical efficiency (eta _{veh_h} ) of the motor vehicle 41 . 42 . 43 outside the column 1 (Step 350 )
• 6. Calculation of the hypothetical energy consumption (c _h ) of the motor vehicle 41 . 42 . 43 outside the column 1 (Step 360 )
• 7. Calculation of the difference (c _diff ) between hypothetical and real energy consumption (step 370 )

• 1. Berechnung des realen Energieverbrauchs (c_r) des Kraftfahrzeugs 41, 42, 43 (Schritt 310): Der reale Energieverbrauch c_r kann aus dem gemessenen oder gesteuerten realen Verbrauch an Energiespeichermedium, d.h. Kraftstoff (Verbrennungsmotor) oder elektrische Ladung in Verbindung mit der Batteriespannung (Elektromotor), bestimmt werden. Alternativ kann der Energieverbrauch c_r bestimmt werden, indem die reale Abtriebsleistung des Motors 141, 142, 143 p_{eng_r}, d.h. das Produkt aus Drehzahl und Drehmoment, bestimmt wird und über den aktuellen Wirkungsgrad des Motors eta_{eng_r} der Energieverbrauch berechnet wird:
  

The individual steps are described in more detail below.

• 1. Calculation of the real energy consumption (c _r ) of the motor vehicle 41 . 42 . 43 (Step 310 ): The real energy consumption c _r can be determined from the measured or controlled real consumption of energy storage medium, ie fuel (internal combustion engine) or electric charge in connection with the battery voltage (electric motor). Alternatively, the energy consumption c _r can be determined by the real output power of the engine 141 . 142 . 143 p _{eng_r} , ie the product of speed and torque, is determined and calculated on the current efficiency of the engine eta _{eng_r} the energy consumption:
  

The efficiency eta _{eng_r of} the engine 141 . 142 . 143 depends on different operating parameters. These include the speed and output power as well as other operating parameters, to which, depending on the type of engine 141 . 142 . 143 For example, temperatures and internal combustion engines, the air ratio λ, the fresh air mass flow, the exhaust gas recirculation rate, the one or more crank angles at which fuel injection takes place, the injection pressure and gasoline engines of the ignition angle may belong.

• 2. Berechnung der Differenz des Strömungswiderstandes (cw_diff) zwischen der realen Fahrt in der Kolonne 1 und der hypothetischen Fahrt außerhalb der Kolonne 1 (Schritt 320): Der Strömungswiderstand eines Kraftfahrzeugs 41, 42, 43 hängt ab von: der Geschwindigkeit der Luftströmung um die Kraftfahrzeuge 41, 42, 43 (abhängig von Wind und Kraftfahrzeuggeschwindigkeit); der Richtung der Luftströmung; der Form des Kraftfahrzeugs 41, 42, 43; den Abständen zu den vorausfahrenden und nachfolgenden Kraftfahrzeugen 41, 42, 43 und der Ausrichtung relativ zu den vorausfahrenden und nachfolgenden Kraftfahrzeugen 41, 42, 43.

A model of the efficiency as a function of the relevant parameters is determined in the context of engine development. Particularly suitable for this is a data-based model that is trained with measurement data at various operating points, for example a Gaussian process model. Gaussian process models are for example in DE 10 2013 206 292 A1 described.

• 2. Calculation of the difference in the flow resistance (cw _diff ) between the actual travel in the column 1 and the hypothetical ride outside the column 1 (Step 320 ): The flow resistance of a motor vehicle 41 . 42 . 43 depends on: the speed of the air flow around the motor vehicles 41 . 42 . 43 (depending on wind and vehicle speed); the direction of the air flow; the shape of the motor vehicle 41 . 42 . 43 ; the distances to the preceding and following motor vehicles 41 . 42 . 43 and the orientation relative to the preceding and following motor vehicles 41 . 42 . 43 ,

In order to model the flow resistance, the number of input variables of the model must be reduced to such an extent that a modeling with the available computer resources is possible. This is a series of simplifying assumptions and restrictions on the composition of the column 1 met. Which these are in detail, depends on those in the control units 51 . 52 . 53 and / or the arithmetic unit 2 available computer resources as well as the intended use of the method and the frame infrastructure, in particular with regard to autonomous driving functions and route planning functions.

• – Falls die Kolonne 1 aus fünf oder mehr Kraftfahrzeugen 41, 42, 43 besteht, wird für die Berechnung des Strömungswiderstandes eines beteiligten Fahrzeugs, z. B. 43, nur der Abschnitt der Kolonne 1 vom Kraftfahrzeug zwei Positionen weiter vorne, im Beispiel 41, bis zum nachfolgenden Kraftfahrzeug, im Beispiel ein in 1 nicht dargestelltes weiteres Fahrzeug, berücksichtigt (insgesamt werden nur vier Kraftfahrzeuge berücksichtigt). Für die Berechnung des Strömungswiderstandes des ersten Fahrzeugs 41 werden nur das erste Fahrzeug 41 und das zweite Fahrzeug 42 berücksichtigt; für die Berechnung des Strömungswiderstandes des zweiten Fahrzeugs 42 werden nur die Fahrzeuge 41, 43 vom ersten Fahrzeug 41 bis zum dritten Fahrzeug 43 berücksichtigt, für die Berechnung des Strömungswiderstandes des letzten Fahrzeuges werden nur die Fahrzeuge vom vorvorletzten bis zum letzten Fahrzeug berücksichtigt.
• – Die Abstände zwischen den Kraftfahrzeugen 41, 42, 43 sind gleich und korrelieren mit der Geschwindigkeit der Kraftfahrzeuge 41, 42, 43.
• – Die Form des ersten Kraftfahrzeugs 41 wird durch einen cw-Wert und einen Stirnflächenwert parametrisiert.
• – Die Formen des zweiten bis vierten Kraftfahrzeugs 42, 43 werden durch einen gemeinsamen cw-Wert und einen gemeinsamen Stirnflächenwert parametrisiert.

By way of example, the following possible restrictions may be mentioned:

• - If the column 1 from five or more motor vehicles 41 . 42 . 43 exists is used for the calculation of the flow resistance of a vehicle involved, z. B. 43 , only the section of the column 1 from the motor vehicle two positions further forward, in the example 41 , to the following motor vehicle, in the example a in 1 not shown further vehicle considered (in total, only four cars are considered). For the calculation of the flow resistance of the first vehicle 41 become only the first vehicle 41 and the second vehicle 42 considered; for the calculation of the flow resistance of the second vehicle 42 only the vehicles 41 . 43 from the first vehicle 41 to the third vehicle 43 considered, for the calculation of the flow resistance of the last vehicle, only the vehicles from the pre-penultimate to the last vehicle are considered.
• - The distances between the vehicles 41 . 42 . 43 are equal and correlate with the speed of motor vehicles 41 . 42 . 43 ,
• - The shape of the first motor vehicle 41 is parameterized by a cw value and an end face value.
• - The forms of the second to fourth motor vehicle 42 . 43 are parameterized by a common cw value and a common face value.

Behind this is the assumption that these motor vehicles 42 . 43 are of the same type. With this assumption, the method is for example a column 1 from four trucks and one column 1 from a truck and three subsequent passenger cars applicable, but not on a column 1 , which is made up of two trucks and two passenger cars.

A model with the limitations exemplified has seven input variables: flow velocity, flow direction, motor vehicle distance d, cw value and end face of the first motor vehicle 41 , cw value and face of the following motor vehicles 42 . 43 ,

As a model of the flow resistance as a function of the input variables, a data-based model, for example a Gaussian process model, is suitable. The training data of the model can come from road measurements or from CFD simulations. A calculation of flow resistance in motor vehicle columns by CFD simulation is described, for example, in: Arturo Davila, Enric Aramburu, and Alex Freixas, Making the Best Out of Aerodynamics: Platoons, SAE International 2013-01-0767, 2013 , It can also be seen from the article that the curves of the flow resistances over the distance are relatively smooth, which opens up the possibility of obtaining a sufficiently accurate data-based model with a relatively small number of training data.

By calculating the model with the real input data, the flow resistance cw _{r of} the motor vehicle is obtained 41 . 42 . 43 in the current convoy.

• 3. Berechnung der hypothetischen Leistung (p_{veh_h}), die das Kraftfahrzeug 41, 42, 43 außerhalb der Kolonne 1 aufbringen müsste (Schritt 330): Die reale Leistung, die das Kraftfahrzeug 41, 42, 43 in der Kolonne 1 aufbringen muss, berechnet sich aus der Abtriebsleistung des Motors 141, 142, 143 sowie dem Wirkungsgrad eines Getriebes 161, 162, 163 (soweit vorhanden) und des weiteren Antriebsstranges bis zu der Kraftübertragung der Räder/Reifen 171, 172, 173 auf die Fahrbahn. Die Berechnung der Abtriebsleistung des Motors 141, 142, 143 wurde bereits weiter oben beschrieben. Der Wirkungsgrad eta_{tra_r} des Getriebes 161, 162, 163 (soweit vorhanden) und des weiteren Antriebsstranges hängt von einer Reihe von Betriebsparametern ab, beispielsweise der Übersetzung des Getriebes 161, 162, 163, der Drehzahl des Motors 141, 142, 143 und dem Luftdruck in den Räder/Reifen 171, 172, 173.

By calculating the model with very large distances (corresponds to a trip outside a column 1 ) gives the hypothetical flow resistance cw _{h of} the motor vehicle 41 . 42 . 43 when driving outside a column 1 , The difference is calculated according to cw _diff = cw _h - cw _r .

• 3. Calculation of the hypothetical power (p _{veh_h} ), which is the motor vehicle 41 . 42 . 43 outside the column 1 would have to apply (step 330 ): The real power that the motor vehicle 41 . 42 . 43 in the column 1 must apply, calculated from the output power of the engine 141 . 142 . 143 and the efficiency of a transmission 161 . 162 . 163 (if available) and the further drive train up to the power transmission of the wheels / tires 171 . 172 . 173 on the road. The calculation of the output power of the engine 141 . 142 . 143 has already been described above. The efficiency eta _{tra_r of} the transmission 161 . 162 . 163 (if any) and the other drive train depends on a number of operating parameters, such as the translation of the transmission 161 . 162 . 163 , the speed of the engine 141 . 142 . 143 and the air pressure in the wheels / tires 171 . 172 . 173 ,

A model of the efficiency as a function of the relevant parameters is determined in the context of engine development. Particularly suitable for this is a data-based model that is trained with measurement data at various operating points, for example a Gaussian process model.

The formula for the real performance is

• 4. Modellierung der hypothetischen Getriebe- und Motoreinstellung, die das Kraftfahrzeug außerhalb der Kolonne 1 hätte (Schritt 340): Die Getriebeeinstellung (soweit ein Getriebe 161, 162, 163 vorhanden ist) wird in Kraftfahrzeugen 41, 42, 43 mit Automatikgetriebe durch das Getriebesteuergerät vorgenommen, in Kraftfahrzeugen 41, 42, 43 mittels Handschalter durch den Fahrer. Die maßgeblichen Abhängigkeiten sind die Kraftfahrzeuggeschwindigkeit und die Leistung. In der Software der Getriebesteuerung sind die expliziten Abhängigkeiten evtl. auch andere, mit Kraftfahrzeuggeschwindigkeit und Leistung korrelierende Größen, beispielsweise Kraftfahrzeuggeschwindigkeit und Drehmoment. In Kraftfahrzeugen 41, 42, 43 mit Automatikgetriebe kann die hypothetische Getriebeeinstellung daher auf der Grundlage der Geschwindigkeit und der hypothetischen Leistung p_{veh_h} modelliert werden. In Kraftfahrzeugen 41, 42, 43 mit Handschalter muss dafür im Rahmen der Kraftfahrzeugentwicklung ein Modell für das typische Schaltverhalten eines Fahrers erstellt werden.

The hypothetical performance results from adding the difference due to the different flow resistance. To calculate the difference, the difference in the flow _{resistance must be} multiplied by the vehicle _speed v _veh :

• 4. Modeling of the hypothetical transmission and engine settings, the motor vehicle outside the column 1 would have (step 340 ): The gearbox adjustment (as far as a gearbox 161 . 162 . 163 is present) is used in motor vehicles 41 . 42 . 43 with automatic transmission made by the transmission control unit, in motor vehicles 41 . 42 . 43 by hand switch by the driver. The relevant dependencies are the vehicle speed and the power. In the transmission control software, the explicit dependencies may also be other variables correlating with vehicle speed and performance, such as vehicle speed and torque. In motor vehicles 41 . 42 . 43 with automatic transmission, the hypothetical transmission _setting can _{therefore be} modeled on the basis of the speed and the hypothetical power p _{veh_h} . In motor vehicles 41 . 42 . 43 With manual switch, a model for the typical switching behavior of a driver must be created for this in the context of motor vehicle development.

• 5. Modellierung des hypothetischen Wirkungsgrades (eta_{veh_h}) des Kraftfahrzeugs 41, 42, 43 außerhalb der Kolonne 1 (Schritt 350): Zuvor wurde bereits beschrieben, dass sich der Wirkungsgrad des Motors 141, 142, 143 eta_eng und der Wirkungsgrad des Getriebes 161, 162, 163 (soweit vorhanden) und des weiteren Antriebsstranges mit Hilfe von datenbasierten Modellen berechnen lässt. Zur Modellierung des hypothethischen Wirkungsgrades des Kraftfahrzeugs 41, 42, 43 werden mit Hilfe dieser Modelle zunächst der Wirkungsgrad des Getriebes 161, 162, 163, des weiteren Antriebsstranges eta_{tra_h} und des Motors 141, 142, 143 eta_{eng_h} bei der zuvor ermittelten hypothetischen Einstellung, der realen Geschwindigkeit und der hypothetischen Leistung p_{veh_h} berechnet. Aus diesen berechnet sich dann der Wirkungsgrad des Kraftfahrzeugs 41, 42, 43:
  
• 6. Berechnung des hypothetischen Energieverbrauchs (c_h) des Kraftfahrzeugs 41, 42, 43 außerhalb der Kolonne 1 (Schritt 360): Der hypothethische Energieverbrauch ergibt sich aus der hypothetischen Leistung p_{veh_h} und dem hypothetischen Wirkungsgrad p_{veh_h}:
  
• 7. Berechnung der Differenz (c_diff) zwischen hypothetischem und realem Energieverbrauch (Schritt 370): Die Differenz berechnet sich durch c_diff = c_h – c_r.

The engine setting, ie the setting of parameters such as (in internal combustion engines) the air ratio λ, the fresh air mass flow, the exhaust gas recirculation rate, the crank angle (s) at which fuel injection occurs, the injection pressure and, in gasoline engines, the ignition angle, by a (not in the Figures shown) engine control unit made. The relevant dependencies are the speed (which in turn is determined by the vehicle speed and the gear setting) and the output power and possibly other factors, in particular temperatures and quantities for exhaust aftertreatment (internal combustion engines). The parameters for the exhaust aftertreatment may include, for example, a desired air ratio λ or a desired waste heat for heating a catalytic converter. In the software of the engine control, the explicit dependencies may also be other variables correlating with the variables mentioned, for example speed and torque instead of rotational speed and output power. Knowing the engine control algorithms and the (previously calculated) hypothetical transmission _setting , the hypothetical engine _setting at hypothetical power p _{veh_h may be} outside the column 1 be determined.

• 5. Modeling of the hypothetical efficiency (eta _{veh_h} ) of the motor vehicle 41 . 42 . 43 outside the column 1 (Step 350 ): Previously, it was already described that the efficiency of the engine 141 . 142 . 143 Eta _tight and the efficiency of the transmission 161 . 162 . 163 (if available) and the further drive train can be calculated using data-based models. For modeling the hypothetical efficiency of the motor vehicle 41 . 42 . 43 With the help of these models, first of all the efficiency of the transmission 161 . 162 . 163 , the further powertrain eta _{tra_h} and the engine 141 . 142 . 143 eta _{eng_h} at the previously determined hypothetical attitude, the real speed and the hypothetical power p _{veh_h} calculated. From these then calculated the efficiency of the motor vehicle 41 . 42 . 43 :
  
• 6. Calculation of the hypothetical energy consumption (c _h ) of the motor vehicle 41 . 42 . 43 outside the column 1 (Step 360 ): The hypothetical energy consumption results from the hypothetical power p _{veh_h} and the hypothetical efficiency p _{veh_h} :
  
• 7. Calculation of the difference (c _diff ) between hypothetical and real energy consumption (step 370 ): The difference is calculated by c _diff = _h - c _r.

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 102014200804 A1 [0005, 0038]
• DE 102013206292 A1 [0049]

Cited non-patent literature

• http://www.technologyreview.com/news/425850/how-vehicle-automation-will-cut-fuel-consumption/ [0003]
• Arturo Davila, Enric Aramburu, and Alex Freixas, Making the Best Out of Aerodynamics: Platoons, SAE International 2013-01-0767, 2013 [0054]

Claims (15)

Method for determining a convoy of several motor vehicles ( 41 . 42 . 43 ) resulting energy savings in a vehicle convoy ( 1 ) involved motor vehicles ( 41 . 42 . 43 ), characterized in that the method comprises a flow resistance of each of the at the vehicle column ( 1 ) involved motor vehicles ( 41 . 42 . 43 ) both when driving in the vehicle crew ( 1 ) as well as when driving outside the vehicle crew ( 1 ) and one of each of the vehicles ( 1 ) involved motor vehicles ( 41 . 42 . 43 ) performed both while driving in the vehicle convoy ( 1 ) as well as when driving outside the vehicle crew ( 1 ) to calculate. The method of claim 1, wherein the method comprises modeling flow resistances by a data-based model, in particular a Gaussian process model, in which at least the following input variables are received: flow velocity and / or vehicle speed, distances between those at the vehicle convoy ( 1 ) involved motor vehicles ( 41 . 42 . 43 ), as well as parameters defining the shapes and dimensions of the vehicle ( 1 ) involved motor vehicles ( 41 . 42 . 43 ) characterize.  Method according to one of the preceding claims, wherein the currently performed power, a current drive torque and / or a current energy consumption are taken into account in the calculation of the power. Method according to one of the preceding claims, wherein for calculating the energy saving an efficiency of an engine ( 141 . 142 , 143 ) and / or a drive train of the motor vehicle ( 41 . 42 . 43 ) on the same route at the same speed when driving inside and outside the vehicle convoy ( 1 ) is modeled. A method according to claim 4, characterized in that the modeling of the efficiencies by data-based models, in particular Gaussian process models, takes place, in which one or more of the following inputs received: vehicle speed and power or engine speed and power or correlating quantities and parameters, the settings of the engine ( 141 . 142 , 143 ) and / or the drive train characterize. Method according to one of the preceding claims, wherein in the modeling of the energy saving of a motor vehicle ( 41 . 42 . 43 ) by convoy travel at least one speed of the motor vehicle ( 41 . 42 . 43 ) and a distance (d) to a preceding vehicle ( 41 . 42 . 43 ). Method according to one of the preceding claims, wherein in the modeling of the energy saving of a motor vehicle ( 41 . 42 . 43 ) enter through the column journey additionally one or more of the following data: wind strength and wind direction relative to the movement of the motor vehicle ( 41 . 42 . 43 ), other weather data, air resistance value of the motor vehicle ( 41 . 42 . 43 ), other data representing the shape and / or weight of the motor vehicle ( 41 . 42 . 43 ) characterize. Method according to one of the preceding claims, wherein the method comprises a wireless data connection ( 61 . 62 . 63 ) between ECUs ( 51 . 52 . 53 ) of motor vehicles ( 41 . 42 . 43 ) attached to a vehicle crew ( 1 ) and a stationary computing unit ( 2 ), the existence of a convoy travel by setting a convoy travel status in the control units ( 51 . 52 . 53 ) of motor vehicles ( 41 . 42 . 43 ) and in the arithmetic unit ( 2 ) and energy savings of motor vehicles involved in the convoy ( 41 . 42 . 43 ) caused by the convoy ride to model and integrate as long as the convoy status is set. The method of claim 8, wherein the method comprises: the control devices ( 51 . 52 . 53 ) of motor vehicles ( 41 . 42 . 43 ) Data to the arithmetic unit ( 2 ), the data including at least one of the following information: intent to travel in a convoy; Identification of other motor vehicles eligible for the convoy ( 41 . 42 . 43 ); current position of the motor vehicle ( 41 . 42 . 43 ), planned route, current and / or forecasted speed, current and / or predicted acceleration or deceleration, distance (d) between motor vehicles ( 41 . 42 . 43 ), Distance to other road users, distance to obstacles, road conditions, weather data. Method according to claim 8 or 9, wherein the method comprises that the arithmetic unit ( 2 ) of a motor vehicle ( 41 . 42 . 43 obtained data and / or data calculated from these data to other motor vehicles ( 41 . 42 . 43 ) at the column ( 1 ) involved. A method according to any one of claims 8 to 10, wherein the method comprises, after setting the convoy status between the controllers ( 51 . 52 . 53 ) at the vehicle crew ( 1 ) involved motor vehicles ( 41 . 42 . 43 ) directly or via the arithmetic unit ( 2 ) Exchanged data containing one or more of the following information: planned route; current and / or predicted speed; current and / or predicted acceleration or deceleration; Distance (d) between motor vehicles ( 41 . 42 . 43 ); Distance to other road users; Distance to obstacles; current road conditions; current weather data. A method according to any one of claims 8 to 11, wherein setting the convoy travel status is dependent on criteria at least partially determined by the controllers ( 51 . 52 . 53 ) and / or the arithmetic unit ( 2 ) are checked on the basis of electronic data, with the electronic data in particular a current position, a planned route and / or an input device ( 111 . 112 . 113 ) consent to the journey by the driver of the motor vehicle ( 41 . 42 . 43 ) belongs.  A computer program which, when executed, executes a method according to any one of claims 1 to 12. Control unit ( 51 . 52 . 53 ) for a motor vehicle ( 41 . 42 . 43 ), which is adapted to participate in a method according to one of claims 1 to 12. Arithmetic unit ( 2 ), which is adapted to participate in a method according to one of claims 1 to 12.

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