DE102016222733A1 - A method, computer-readable medium, control unit, and vehicle comprising the controller for calculating an energy-saving potential of a vehicle acceleration of a real journey - Google Patents

Abstract

The invention relates to a method (100) for calculating an energy-saving potential of a vehicle acceleration of a real journey, the method comprising: determining (102) a start time of the vehicle acceleration by a control unit of a vehicle, wherein the starting time of the acceleration is the time from which the vehicle acceleration is a predetermined Exceeds reference acceleration for a current vehicle speed; Determining (104), by the controller of the vehicle, a real-time energy consumption between the starting time and a current time during the vehicle acceleration of the real journey; Calculating (106), by the controller of the vehicle, an energy consumption of a reference travel for the predetermined reference acceleration depending on the current vehicle speed between the start time and the current time during the vehicle acceleration of the actual journey, wherein the determination of the energy consumption of the vehicle acceleration of the actual journey and the calculation of the Power consumption of the reference acceleration of the reference run based on an equally long distance is executed by the control unit of the vehicle, and wherein the real travel is extended by a virtual cruise, so that the distance of the real trip and the distance of the reference run are the same length; and calculating, by the controller of the vehicle, an energy saving potential of the vehicle acceleration based on the determined energy consumption of the real travel and the calculated energy consumption of the reference travel between the start time and the current time during the vehicle acceleration of the real trip.

Description

The invention relates to a method for calculating an energy-saving potential of a vehicle acceleration of a real or simulated journey. Furthermore, the invention relates to a computer-readable medium, a device and a vehicle comprising the device for calculating an energy saving potential and / or a quantitative energy saving of a vehicle acceleration of a real or simulated ride compared to a reference run.

It is known that vehicles can display a current energy consumption, for example a current fuel consumption or a current consumption of electrical energy. Furthermore, the current energy consumption in vehicles may be recorded while driving, for example, to calculate an average energy consumption of a journey or to give qualitative indications of a driving style of a driver of the vehicle at the end of a journey based on the energy consumption.

It is therefore an object of the invention to calculate a power consumption of a vehicle, in particular a motor vehicle, in order to improve the calculation of a quantitative saving potential or a quantitative saving.

This object is achieved by the features of the independent claims. Advantageous embodiments and modifications of the invention will become apparent from the dependent claims.

According to a first aspect, the invention is characterized by a method for calculating an energy-saving potential of a vehicle acceleration of a real journey. A real trip can be a real trip or a trip simulated based on real measurements. The method comprises determining a start time of the vehicle acceleration by a control unit of a vehicle, wherein the starting time of the acceleration t _start (with the associated speed v _start ) is, for example, the time from which the vehicle acceleration exceeds a predetermined reference acceleration for a current vehicle speed. The method further comprises determining, by the control device of the vehicle, an energy consumption of the real journey between the start time and a current time during the vehicle acceleration or preferably the end of the acceleration t _{end of} the real journey. In addition, the method comprises calculating, by the control unit of the vehicle, an energy consumption of a reference travel for the predetermined reference acceleration as a function of the current vehicle speed between the start time and the current time during the vehicle acceleration or preferably the end of the acceleration t _{end of} the real journey. Furthermore, the method comprises calculating, by the control unit of the vehicle, an energy-saving potential of the vehicle acceleration based on the determined energy consumption of the real journey and the calculated energy consumption of the reference journey between the start time and the current time during the vehicle acceleration or preferably the end of the acceleration t _{end of} the real journey ,

Advantageously, the energy-saving potential at a vehicle acceleration compared to an efficient acceleration process can be calculated with a reference acceleration during the vehicle acceleration. Thus, the vehicle acceleration can still be changed during the acceleration operation by the driver to efficiently accelerate the vehicle with the reference acceleration. The energy consumption at a vehicle acceleration can thus be reduced by adjusting the acceleration strength, ie a current relative energy saving potential can be dynamically provided to a driver of the vehicle. After ending the inefficient acceleration (t _end ), the quantitative additional consumption of the entire acceleration process for an acceleration from start to target speed can also be calculated and reported. The energy-saving potential can be calculated quantitatively so that a quantitative and objectified evaluation of the acceleration behavior of the vehicle can take place. Thus, a more precise evaluation of the acceleration behavior can take place. Furthermore, a quantitative comparability of the acceleration behavior can be achieved.

According to an advantageous embodiment, the method may further include determining an end time of the vehicle acceleration t _end as a function of the current vehicle speed, wherein the end time of the acceleration is the time from which the vehicle acceleration falls below a predetermined reference acceleration for the current vehicle speed, and / or determining a Final speed v _end at the end time. By determining the end time of the vehicle acceleration, calculating the energy saving potential at the end time may be efficient respectively. The energy-saving potential can be calculated quantitatively for the entire course of the vehicle acceleration, starting with the start time and ending with the end time.

According to a further advantageous embodiment, the energy consumption of the actual journey between the start time and the end time of the vehicle acceleration of the real journey can be calculated, the energy consumption of the reference travel between the start time and the end time of the vehicle acceleration can be calculated, and / or the energy saving potential between the start time and calculated at the end time. Hereby, efficiently the energy saving potential of the vehicle acceleration at the end time, i. at the time when the final speed of the vehicle acceleration is reached.

According to a further advantageous refinement, the determination of the energy consumption of the vehicle acceleration of the real journey and the calculation of the energy consumption of the reference acceleration of the reference journey can be carried out with respect to an equally long distance by the control device of the vehicle, wherein the real drive is preferably extended by a virtual constant travel with v _end is used to match the distance of the real trip to the route of the reference trip. By a virtual or theoretical constant travel, the route of the real trip can be adapted to the route of reference travel, so that the energy consumption of the real trip and the reference trip can be calculated for the same route.

According to a further advantageous embodiment, calculating a power consumption of a reference run for the predetermined reference acceleration may further comprise calculating a rotational speed and a torque of at least one engine of the vehicle as a function of at least one driving resistance of the vehicle. Determining a power consumption of the reference travel is preferably based on one or more maps depending on the calculated speed and the calculated torque of the engine of the vehicle. Hereby, the calculation of the reference travel can be carried out dynamically as a function of current vehicle parameters, in particular current driving resistances.

According to a further advantageous embodiment, the method may further include calculating a virtual cruise current power consumption for the current vehicle speed and / or the terminal speed, the virtual cruise power consumption based on one or more maps depending on the calculated speed and the calculated torque of the motor of the vehicle. Hereby, the energy consumption of the virtual cruise can be calculated quantitatively for a specific, predetermined distance.

According to a further advantageous embodiment, the calculation of the energy-saving potential of the vehicle acceleration based on the determined energy consumption of the real journey, the calculated energy consumption of the virtual cruise travel, and the calculated energy consumption of the reference travel between the start time and the current time during the vehicle acceleration of the real ride can be performed. The calculation takes place starting with the time t _start until the time t _end .

According to one aspect, the invention is characterized by a method which, in addition to a quantitative saving potential, also calculates a quantitative saving. The calculation is analog. The method comprises calculating the energy requirement of real accelerations in which the reference acceleration is not exceeded. After compensation of the path difference by means of a consumption calculation of a constant drive with v _end , the difference with the energy requirement of a reference acceleration results in the quantitative saving compared to a reference.

In another aspect, the invention features a computer-readable medium comprising instructions that, when executed on a processor, perform the method described above.

According to a further aspect, the invention is characterized by a control unit for calculating an energy-saving potential of a vehicle acceleration of a real journey. The control unit comprises a data memory for storing a predetermined reference acceleration, which is defined, for example, as a function of vehicle speed and / or road gradient, and for storing one or more maps for determining the energy consumption as a function of a rotational speed and a torque of an engine of the vehicle, an application memory for storing instructions, and a processor for executing the stored instructions which, when executed on the processor, read data from the data store and execute the method described above.

According to a further aspect, the invention is characterized by a vehicle comprising the above-described control unit for calculating an energy-saving potential of a vehicle acceleration of a real journey.

Further features of the invention will become apparent from the claims, the figures and the description of the figures. All features and feature combinations mentioned above in the description as well as the features and feature combinations mentioned below in the description of the figures and / or shown alone in the figures can be used not only in the respectively indicated combination but also in other combinations or alone. The following descriptions for calculating a quantitative saving potential also include the calculations of a quantitative saving. In addition, all savings and savings can be converted into a range loss or range gain.

In the following, a preferred embodiment of the invention will be described with reference to the accompanying drawings. This results in further details, preferred embodiments and further developments of the invention. In detail shows 1 a method for calculating an energy saving potential of a vehicle acceleration of a real journey of a vehicle.

In detail shows 1 a procedure 100 for calculating an energy saving potential of a vehicle acceleration of a real trip compared to a reference trip. The method 100 may be performed on a controller of a vehicle. The procedure 100 can be performed continuously and / or in real time, so that a current energy saving potential can be provided to a driver of the vehicle and / or other control devices of the vehicle while driving. For example, the current energy saving potential can be displayed on a display device of the vehicle or transmitted to a mobile display device via a communication interface. Additionally or alternatively, the method 100 also be calculated after a real drive through the controller or for simulations on a vehicle external computer.

The method can be applied regardless of a type of energy consumption, eg electrical energy consumption or fuel consumption. If the vehicle is an electrically powered vehicle, the procedure may 100 determine the electrical energy consumption and / or the electrical energy saving potential. If the vehicle is an internal combustion engine, the procedure may 100 calculate the fuel consumption of the vehicle and / or the energy saving potential of the fuel consumption. If the vehicle is a hybrid vehicle, then the method 100 For example, calculate consumption and potential of both the electrical energy and the fuel or fuel.

The method may include an inefficient acceleration operation, i. recognize an acceleration process with too high acceleration strength, and quantitatively calculate an associated energy-saving potential. The energy saving potential, hereinafter also referred to as savings potential, for a vehicle acceleration can be defined as a route-related or absolute energy consumption, which is set by an inefficient vehicle acceleration compared to an efficient reference acceleration with a same speed delta and preferably with respect to a same route. The reference acceleration is realizable by a driver of the vehicle, i. the driver of the vehicle has the ability to efficiently accelerate the vehicle at the reference acceleration, i. An acceleration of the vehicle with the reference acceleration leads to a lower energy consumption and no calculated savings potential. The reference acceleration is preferably context dependent, e.g. speed and / or slope dependent. This allows a flexible, context-based setting of the reference acceleration to the respective driving situation or acceleration situation of the vehicle.

If the driver exceeds a reference acceleration during a real journey, hereinafter also referred to as cruise, the procedure may 100 run on the controller and calculate a corresponding energy saving potential for a driving section, which is driven since the reference acceleration is exceeded. The procedure 100 can preferably be carried out completely on a control unit of the vehicle. Alternatively, the method can be carried out in a simulation computer in order to subsequently evaluate the energy-saving potential of a real journey, ie after a journey with the vehicle, or to evaluate it in accordance with a generated speed profile. In the following, therefore, "Realfahrt" means both a real trip in the vehicle or a real recorded trip and a simulated / generated trip.

A reference acceleration a _Ref can be defined, for example, as a function of a current vehicle speed. For example, it may be determined that a higher vehicle speed requires a reduced reference acceleration to account for a higher power requirement at higher speed.

The reference acceleration a _Ref can be defined, for example, as a function of the vehicle _speed as follows: VFzg [km / h] 0 30 40 50 60 80 100 140 a _Ref [m / s ² ] 2.5 2.1 1.7 1.4 1.1 0.9 0.8 0.7

wobei:

α_St:

aktuelle Steigung der Fahrbahn in Grad, positiv für Steigungen und negativ für Gefälle.

The reference acceleration a _Ref can optionally be adjusted as a function of a correction value, eg the slope. A gradient correction increases or reduces the reference acceleration by a proportion of the gravitational force, which additionally has to be overcome during the actual journey or which has a supporting effect on inclines. For example, the slope correction can be limited to +/- 1.0 m / s ² and the total reference acceleration to values between 0.5 m / s ² and 3.5 m / s ² . The resulting reference acceleration can therefore be calculated as follows: $${\text{a}}_{\text{Ref}\text{, corr}}=\text{Max}\left[0.5\frac{\text{m}}{{\text{s}}^{\text{2}}}\text{; min}\left[3.5\frac{\text{m}}{{\text{s}}^{\text{2}}}{\text{; a}}_{\text{Ref}}-\text{min}\left(\text{Max}\left(9.81\frac{\text{m}}{{\text{s}}^{\text{2}}}*\text{sin}\left({\mathrm{\alpha }}_{\text{St}}\right);-1\frac{\text{m}}{{\text{s}}^{\text{2}}}\right);1\frac{\text{m}}{{\text{s}}^{\text{2}}}\right)\right]\right]$$

in which:

α _St :

Current gradient of the road in degrees, positive for gradients and negative for gradients.

The procedure 100 can determine a start time of the vehicle acceleration by a control unit of a vehicle 102. The starting time t _{start of} the acceleration is the time from which the vehicle acceleration exceeds a predetermined reference acceleration for a current vehicle speed and incline. Further, the method may determine a starting speed v _start and a final speed v _{end of} the vehicle acceleration. The starting speed v _start is the speed at the starting time t _start , from which the vehicle _acceleration exceeds the reference acceleration a _Ref (v) or a _{Ref, korr} (v). As soon as the vehicle acceleration falls below the reference acceleration again, the target speed v _{end is reached at} the end time t _end . The procedure 100 can calculate the energy saving potential as soon as the start time t _{start is} reached. The calculation of the energy saving potential ends as soon as the end time t _{end has been} reached. In order to realize a more efficient calculation, the energy saving potential is preferably carried out only when the end time t _end for the previous acceleration is reached.

Furthermore, the method 100 104. Additionally or alternatively, the method by the control unit of the vehicle to determine the energy consumption of the real drive between the start time and end time by the control unit of the vehicle the energy consumption of the real trip or a simulated ride between the start time and a current time. For example, an actual energy or fuel consumption Kr _{Einspr, Besch} [I] can be determined between the start time and the end time, in which the consumed energy or fuel quantity from t _start to t _{end is} integrated.

Preferably, in parallel with determining the actual energy consumption of a real trip, the method may determine a power consumption of a reference run. In detail, the procedure can 100 by the control unit of the vehicle, the energy consumption of the reference travel for the predetermined reference acceleration as a function of the current vehicle speed and possibly the current slope between the start time and the current time during the vehicle acceleration of the real drive or the end time calculate 106. For example, the energy consumption of the reference cruise Kr _Ref along the efficient reference acceleration a _Ref (v) over one or more driving resistances of the vehicle.

For the calculation of the reference energy _consumption Kr _Ref , a torque on a wheel of the vehicle and / or a torque of a vehicle can be determined with the aid of measured and / or estimated driving resistances Engine, for example, a combustion or an electron motor determined. In detail, for each time step, eg every second, the torque or the torques for the reference acceleration of the homing run can be determined at the current real vehicle speed. A calculation of the torque at the wheel can be based, for example, on a rolling resistance f _R , an air resistance c _X , a total vehicle mass m _{Fzg, Ges} [kg], and / or a current gradient ε _St [%] or α _St [°] respectively. A change in the air resistance of the vehicle when eg mounting luggage units or bicycles on the roof or a trailer connected to the vehicle can be taken into account via an estimate of the additional air resistance. Furthermore, the associated wheel speed can be calculated from the current vehicle speed with the aid of the dynamic wheel radius of the vehicle tire.

Depending on the wheel speed, the wheel torque and / or a transmission map, a gear ratio for the reference travel can be determined, which would result under real conditions. By means of the specific gear ratio, the wheel speed and the wheel torque can be converted into a corresponding speed and a corresponding torque at the drive motor of the vehicle for reference travel. If necessary, even gear-dependent efficiencies and moments of inertia must be taken into account for torque conversion. Optionally, the resulting torque at the motor for reference travel can be adjusted so that the performance of the currently operated auxiliary consumers of the vehicle in real driving corresponds to those of the reference travel.

If speed and torque are known on the internal combustion engine, the energy or fuel requirements, for example in quantity per unit of time, can be read out with the help of characteristic diagrams. If the current energy or fuel consumption for the reference operation is multiplied by a quotient of current vehicle acceleration and reference acceleration, the energy consumption or fuel consumption of the reference travel Kr _Ref results from integration starting from t _start . The quotient of current vehicle acceleration and reference acceleration can take into account that the reference run takes longer due to a lower reference acceleration.

v_Ist:

Aktuelle Fahrzeuggeschwindigkeit in m/s.

a_Ist:

Aktuelle Fahrzeugbeschleunigung in m/s².

Furthermore, the method can 100 take into account that a lower reference acceleration requires a longer driving distance until the final speed v _{end is reached} . The energy consumption saving potential of the reference travel preferably relates to the same route compared to the real journey. Due to the higher acceleration of the real journey, the distance of the real journey is shorter than the distance of the reference journey. The real trip can therefore be extended by a theoretical or virtual cruise with the final speed v _end . The length of the distance of the theoretical cruise s _{th, Konst} corresponds to a difference of the distance of the reference run with the reference acceleration s _{Acc, Ref} and the distance of the real drive with the real driven vehicle acceleration s _{Acc, Real} respectively from the _start speed v _start to the final speed v _end , The distance of the real trip can be calculated by integration of the real speed. The distance of the homing run can be calculated with an integral over the course of the reference speed: $${\text{s}}_{\text{th}\text{, Constitution}}={\text{s}}_{\text{Accel}\text{Ref}}-{\text{s}}_{\text{Accel}\text{,Real}}={\displaystyle \underset{{\text{t}}_{\text{begin}}}{\overset{{\text{t}}_{\text{The End}}}{\int }}{\text{V}}_{\text{is}}*\frac{{\text{a}}_{\text{is}}}{{\text{a}}_{\text{Ref}}\left({\text{v}}_{\text{is}}\right)}{\text{dt}}_{\text{is}}-}{\displaystyle \underset{{\text{t}}_{\text{begin}}}{\overset{{\text{t}}_{\text{The End}}}{\int }}{\text{V}}_{\text{veh}\text{Is}}{\text{dt}}_{\text{is}}}$$

v _is :

Current vehicle speed in m / s.

a _is :

Current vehicle acceleration in m / s ² .

The duration of the theoretical constant t _{th, Konst} is the quotient of the distance of the constant speed and the speed at the end of the acceleration v _end .

In order to determine the total fuel consumption of the reference run, the specific energy or fuel consumption for the cruise with the final speed v _end can be calculated as follows:

Analogous to the calculation of the energy consumption of the reference travel described above, the energy consumption of the constant travel can be calculated. For example, first a wheel torque for the constant travel can be determined. For example, if there is a grade in the real run, the slope of the constant run may be taken as the average of the grade between times t _start and t _end .

From the final speed v _end , the wheel speed for the theoretical constant travel can be calculated with the aid of the dynamic wheel radius of the vehicle tire. The conversion of the wheel speed and / or the wheel torque into a torque on the engine of the vehicle can be carried out analogously to the above-described method for the reference travel. If the rotational speed and the torque at the engine of the vehicle are known, a current energy or fuel requirement in quantity per unit of time can be read out with the aid of characteristic maps. A multiplication of the current energy or fuel consumption with the duration of the constant _travel t _{th, Konst} gives the energy or fuel consumption for the theoretical cruise Kr _{th, Konst} . The sum of the energy consumption of the _cruise Kr _{th, Konst} and the actual energy consumption Kr _{Einspr, Besch} results in a corrected amount of energy or fuel of the real vehicle _acceleration , which exceeds a reference acceleration.

Preferably, the controller of the vehicle may calculate an energy-saving potential of vehicle acceleration based on the determined energy consumption of the real journey and the calculated energy consumption of the reference journey between the start time and the current time or end time during real-vehicle acceleration. For example, the energy-saving potential of the vehicle acceleration may be Subtracting the energy or fuel demand for the reference acceleration Kr _{Ref are determined} by the corrected energy or fuel consumption. The corrected energy or fuel consumption consists of the consumption of the real driving to be evaluated and the consumption of the attached theoretical constant travel (K _{Real, Acc, corr =} K _{Real, Acc} + _{Krth, Const} ). In order to map the energy saving potential based on distance, for example in liters per 100 km or kWh per 100 km, the energy saving potential for the vehicle acceleration can be divided by the distance actually traveled since the start of the journey preferably plus the distance of the theoretical constant travel.

Furthermore, a percentage excess consumption of an inefficient vehicle acceleration can be calculated. For example, the reference energy consumption K _{Ref, Acc can be divided} by the corrected real energy consumption K _{Real, Acc} + Kr _{th, Const} , to determine the percentage of additional energy consumption _{pKr Ersp, AccFreh} as follows: $${\text{PKR}}_{\text{ERSP}\text{, BeschlVerh}}=\text{Max}\left(1-\frac{{\text{Kr}}_{\text{Ref}\text{, decision}}}{{\text{Kr}}_{\text{real}\text{, decision}}+{\text{Kr}}_{\text{th}\text{, Constitution}}};0\right),$$

With the aid of the energy-saving potential, the additional energy consumption of a vehicle during an acceleration process can therefore be calculated quantitatively in comparison to an efficient acceleration process. It can be calculated during the acceleration process at the current time or at the end of the acceleration process of the final velocity v _end. The method can thus at any time analyze the acceleration process with regard to the energy saving potential and provide this information to the driver of the vehicle, further control devices, mobile terminals and / or the backend.

With the above calculation, the energy saving potential for unnecessary accelerations can be efficiently determined. After an unnecessary acceleration process, the driver of the vehicle can be provided with a quantitative energy-saving potential which he could achieve by anticipatory acceleration of the vehicle. Thus, the driver can continuously learn while driving to perform driving maneuvers with acceleration energy-efficient and predictive.

The energy saving potential calculations above can be applied to vehicles with internal combustion engines as well as vehicles with electric drive and mixed forms. The respective vehicles differ in their energy form and an associated consumption information. For purely electric vehicles, the calculation of the energy saving potential for the vehicle acceleration is identical to that of calculating a vehicle with an internal combustion engine. The only difference is that instead of fuel consumption, an electrical energy requirement is determined. For vehicles with mixed drive types, e.g. Plug-in hybrid vehicles, combustion engine and electrically driven sections can be evaluated separately.

LIST OF REFERENCE NUMBERS

100

method

102

Determine a start time

104

Determining an energy consumption of the real journey

106

Calculate an energy consumption of a reference run

108

Calculating an energy saving potential

Claims (7)

A method (100) for calculating a quantitative energy-saving potential of a vehicle acceleration of a real journey against a given reference acceleration, the method comprising: Determining (102) a start time of the vehicle acceleration by a controller of a vehicle, wherein the starting time of the acceleration is the time when the vehicle acceleration exceeds the predetermined reference acceleration for a current vehicle speed; Determining (104), by the controller of the vehicle, a real-time energy consumption between the starting time and a current time during the vehicle acceleration of the real journey; Calculating (106), by the control unit of the vehicle, an energy consumption of a reference travel for the predetermined reference acceleration as a function of the current vehicle speed between the starting time and the current time during the vehicle acceleration of the actual journey, wherein the determination of the energy consumption of the vehicle acceleration of the real journey and the calculation of the energy consumption of the reference acceleration of the reference journey based on an equally long distance is performed by the control device of the vehicle, where the real ride is extended by a virtual cruise, so that the route of the real trip and the route of the reference trip are the same length; and Calculating (108), by the controller of the vehicle, the quantitative energy-saving potential of the vehicle acceleration based on the determined energy consumption of the real travel and the calculated energy consumption of the reference cruise between the start time and the current time during the vehicle acceleration of the real journey. Method according to Claim 1 , the method further comprising: determining an end time of the vehicle acceleration as a function of the current vehicle speed, wherein the end time of the acceleration is the time from which the vehicle acceleration falls below a predetermined reference acceleration for the current vehicle speed and / or wherein the end time may also be the current time ; and / or determining a terminal velocity at the end time. Method according to one of the preceding claims, wherein calculating a power consumption of a reference run for the predetermined reference acceleration further comprises: Calculating a rotational speed and a torque of an engine of the vehicle in dependence on at least one of the following parameters: driving resistances, driveline losses, inertial moments and / or transmission ratios of the vehicle, gradient of a roadway of the vehicle, current speed of the vehicle, and / or efficiency of one or more further vehicle components ; and Determining an energy consumption of the reference travel based on one or more maps depending on the calculated rotational speed and the calculated torque of the engine of the vehicle. Method according to one of the preceding claims, the method further comprising: Calculating a power consumption of the virtual cruise for the current vehicle speed, wherein the power consumption of the virtual cruise is calculated based on one or more maps as a function of calculated speed and calculated torque of the engine of the vehicle, wherein the calculation of a rotational speed and a torque of an engine of the vehicle takes place in dependence on at least one of the following parameters: Driving resistances, powertrain losses, moments of inertia and / or gear ratios of the vehicle, gradient of a roadway of the vehicle, current speed of the vehicle, and / or efficiency of one or more other vehicle components. Computer-readable medium comprising instructions which, when executed on a processor, the method according to any one of Claims 1 to 4 To run. Control unit for calculating an energy saving potential of a vehicle acceleration of a real journey, comprising the control unit; a data memory for storing a predetermined reference acceleration for one or more vehicle speeds, and for storing one or more maps for determining the energy consumption in dependence on a rotational speed and a torque of an engine of the vehicle; an application store for storing instructions; and a processor for executing the stored instructions that, when executed on the processor, read data from the data store and a method according to any one of Claims 1 to 5 To run. A vehicle comprising the control unit for calculating an energy saving potential of a vehicle acceleration of a real journey Claim 6 ,

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