DE102017100671A1 - Method for optimizing a shift strategy - Google Patents

Abstract

The invention relates to a method for optimizing a shift strategy for an automatic transmission or automatic transmission of a vehicle as a function of the expected driving distance of the vehicle. The method according to the invention is characterized in that route information is determined on the basis of sensors in the vehicle, the determined route information stored at regular intervals in a memory, wherein the currently detected route information is compared with the stored route information of previous trips, which is concluded on the basis of the comparison on a previously traveled route already traveled as the expected route, and wherein the optimization of the shift strategy depending on the expected route.

Description

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

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

In order to obtain the information about the route, while navigation systems are necessary, which have stored or retrievable maps and a determination of the current position of the vehicles using a satellite navigation, for example via GPS. In this context, on the DE 10 2011 117 025 A1 the applicant and in addition to the DE 10 2010 001 873 A1 . DE 10 2007 054 619 A1 and the DE 10 2013 222 972 A1 be pointed out.

A disadvantage of all of these documents and the methods and structures described therein is that they require a detailed position determination of the vehicle at the respective times. This means that a navigation system and in particular a receiver for satellite data, for example the GPS, must be present on board. However, this is often not the case in vehicles, in particular in commercial vehicles, since the drivers are "very knowledgeable" here and typically travel in known regions and / or follow known route sequences. Alone for cost reasons, a navigation system is therefore often omitted.

According to the invention, it is the object of the present invention to provide a method for optimizing a switching strategy according to the preamble of claim 1, which is improved compared to the methods of the prior art, and which can dispense in particular with a satellite navigation.

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

In the method according to the invention, the route information is determined on the basis of sensors in the vehicle in order to optimize the shift strategy of the vehicle. Such sensors detect physical data within the vehicle and thus differ fundamentally from a satellite receiver, which colloquially is sometimes referred to as a GPS sensor, but is not a sensor in the sense of the present invention.

The route information determined on the basis of the data of the sensors is now stored in a memory at regular intervals, for example at regular time intervals and / or at regular distance distances during the drive of the vehicle. Within the vehicle so the corresponding data are stored. Furthermore, there are already stored route information of previous journeys in the memory. The newly stored data and the previously stored data of the previously traveled routes can now be compared with each other, so that based on this comparison a stored previously traveled route can be recognized as expected route, if several consecutive data of the current ride the data previously carried out ride. Without the need to make a position determination of the vehicle, it can now be concluded on the basis of the comparison on which route the vehicle is currently driving. The thus predicted driving distance of the vehicle can then be used as the basis for the optimization of the shift strategy, comparable to what is done in the prior art with reference to a route predicted via a navigation system. The structure is extremely simple and efficient. By storing the corresponding information, the vehicle "learns" over time all the routes it uses and stores them. Based on a recognition of these routes due to currently detected data, which coincide with the data of the stored route, it can then be determined that the vehicle is again on this already known route. In this way, a shift strategy adapted to the route can be implemented simply and efficiently by reacting proactively to the route to be expected or by using a shift strategy which has already been successfully developed for this route.

• - Sensor zur Erfassung eines Geschwindigkeitssignals;
• - Sensor zur Erfassung von Haltesignalen;
• - Sensor zur Erfassung eines Höhensignals, wobei dieser insbesondere barometrisch ausgebildet sein kann;
• - Sensor zur Erfassung der Neigung des Fahrzeugs;
• - ein Kompass zur Ermittlung der jeweiligen Fahrtrichtung;
• - insbesondere beim Einsatz in Linienbussen ein Haltestelleninformationssystem, über welches Haltestellen eines Fahrzeugs im Linienbusbetrieb erfasst werden, um beispielsweise entsprechende Informationen vor der Haltestelle über eine Durchsage an die Fahrgäste bekanntzugeben; und
• - eine automatische Verkehrszeichenerkennung.

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

• - Sensor for detecting a speed signal;
• - sensor for detecting hold signals;
• - Sensor for detecting a height signal, which may be formed in particular barometric;
• - Sensor for detecting the inclination of the vehicle;
• - a compass to determine the direction of travel;
• - Especially when used in buses, a bus stop information system, which stops of a vehicle are detected in the bus operation, for example, to announce appropriate information before the stop via an announcement to the passengers; and
• - an automatic traffic sign recognition.

In addition to these sensors, other sensors in the vehicle are in principle suitable to provide information and data which can be used to determine the route. In principle, some of the sensors are sufficient. Ideally, as many, preferably already existing, sensors are used to generate a comprehensive data set and thus in the course of the comparison as quickly as possible with great certainty the actually upcoming route, if it is stored to recognize.

The inventive method is particularly suitable for commercial vehicles, which very often have no navigation system and no satellite receiver. In particular for this purpose, the method according to the invention can be used preferably in buses, and here especially in buses. Another alternative possibility may be use in delivery vehicles which very often depart comparable routes, for example in the delivery of parcels, in the delivery of mail in rural areas or the like.

According to an advantageous development of the method according to the invention, it may now be the case that in the case of multiply traveled routes, an average value is respectively generated from the detected individual data of the sensors and used for the determination of the route information. By means of such an average, individual outliers in the recorded data can be averaged in order to obtain more and more reliable statements over the course of time.

According to a further very advantageous embodiment of the idea, it may further be provided that the mean value is calculated as a moving average. On the one hand, such a moving average has the advantages of the mean, as mentioned above, and on the other hand, it can apply an increasing weighting, for example, to the current values so that creeping changes can be virtually "learned" by the vehicle, which improves the data quality and ultimately the possibility of to respond optimally to the respective route via an optimized shift strategy, which improves over a longer operating period of the vehicle.

An extremely favorable and advantageous embodiment of the method according to the invention now also provides for the data of the memory to be compared with the data in the memory of other vehicles and / or exchanged. Such a comparison or such a sharing of the data in the memory of the respective vehicle with other vehicles makes it possible, for example, in fleet use of vehicle, that are learned by one of the vehicles track information also the other vehicles available. Thus, for example, the operator of city bus buses can bring the memory of all his buses to the same level by adjusting and exchanging data from time to time. Each of the buses can then be used on any route and is operated on this route with a highly efficient switching strategy.

The adjustment and / or exchange of the data can take place via a central computer, as provided according to an advantageous development of the idea. Such an exchange can take place, for example, in buses after the end of the shift in the depot. This makes it possible to provide the information that has collected the one vehicle, for example, for the following day another vehicle. In order to save storage capacity, it is possible that according to an advantageous embodiment of the method, the various routes are stored in a database to be transferred from there from the vehicle that needs the information next, for example, because a bus for the following day is assigned to a corresponding line route, because a postman on the first day in the village A delivers the mail and the following day in village B or the like.

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

In particular, for this case, it may now be provided according to a particularly advantageous embodiment, that an exchange of data by vehicle / vehicle communication takes place. Especially in the line mode of buses, this can be extremely favorable, because a change in the route information is detected by a first vehicle. This can then also communicate this change to the vehicles following it, so that the optimization of the shift strategy in these vehicles can already react to the new situation, and thus, for example, can realize the early initiation of a sailing operation or the like.

According to a very advantageous development of the method according to the invention, it may further be provided that in vehicles with hybrid powertrain with additional electric drive machine, which includes an electrical energy storage device, in addition to optimizing the switching strategy, the management of the electrical energy storage device in response to the expected route. The expected route can thus be used not only for the optimization of the switching strategy of the vehicle, but also in the case of a hybrid vehicle to optimize the strategy for the management of the energy storage device, in particular with respect to a Nachladestrategie. About such a Nachladestrategie can save depending on the learned routes of the vehicle and derived therefrom expected route of the vehicle in the current drive, for example, a targeted emptying of the electric energy storage device on the provision of additional drive energy via the electric motor fuel, if this is on a hill takes place, which is followed on the basis of the expected route from a subsequent downhill, so that it is ensured that the electrical energy storage device is charged here again.

According to a very advantageous development of the idea of the hybridized powertrain can be used with an external recharging, so that, for example, at certain points on the route via an electrical contact of the vehicle with a charging station recharging the electrical energy storage device can be effected. This contact can be realized for example via a cable or in particular contactless induction. When using regular buses, for example, at a final stop at which there is a break for the vehicle and the driver, and / or in the depot, in which the vehicles are parked after the end of the shift, a recharging station can be provided. If it can be seen from the track information acquired via the sensors that the vehicle is moving toward such a charging station, then the electrical energy storage device or its electrical energy content can be used ideally to save fuel, for example fossil fuel for an internal combustion engine of the hybridized drive train, since can be expected in any case shortly with a recharging of the electrical energy storage device. Ideally, this is so far drained until reaching the charging station that the electrical energy storage device reaches its lowest possible state of charge, since then can be assumed directly from a recharge. As a result, the consumption of fossil fuel is reduced. In this way, at least locally in the area of the vehicle, emissions can be saved, which is a further decisive advantage, in particular when using urban buses. The same applies to delivery vehicles, for example in parcel delivery service, postal services or the like, in which case charging stations can be provided on the one hand in the depot and on the other hand at stations to which parcels, letters and the like are invited.

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

• 1 ein beispielhaftes Szenario eines Fahrzeugs auf einer Fahrstrecke; und
• 2 einen Fahrzeugantriebsstrang eines beispielhaften Fahrzeugs.

Show it:

• 1 an exemplary scenario of a vehicle on a route; and
• 2 a vehicle drive train of an exemplary vehicle.

In the presentation of the 1 is very heavily schematized a vehicle 100 , exemplified by a bus, indicated. This should be on a in the Sectional view laterally with its profile to be recognized driving route 200 on which purely exemplary some stops 310 . 320 . 330 . 340 , 350, 360 are drawn. At the stops, a stop sign is indicated in the illustration.

In the presentation of the 2 is the powertrain 400 of the vehicle 100 to recognize. This includes a first drive motor 1 in the form of an internal combustion engine, for example for diesel or natural gas. Further, a second drive motor 2 indicated in the form of an electric motor. Both drive motors 1 . 2 can drive their power through a gearbox 3 , In particular in the form of a change gear with different gear ratios, on the drive wheels 4 of the vehicle 100 transfer. The gear 3 can be designed in particular as a so-called automatic or automatic transmission, or as automatable manual transmission. It has as well as the two drive motors 1 . 2 via its own controller 5 , which in particular also a shift strategy for the transmission 3 realized. Ideally, this is optimized to the purpose of the vehicle 1 with minimal energy consumption, so for example while saving fuel for the drive motor 1 , can be achieved as best as possible.

The vehicle 100 has several sensors, some of which are exemplified and indicated by the reference numerals 6 . 7 . 8th are designated. These sensors 6 . 7 . 8th can data of the vehicle 100 to capture. For example, the sensor 6 be formed as a speed sensor, which detects the current speed of the vehicle. The sensor 7 For example, it can be designed as an inclination sensor, so as to determine whether the vehicle is currently tilted, that is, for example, uphill or downhill on the route 200 Is on the way. The further sensor 8th For example, it may be a geodetic height sensor, which is designed in particular in the form of a barometric sensor, and the height of the vehicle 100 can determine accordingly. In addition, other sensors are conceivable, for example the sensors already mentioned for the detection of holding signals, a compass, the detection of stop signals, which from the stops 310 to 360 sent to the vehicle 100 and / or other present data, for example, an automatic traffic sign recognition or the like.

Based on these sensors 6,7,8, it is now possible to collect data about the route 200. This is done via a control device 9 which also communicate with the controllers 5 the drive motors 1 . 2 and the transmission 3 stands. About the controller 9 can the data of the sensors 6 . 7 . 8th as well as other conceivable sensors processed and the route information regarding the route 200 be summarized. This is done at a time interval or at a distance of a certain distance continuously, so that virtually a profile of the route 200 is detected by the respective sensors 6,7,8. This can be in a designated 11 memory, which the controller 9 or to which it is connected, are stored. Along with the store 11 forms the control device 9 while a data communication system 10 ,

In this data communication system 10 can now by a comparison of the currently collected data and the stored data on already traveled routes 200 be determined if the vehicle 100 on a known route 200 drives, and if so on which. According to this known route can then proactively a corresponding strategy by the controller 5 for the transmission 3 will be realized. By such a forward-looking strategy, for example, a sailing operation of the vehicle can be 100 Optimize by choosing the appropriate gear ratios to save fuel.

The in 2 shown drive train also has, for example, on the secondary side of the transmission 3 a known in commercial vehicles retarder 12 on. In addition, an electrical energy storage device 20 provided, which in electrical operative connection with the second drive motor 2 is, for example, via a power electronics, not shown here. A controller 50 the electrical energy storage device provides for a management of the electrical energy storage device 20 By doing this management of the electrical energy storage device 20 at least one reload management and a strategy regarding the state of charge of the electrical energy storage device 20 includes.

Also for this management of the electrical energy storage device 20 can now via the control unit 9 and the memory 11 the expected route 200 of the vehicle 100 be used. In the in 1 The example illustrated could be the electrical energy storage device 20 On the way uphill to be emptied to a minimum residual charge state by driving power through the drive motor 2 provided. The drive motor 1 can save corresponding drive power, thereby saving fuel. The onward journey after the passage of the stop 340 then takes place downhill, so by the deceleration of the vehicle 100 over the drive motor 2 is provided in regenerative operation electrical energy, which then back in the electrical energy storage device 20 is stored, so this charges accordingly. Due to the knowledge of the track can be so not only with respect to the circuit of the transmission 3 realize an optimized operation, but also with respect to the use of the in the electrical energy storage device 20 stored electrical energy.

Another way to influence the state of charge of the electrical energy storage device with knowledge of the probable route 20 to take them is now to empty them in other situations. If, for example, it is known that it is at the stop 360 is a final stop, in the area is a recharge station 500 located, which is indicated in the form of an induction coil. When the vehicle 100 is in the range of this last stop 360 is there and makes the usual break, then can recharge the previously emptied electrical energy storage device with external energy 20 respectively. This also improves the energy balance of the vehicle 100 and ensures that emissions are not in the range of the vehicle 100 but depending on the place of manufacture and type of electrical through the recharging station 500 fed energy can be shifted accordingly or saved completely.

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

In the presentation of the 2 is with the store 11 connected a communication module 30 shown. This communication module 30 is now able to get the data from the memory 11 with the data in the stores 11 other vehicles or to exchange or share with them. This makes it possible the route 200 which by the vehicle 100 It has also been learned to share with other vehicles, so this when on the route 200 On the road, without a complex and time-consuming learning process already know that it is this route 200 if the collected data matches that in memory at the beginning of the journey. The optimized strategy, for example for shifting the gearbox 3 and optionally in addition to the management of the electrical energy storage device 20 That is, if the vehicle is a hybrid vehicle, then so can also be applied here, and already from the first ride, without a comparable teach-in must be made, as before in the vehicle 100 ,

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 102011117025 A1 [0003]
• DE 102010001873 A1 [0003]
• DE 102007054619 A1 [0003]
• DE 102013222972 A1 [0003]

Claims (14)

Method for optimizing a shift strategy for an automatic transmission (3) or automatable transmission (3) of a vehicle (100) as a function of the expected driving route (200) of the vehicle (100), characterized in that 1.1 route information is determined by means of sensors (6, 7 , 8) are determined in the vehicle (100), wherein 1.2 the determined route information in a memory (11) are stored at regular intervals, wherein 1.3 the currently detected route information with the stored route information of previous trips are compared, 1.4 based on the comparison on a stored previously traveled route (200) as expected route (200) is closed, and wherein 1.5 the optimization of the shift strategy in dependence on the expected route (200) takes place. Method according to Claim 1 , characterized in that as sensors (6, 7, 8) at least one of the following sensors is used: - sensor for detecting a speed signal; - sensor for detecting hold signals; - Sensor for detecting a height signal, which may be formed in particular barometric; - Sensor for detecting the inclination of the vehicle; - a compass to determine the direction of travel; - When used in buses, a bus stop information system over which stops vehicle (100) are detected in the bus operation, for example, to give appropriate information before the stop (310, ... 360) via an announcement to the passengers; and / or automatic traffic sign recognition. Method according to Claim 1 or 2 , characterized in that in multiply traversed routes (200) in each case an average of the currently detected and stored individual data of the sensors (6,7,8) is generated and used for the determination of the route information. Method according to Claim 3 , characterized in that the mean value is calculated as a moving average. Method according to one of Claims 1 to 4 , characterized in that the data of the memory (11) are compared with the data in memories of other vehicles and / or exchanged. Method according to Claim 5 , characterized in that the adjustment and / or exchange via a central computer. Method according to Claim 6 , characterized in that the central computer has a database with various stored routes from the exchange / comparison with different vehicles (100). Method according to Claim 5 . 6 or 7 , characterized in that the adjustment and / or exchange takes place at least once a day and / or at significantly changing route information. Method according to one of Claims 5 . 7 or 8th , characterized in that the adjustment and / or exchange via a vehicle / vehicle communication takes place. Method according to one of Claims 1 to 9 , characterized in that the optimization of the shift strategy includes a predictive switching with regard to the expected route (200). Method according to one of Claims 1 to 10 , characterized in that in vehicles (100) hybridized powertrain, which comprises an electrical energy storage device (20), in addition to optimizing the switching strategy, the management of the electrical energy storage device (20) is optimized depending on the expected route (200). Method according to Claim 11 , characterized in that the management of the electrical energy storage device (20) comprises at least one reloading strategy. Method according to one of Claims 1 to 12 characterized by its use in a commercial vehicle. Method according to Claim 13 , characterized in that the commercial vehicle as a delivery vehicle or bus, preferably bus (100), is formed.

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