DE102022118637A1 - Digital race engineer - Google Patents

Abstract

The invention relates to a method and a system for adapting vehicle parameters to a known track, in particular a racing track. The method according to the invention for adapting vehicle parameters of a vehicle with an electrified drive train to a known route has several steps. First, route data, weather data, vehicle data and driver information are transmitted to a control unit of the vehicle. This data is evaluated by the control unit. Based on this evaluation, signals are issued for adapting chassis components, aerodynamic components, an operating strategy of the drive train and the output of driver instructions.

Description

The invention relates to a method and a system for adapting vehicle parameters to a known track, in particular a racing track. In the context of this application, the system is also referred to as a digital race engineer.

In racing, it is common practice to adjust the racing vehicle to the track characteristics and external weather conditions but also to the driver's wishes. In professional racing teams, this task falls to a racing engineer who adjusts the vehicle's setup in close coordination with the driver.

The use of electrified drive trains and active vehicle components in sports cars creates the potential to adapt street-legal vehicles that are driven by the driver on a race track to the track layout and the other conditions of the race track and other external influences, taking the driver's wishes into account. In the context of this application, an electrified drive train is understood to mean both a purely electrically operated drive train and a hybrid drive train, with the hybrid drive train having both an electric drive and an internal combustion engine.

The use of different driving modes, such as comfort, sport or sport plus, is already known in the prior art, with which the driver can adjust certain vehicle parameters, such as the hardness of the chassis and the response of the accelerator pedal and steering, differently. However, this only influences the suitability of the vehicle for sporty driving. It is therefore not possible to adapt the sporting setup to the different requirements of different routes or circuits or other external influences.

The patent documents DE 10 2016 224 787 A1 , DE 10 2017 102 054 A1 and DE 10 2013 215 519 A1 disclose systems for setting certain driving dynamics parameters on a predetermined route. However, the systems disclosed only focus on sub-areas of adjustable driving dynamics parameters.

The object of the present invention is therefore to provide a method and a system for adapting vehicle parameters to a known route, which further improves the adaptation of the vehicle parameters and the system can therefore function as a kind of digital racing engineer. Vehicle parameters are any type of parameters that can be manipulated on the vehicle and which have an influence on the driving dynamics of the vehicle.

This task is solved by the subject matter of the independent claims. Advantageous further training is contained in the subclaims.

The method according to the invention for adapting vehicle parameters of a vehicle with an electrified drive train to a known route has several steps. First, route data, weather data, vehicle data and driver information are transmitted to a control unit of the vehicle. This data is evaluated by the control unit. Based on this evaluation, signals are issued for adapting chassis components, aerodynamic components, an operating strategy of the drive train and the output of driver instructions.

Route data refers to all data that is specified by the route. Weather data refers to weather-related external influences. The vehicle data includes all data relating to the vehicle itself and recorded by the vehicle. Certain information, such as the humidity on the route, can be obtained both from vehicle data, for example from a humidity sensor, and from weather data. Likewise, certain information such as gradient values or route profiles can be derived from route data and also from vehicle data. Such redundancy of data acquisition in various ways can be used in a preferred embodiment of the invention to compare and check the data. In this way, measurement errors can be detected and corrected or data transmission failures can be compensated for. The driver-specific coordination requests transmitted by the driver to the control unit are passed on under driver information. These preferably also include manipulation of the vehicle parameters set by the control unit based on the remaining data.

In a preferred embodiment of the invention, the route data includes information about the route, preferably including the curve radii, road width, gradient or incline, road surface condition and/or curve bank, in order to obtain the most precise information possible about the route characteristics.

The vehicle data preferably includes a vehicle position and a yaw rate of the vehicle vehicle, acceleration values, level values of the vehicle's axle suspension, outside temperature and data from humidity sensors.

The route data and weather data are preferably made available through a cloud service and transmitted to the vehicle. Alternatively or additionally, vehicle data recorded by the vehicle's sensors is preferably fed into the cloud service. This means that, for example, a change in the route can be quickly detected by the position information of other vehicles and the vehicle can thus be preconditioned to the changed route characteristics.

Preferably, the data provided from the cloud service is at least partially fed by vehicle sensors, preferably also other vehicles. This means that up-to-date data can always be guaranteed. For example, by passing on measurement results from a moisture sensor of a vehicle in front, exact position information about the onset of rain or the like can be passed on, thus ensuring both safety and the ideal adaptation of vehicle parameters to these circumstances.

Adaptation of chassis components means a change in the hardware components that form the chassis. This results, for example, in an adjustment of the dampers or stabilizers. Similarly, the adaptation of aerodynamic components concerns the adaptation of the hardware, which influences the aerodynamics. The most important thing here is to adapt a spoiler to the speed or to achieve the desired contact pressure. However, other aerodynamic components can also be adjusted. It is also possible that the adaptation of a component, such as the adjustment of a level control of the vehicle, is to be understood as both an adaptation of a chassis component and an aerodynamic component.

The adaptation of the operating strategy of the drive train is to be understood as preparing the drive train for certain driving situations. Since positions at which the vehicle will be accelerated sharply or braked sharply can be accurately predicted by the method according to the invention, the operating strategy of the drive train is adjusted to adapt it to the corresponding situations. The adaptation of the operating strategy of the drive train preferably includes the determination of times at which the vehicle brakes regeneratively and/or the preconditioning of a traction battery of the vehicle. In this way, the efficiency of the drive train can be significantly improved.

Alternatively or additionally, the adaptation of the operating strategy of the drive train also includes specifying a maximum speed of the vehicle in a specific section of the route. For example, if the route data contains the information that there is an accident in a certain section of the route, manipulation of the hardware can ensure that a maximum speed of the vehicle cannot be exceeded in this section of the route. The same also applies to sections of the track where a permanent maximum speed is required, such as the pit lane.

In a preferred embodiment, the driver information includes information about how many warm-up laps and/or fast laps should be driven. In this way, the vehicle can be optimally preconditioned. “Fast laps” are the laps in which the driver tries to achieve the fastest possible lap time or drives under racing conditions, while warm-up laps are used to break in the driver and, above all, to warm up the vehicle systems such as tires and, if necessary, the engine. At the same time, it is possible to provide the driver with real-time information, which includes, for example, the tire temperature and whether they are already at the optimal temperature for the racing laps or should be warmed up further before the start of the fast laps. This information makes it possible to improve both the driver instructions and the preconditioning of the vehicle.

The system according to the invention for adapting vehicle parameters of a vehicle with an electrified drive train to a known route has a control unit which is designed to evaluate route data, weather data, vehicle data and driver information transmitted to it and, depending on this data, signals for adapting chassis components and aerodynamic components , a powertrain operating strategy and driver instructions.

The vehicle according to the invention with an electrified drive train has the system according to the invention.

The advantageous further developments of the method according to the invention formulated as process features are also to be understood as advantageous further developments of the system according to the invention by reformulating the method features as device features and are therefore disclosed.

• 1 eine schematische Abbildung des erfindungsgemäßen Verfahrens.

The invention is explained in more detail below with reference to the attached figure. She shows:

• 1 a schematic illustration of the method according to the invention.

The focus is on the control unit, which is also referred to as the digital race engineer in this application, and on adapting the set-up of a vehicle to a specific race track.

The digital race engineer receives various data that can be divided into route data, weather data, vehicle data and driver input. At least the route data and the weather data are provided by a cloud service. The weather data includes information on temperature, humidity, amounts of precipitation and times, as well as information on solar radiation. This data preferably also includes the asphalt temperature of the route.

In addition to the route profile, i.e. the sequence of different curves, the route data also includes the individual precise curve radii, widths, gradients and transverse slopes, as well as information about the condition of the road.

Both route data and weather data are at least partially recorded by sensors from other vehicles and transmitted to the cloud service. This makes it possible to always provide the digital race engineer with current data. In addition, information about moisture on the route, for example, can be provided even more precisely, which in particular can increase safety.

Vehicle data is also made available to the digital race engineer. This vehicle data includes all of the vehicle's sensor data, such as the temperature sensor or the humidity sensor, but also all information about the settings of the active vehicle components that have an influence on the vehicle's driving behavior. Particularly active chassis components and aerodynamic components should be mentioned here. Information on the currently active operating strategy and the current status of the electrified powertrain is also included. In addition, the position of the vehicle is also made available to the digital race engineer, particularly via GPS data recorded by a GPS sensor. The vehicle data also includes the yaw rate of the vehicle, acceleration values of the vehicle and level values of the axle suspension.

Finally, the driver has the opportunity to provide the digital race engineer with driver information about his or her personal preferences when coordinating the vehicle's set-up. For example, a two-stage system can also be provided in which the digital race engineer adjusts the vehicle's set-up based on the data transmitted to him, regardless of the driver's information. If the driver would like to make an individual adjustment to the set-up, he can change certain parameters based on the automatically created set-up by transmitting driver information. The driver information can be transmitted to the digital race engineer in different ways. On the one hand, driver information can be communicated via voice input. This leads to a particularly authentic racing impression. On the other hand, the driver information can also be entered “manually” via a corresponding system, such as a media system/infotainment system. In the last-mentioned variant, it is also possible to provide a visual representation of the vehicle with the correspondingly adjustable vehicle parameters, which simplifies the setting of the parameters for the driver. The driver can also provide information about the number of warm-up laps and fast laps to be completed in order to optimally precondition the vehicle for the fast laps.

Based on the information provided to him, the digital race engineer can optimally adapt the vehicle to a corresponding route in order to optimize the performance of the vehicle for this route under the appropriate weather conditions. For this purpose, for example, the active chassis and aerodynamic components are adjusted. This applies in particular to the vehicle's active dampers and adjustable stabilizers, which are predictively adapted to the route layout, i.e. the route profile, and the condition of the route. By adjusting the dampers, for example, you can react to the asphalt quality of the route, while the vehicle's steering behavior can be adapted to the driver's wishes, particularly by adjusting the active stabilizers. In addition, the aerodynamics can be optimized to suit the route characteristics by adjusting aerodynamic components, such as the spoiler in particular. In addition, the position information allows the vehicle to travel on different routes sections can be coordinated differently. For example, for long straight stretches of road, the downforce caused by the spoiler can be reduced by modifying the spoiler in order to achieve a higher top speed or lower fuel consumption. When braking for the next corner, the spoiler can then be reset to its original modification.

Furthermore, the digital race engineer is able to optimize the operating strategy of the electrified drive train. Since the load profile of the drive train is very well predicted by the known route layout, the operating strategy can be adjusted accordingly. This results, for example, in the fact that the times at which the vehicle brakes regeneratively can be determined more precisely and the traction battery can be preconditioned more precisely for fast laps, for example for qualifying.

As a further option for support from the digital race engineer, he can give the driver instructions while driving, such as information about the ideal line or optimal braking points. To further increase the racing feeling for the driver, these can be issued in the form of voice instructions. If the driver indicates before starting on the track how many warm-up laps and how many racing laps he would like to complete, the digital race engineer can tell the driver whether the tire temperature is already in the optimal temperature window before the fast laps, or whether the driver is still using the tires should warm up a little more.

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was 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 102016224787 A1 [0005]
• DE 102017102054 A1 [0005]
• DE 102013215519 A1 [0005]

Claims (10)

Method for adapting vehicle parameters of a vehicle with an electrified drive train to a known route, comprising the following steps Transmitting route data, weather data, vehicle data and driver information to a control unit of the vehicle, Evaluating the data by the control unit, Outputting signals to adjust chassis components, aerodynamic components, a powertrain operating strategy and issuing driver instructions. Method according to the preceding claim, wherein the route data and weather data are transmitted from a cloud service to the vehicle and / or vehicle sensor data recorded by the vehicle are fed into a cloud service. Method according to the preceding claim, wherein the data provided from the cloud service is at least partially fed by vehicle sensors, preferably also of other vehicles. Method according to one of the preceding claims, wherein the transmission of the route data contains information about curve radii, road width, gradient, road surface condition and / or curve bank. Method according to one of the preceding claims, wherein the adaptation of the operating strategy of the drive train includes specifying a maximum speed of the vehicle in a specific section of the route. Method according to one of the preceding claims, wherein the adaptation of the operating strategy of the drive train includes the determination of times at which the vehicle brakes regeneratively and / or the preconditioning of a traction battery of the vehicle. Method according to one of the preceding claims, wherein the driver information contains information about how many warm-up laps and/or racing laps should be driven. Method according to one of the preceding claims, wherein the issuance of driver instructions includes the indication of information available in real time and / or these driver instructions are communicated by means of a voice output. System for adapting vehicle parameters of a vehicle with an electrified drive train to a known route, the system having a control unit which is designed to evaluate route data, weather data, vehicle data and driver information transmitted to it and, depending on this data, signals for adapting chassis components, Aerodynamic components, a powertrain operating strategy and driver instructions. Vehicle with an electrified drive train, having a system according to Claim 9 .

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