EP3999808A1 - Procédé permettant de guider un véhicule à moteur - Google Patents

Procédé permettant de guider un véhicule à moteur

Info

Publication number
EP3999808A1
EP3999808A1 EP20740309.8A EP20740309A EP3999808A1 EP 3999808 A1 EP3999808 A1 EP 3999808A1 EP 20740309 A EP20740309 A EP 20740309A EP 3999808 A1 EP3999808 A1 EP 3999808A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
driver
energy supply
route
break
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20740309.8A
Other languages
German (de)
English (en)
Inventor
Philipp Wagner
Jan Fleischhacker
Christian Haupt
Julius Engasser
Dieter Lutz
Susann Hofmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MAN Truck and Bus SE
Original Assignee
MAN Truck and Bus SE
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MAN Truck and Bus SE filed Critical MAN Truck and Bus SE
Publication of EP3999808A1 publication Critical patent/EP3999808A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3469—Fuel consumption; Energy use; Emission aspects
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3407—Route searching; Route guidance specially adapted for specific applications
    • G01C21/343—Calculating itineraries, i.e. routes leading from a starting point to a series of categorical destinations using a global route restraint, round trips, touristic trips
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3484—Personalized, e.g. from learned user behaviour or user-defined profiles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/36—Input/output arrangements for on-board computers
    • G01C21/3679—Retrieval, searching and output of POI information, e.g. hotels, restaurants, shops, filling stations, parking facilities
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G06Q10/047—Optimisation of routes or paths, e.g. travelling salesman problem
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/06—Energy or water supply
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/40—Business processes related to the transportation industry
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention relates to a method for driving a, preferably electric or what hydrogen-powered motor vehicle, particularly preferably a commercial vehicle.
  • the invention also relates to a motor vehicle designed to carry out the method, preferably a utility vehicle.
  • Vehicles such as passenger cars and commercial vehicles, with internal combustion engines can be refueled in a simple manner due to the good availability of filling stations on long journeys, without relevant waiting times and without prior planning.
  • alternatively powered vehicles in particular battery-powered vehicles or hydrogen vehicles, have a considerable disadvantage.
  • the availability of charging points is lower, especially on motorways. In the case of battery electric vehicles, the charging process also takes significantly longer.
  • DE 10 2010 039 075 A1 discloses an output system for information about an electrical cal amount of energy in a motor vehicle. According to the system, charging stations can be reserved temporarily or formally.
  • the invention is based on the object of creating an alternative and / or improved technology for driving a motor vehicle, which preferably integrates requirements specific to commercial vehicles.
  • the invention provides a method (e.g. data processing method) for driving a motor vehicle, preferably (e.g. partially or fully) electrically or (e.g. partially or fully) powered by hydrogen, particularly preferably a commercial vehicle (e.g. Trucks or buses), in particular for route planning and / or for operating the motor vehicle.
  • the method includes specifying a starting point and a destination point of a route.
  • the method includes specifying a time interval regulation for a driver break of a driver of the motor vehicle.
  • the method includes determining a current range of the motor vehicle.
  • the method includes determining (e.g. stationary) energy supply devices, preferably electrical charging locations for charging the motor vehicle or (e.g.
  • the method includes determining at least one route guidance suggestion from the starting point to the destination point based on the time interval regulation, the current range and the energy supply devices.
  • the method includes outputting the at least one route guidance suggestion (for example by means of a user interface of the motor vehicle).
  • the method can help to lower the total costs or the total effort of the trip, and at the same time relieve the driver of stress.
  • the method can expediently bring together commercial vehicle and driver-specific issues and thus plan a route proposal with regard to tour, route and break planning (driving and rest times, working hours, parking space availability, charging options) with the aim of minimizing overall costs.
  • the individual driving and rest times of the driver can be important boundary conditions, since the breaks can be used in a time-efficient manner, preferably when the vehicle is time-consuming to recharge or refuel.
  • the technology can be used particularly advantageously in a motor vehicle that is driven electrically or by means of hydrogen. It is also possible to use the technology in a motor vehicle with diesel, gasoline, natural gas or another internal combustion engine.
  • the at least one suggested route is determined in such a way that the driver's break and charging or refueling of the motor vehicle at an energy supply device are coordinated with one another.
  • the driver's break can preferably fall during a period in which charging or refueling of the motor vehicle is planned at an energy supply device, and / or charging or refueling of the motor vehicle at an energy supply device can occur in a period in which the driver's break is planned. At least part of the driver's break can thus be spent in a particularly time-efficient manner when charging or refueling the motor vehicle.
  • the temporal break regulation can have a driver break with a predefined length and / or after a predefined travel duration.
  • the temporal break regulation can, for example, have a statutory driving time, rest time, break time and / or working time for the driver of the motor vehicle.
  • the time interval regulation can be a have driver break desired by the driver (z. B. entered via a user interface of the motor vehicle).
  • the temporal pause regulation can particularly advantageously be provided by a tachograph of the motor vehicle (for example automatically).
  • the temporal break regulation can have regional driving bans, preferably including Sunday driving bans and / or holiday driving bans, and / or temporary driving bans. Frequently occurring requirements regarding the break planning of professional drivers can thus be taken into account directly when planning the route, in particular automatically or after manual input, and can be appropriately linked with the loading or tank planning.
  • the corresponding data can, for example, be received via a communication interface of the motor vehicle and / or provided by a navigation system of the motor vehicle.
  • the method further includes specifying a minimum state of charge or a minimum tank level of the motor vehicle, which should not be undershot during the route guidance (specifying, for example, by means of a user interface of the motor vehicle).
  • a minimum state of charge or a minimum tank level of the motor vehicle which should not be undershot during the route guidance (specifying, for example, by means of a user interface of the motor vehicle).
  • the determination of the at least one route guidance suggestion and / or the current range can also be based on the minimum charge level or the minimum tank filling.
  • a desired safety buffer can be taken into account in order to prevent the motor vehicle from standing still or to guarantee a remaining range to continue driving to a destination without charging or refueling facilities.
  • determining a current range comprises at least one of: determining a current vehicle mass and / or a current payload mass of the motor vehicle; Determining a state of wear of a traction battery or a fuel cell device of the motor vehicle; Obtaining topography information (e.g. curves, inclines, declines, etc.), (e.g. current or forecast) traffic flow information (e.g. traffic density, traffic jam, congestion forecasts, construction sites, average speed, etc.) and / or (e.g. current or forecast) weather information (e.g.
  • the current range can thus be calculated (estimated) particularly precisely.
  • Relevant parameters that can cause a significant change in consumption can be, for example, a planned loading or unloading at the starting point or at an intermediate destination, (strong) headwind, slow-moving traffic, many uphill and / or downhill slopes, outside temperature, etc.
  • the method furthermore has a specification of an intermediate destination with a planned change in a payload mass of the motor vehicle (for example passenger and / or transport goods payload mass).
  • the determination of the at least one route guidance proposal and / or the current range can preferably also be based on the intermediate destination and / or the planned change in the payload.
  • This aspect can, for example, also take place without specifying a break regulation and determining the at least one suggested route based on the break regulation.
  • the method also has a determination of parking spaces, rest areas and / or hotels between the starting point and the destination point.
  • the determination of the at least one route guidance suggestion can preferably also be based on the determined parking spaces, rest stops and / or hotels.
  • the method also has a reservation or booking of at least one energy supply device, a parking lot and / or a hotel of a route guidance proposal selected by the driver, e.g. B. by means of a communication interface of the motor vehicle.
  • the method also has a determination of autonomously and / or automatically navigable route sections which are preferably section-wise between the starting point and the destination point. The determination of the at least one route guidance suggestion can preferably also be based on the autonomously and / or automatically navigable route sections. This means that the route guidance can also be optimized with a view to automated or autonomous driving of the motor vehicle.
  • the method includes an adaptation of a route proposal selected by the driver while driving the motor vehicle along the selected route proposal based on the time interval regulation, a current range, energy supply devices between a current location and the destination point and / or real-time data, preferably with regard to a current range of the motor vehicle, traffic flow information, weather information and / or consumption information.
  • This means that the planned route can be updated, checked for plausibility and / or further optimized while driving.
  • the method also has an adaptation of an operation of the motor vehicle in order to reduce consumption.
  • the operation can preferably be adapted if it is determined that a current range of the motor vehicle is not sufficient to reach the next or next planned energy supply device or that the next planned energy supply device is occupied on arrival.
  • the adaptation of the operation includes at least one of: reducing a speed in an automated or autonomous operating mode of the motor vehicle; Reducing a power consumption of at least one secondary consumer of the motor vehicle, preferably a heater, a cooling system, an air conditioning system and / or a loading user interface of the motor vehicle; and limiting a maximum drive power output of the motor vehicle.
  • the method also includes monitoring of a driver's condition, preferably a fatigue condition, of the driver of the motor vehicle while driving the motor vehicle along a selected route proposal (e.g. by monitoring steering activity, glancing the eyes and / or keeping to a lane - assets).
  • a driver's condition preferably a fatigue condition
  • the method can additionally adapt the selected route proposal based on the monitored driver state, preferably such that charging or refueling of the motor vehicle at an energy supply device and / or the driver's break is brought forward or delayed.
  • the invention also relates to a motor vehicle, preferably a utility vehicle (e.g. trucks or omnibus), having a control unit which is preferably permanently installed in the motor vehicle or included in a mobile terminal.
  • the control unit is designed to carry out a method as disclosed herein.
  • control unit can preferably refer to electronics (e.g. with microprocessors and data storage) which, depending on the design, can take on control tasks and / or regulation tasks. Even if the term “control” is used here, it can also expediently include “control” or “control with feedback”.
  • Figure 1 is a schematic representation of a motor vehicle according to an embodiment of the present disclosure.
  • FIG. 2 shows a schematic illustration of a method for planning a route according to an exemplary embodiment of the present disclosure.
  • FIG. 1 shows, purely schematically, an exemplary motor vehicle 10 with which the techniques disclosed herein for driving or operating a motor vehicle can be used.
  • the motor vehicle 10 can in particular be a utility vehicle, preferably a truck or a bus.
  • the motor vehicle 10 expediently has one or more electric motors as a drive unit.
  • the electric motors can be supplied with electrical energy from a rechargeable traction battery or a fuel cell device.
  • the traction battery can be charged at electric charging stations, for example.
  • the fuel cell device can be supplied with hydrogen from a hydrogen tank of the motor vehicle 10 in order to generate electrical energy.
  • the hydrogen tank can, for example, be refueled at hydrogen tank locations.
  • the motor vehicle 10 as a drive unit for example, an internal combustion engine that can be driven with hydrogen.
  • the motor vehicle 10 has at least one further drive unit and / or the motor vehicle 10 is a hybrid motor vehicle.
  • the motor vehicle 10 has a navigation system 12.
  • the motor vehicle 10 can furthermore have an autonomous driving system 14, a location determination device 16, an environment detection sensor system 18, a communication interface 20, a user interface 22 and / or a tachograph 24.
  • the components 12 to 24 can each be in communication with one another.
  • the navigation system 12 and / or the autonomous driving system 14 can, for example, be part of a control unit of the motor vehicle 10 or be connected to such a control unit.
  • the navigation system 12 is used to determine route suggestions for the motor vehicle 10. Based on a predeterminable starting point and a predeterminable destination point, the navigation system 12 can submit one or more route proposals for driving the motor vehicle 10 from the starting point to the destination point.
  • the navigation system 12 can receive data from the components 14-24 for route planning and possibly route updates while the motor vehicle 10 is driving.
  • the navigation system 12 is adapted in such a way that the most varied of parameters, in particular relevant for commercial vehicles, can be taken into account for the determination of route suggestions, as is described in more detail herein, for example with reference to FIG.
  • the autonomous or automated driving system 14 is used for automated or autonomous driving of the motor vehicle 10.
  • the autonomous driving system 14 can operate the motor vehicle 10 in different degrees of automation partially or fully autonomously (automated), depending on the design.
  • the autonomous driving system 14 can, for example, receive data from the components 12 and 16-24 for driving the motor vehicle 10.
  • the motor vehicle 10 can, for example, in several, z. B.
  • five different degrees of automation can be operated automatically, namely assisted driving (level 1), partially automated driving (level 2), highly automated driving (level 3), fully automated driving (level 4) and / or autonomous driving (level 5).
  • the location determination device 16 is designed to determine a current location of the motor vehicle 10.
  • the location device 16 may be a satellite-based and / or global location device, e.g. B. a GPS Positioning device, a Galileo positioning device, a GLON-ASS positioning device and / or a Beidou positioning device.
  • the environment detection sensor system 18 is designed to detect an environment of the motor vehicle 10 sen-supported, z. B. an environment in front of, next to and / or behind the motor vehicle 10.
  • the environment detection sensor system 18 can, for example.
  • a camera device, a Radarvorrich device, a lidar device, a laser scanning device and / or close-range sensors, eg. B. ultrasonic sensors have.
  • the communication interface 20 is designed to send and / or receive data, preferably wirelessly.
  • the communication interface 20 can enable communication with other motor vehicles, with infrastructure facilities, with the Internet and / or with a central control center.
  • the user interface 22 is designed to output information to a driver of the motor vehicle 10 and to receive inputs from the driver of the motor vehicle 10.
  • the user interface 22 can output information acoustically, visually and / or haptically.
  • the user interface 22 preferably has, for example, a touch sensitive display device, a loudspeaker and / or one or more input devices, such as. B. buttons or switches.
  • the user interface 22 can be permanently integrated into the motor vehicle 10 and / or as a mobile, expediently also outside the motor vehicle 10 usable terminal, eg. B. a smartphone, a tablet computer or a notebook, executed.
  • the tachograph or tachograph 24 is designed to directly or indirectly record the driving times, rest times and break times in a driver-specific manner (e.g. identification via a driver card and / or reading out the driver card).
  • the recorded data can be called up by the tachograph 24, in particular by the navigation system 12.
  • FIG. 2 shows, purely by way of example, a method for route planning. It is possible that the method is carried out at least partially in a different sequence, additional steps are added and / or alternative steps are carried out, provided that no contradictions arise.
  • Components 12-24 can be used individually or in any combination to carry out the method.
  • boundary conditions for route planning can first be specified. The specification can be made, for example, by user input using the user interface 22 or automatically z. B. can be received by means of the communication interface 20.
  • a starting point and a destination point can be specified. The starting point can be, for example, the current location or whereabouts of the motor vehicle 10, which can expediently be determined with the location determination device 16.
  • a start time, an arrival time and / or at least one intermediate stop or intermediate destination can be specified. It is possible to specify optimization goals for route planning, e.g. B. Minimum travel time, minimum charge level at the destination, etc.
  • a time interval regulation for a driver break of a driver of the motor vehicle 10 can advantageously be specified.
  • the break regulation has a specification for the length of a driver break and / or for taking a driver break after a certain driving time.
  • the specification can expediently correspond to statutory provisions, e.g. B. have legally prescribed or permitted driving times, rest periods, break times, working times for the driver of the motor vehicle.
  • current data relating to the time interval regulation can preferably be provided by the tachograph 24 of the motor vehicle 10.
  • the temporal break regulation can also have regional driving bans, preferably including Sunday driving bans and / or holiday driving bans, and / or temporary driving bans, in particular for commercial vehicles such as trucks. It is possible for the temporal break regulation to have a driver break desired by the driver of motor vehicle 10, which can be entered manually, for example. For example, the driver of the motor vehicle 10 can specify that he would like to take a rest break with a specifiable or variable length of the break after a certain driving time.
  • the pause regulation can for example be received manually by means of the user interface 22 and / or automatically by means of the communication interface 20.
  • one or more intermediate destinations for the route can also be specified in method step S10.
  • Preferably, in addition to the at least one Intermediate goal can be specified how a payload changes at the respective intermediate goal.
  • the payload can relate to a passenger payload, in particular if the motor vehicle 10 is an omnibus, such as a touring coach.
  • the payload mass can alternatively or additionally relate to a (transport) freight payload mass, in particular if the motor vehicle 10 is a transport truck. It is possible that the payload and / or the at least one intermediate destination is received manually by means of the user interface 22 and / or automatically by means of the communication interface 20.
  • the payload can be specified, for example, directly in kilograms and / or indirectly, for example in the form of a number of people, a number of piece goods, etc.
  • This minimum state of charge or the minimum tank filling must not be undercut with a predefinable or predetermined degree of certainty while driving along the route to be planned.
  • a (preliminary) route planning can take place in which one or more candidates for route proposals that connect the starting point with the destination point are determined. It is possible to take into account desired intermediate destinations for the candidates for route suggestions.
  • the route planning can also refer to data D10, for example.
  • the data D10 can, for example, be provided by the navigation system 12 itself or can be received by means of the communication interface 20.
  • the data D10 can have topography (e.g. curves, inclines, slopes, etc.) and climatic data, such as map data, navigation data, congestion data (current and / or forecast), weather data (e.g. temperature forecast and precipitation forecast, counter - or tail wind forecasts) etc.
  • vehicle data or parameters can be called up and evaluated.
  • the data can be captured by sensors of the motor vehicle 10, calculated based on sensor measurements and / or model-based using appropriate simulation models, e.g. B. be determined in the control units involved.
  • the data D12 can include, for example, an engine output, efficiency, a capacity, aging conditions (e.g. the traction battery or the fuel cell device), a charge level or a tank filling, a quick charge option, a range of an optionally available range larger (range extender), a total mass or a load mass, a tempera ture of the traction battery, loss maps, etc. of the motor vehicle 10 concern.
  • a current range of the motor vehicle 10 can be determined in method step S14.
  • the determination of the current range can take into account additional parameters, such as, for example, the data D10 on the topography, the traffic flow and / or the weather with regard to the candidates for possible routes. For example, slopes, inclines, traffic jams and / or the need to use the air conditioning system or certain headlights of the motor vehicle 10 have an influence on the consumption of the motor vehicle 10.
  • a planned change in the payload (for example specified in method step S10) of the motor vehicle 10 can be taken into account.
  • the payload at an intermediate destination can change significantly as planned by loading or unloading the motor vehicle 10, which from this intermediate destination results in a significant change in consumption and thus the range.
  • the candidates for possible routes with regard to charging and / or refueling options for the motor vehicle 10 can be optimized and / or adapted, taking into account the current range (and future ranges).
  • stationary energy supply devices that are located between the starting point and the destination point can initially be determined.
  • energy supply locations can be, for example, electrical charging stations or hydrogen filling stations.
  • the determined energy supply devices are included in the route planning so that the motor vehicle 10 can be charged or refueled at the energy supply devices when driving to the destination point, if necessary.
  • a check can be made with regard to the availability of parking spaces, rest stops, hotels and / or energy supply facilities planned in the candidates for routes.
  • corresponding data D14 can be sent and received by the communication interface 20.
  • the data D14 can in particular have current and / or planned infrastructure information. These include, for example, a fast charging capability with regard to the energy supply facilities, a parking space availability, a commercial vehicle charging facility, a capacity utilization, an energy supply facility availability, a charging capacity, a charging duration, a charging technology, a reservation facility, etc.
  • the route planning can be improved as a result, since For example, only those energy supply devices are determined whose charging technology is compatible with the charging technology of the motor vehicle 10 and / or which are (likely) available and / or can be reserved for the planned arrival.
  • the determined available energy supply devices can be coordinated with the specified pause regulation in method step S18.
  • those, in particular available, energy supply devices can be selected for the routes which, when they are reached in the planned / precalculated manner, a driver break according to the break regulation is necessary or would be shortly.
  • the required driver break or driving time interruption can expediently be spent at least partially while charging or refueling motor vehicle 10.
  • parking spaces, rest stops and / or hotels can also be taken into account, if necessary, where the driver's break (s) can also be taken in accordance with the break regulations.
  • the route planning can thus be specified in method step S18 in such a way that suitable route suggestions are determined, for example, by selecting, adapting or optimizing the candidates for routes.
  • An optimization method can optimize a number, a duration and / or a location for the required loading or refueling stops, taking into account the criteria mentioned.
  • the suggested routes can, as described above, be determined taking into account the determined energy supply devices, the range of the motor vehicle, the break control and / or the change in the payload specified with regard to possible intermediate destinations. At least one suggested route can thus preferably be output visually via the user interface 22.
  • the suggested routes can have one or more stops at energy supply devices, which are preferably coordinated with one or more driver breaks according to the break regulation.
  • the driver of the motor vehicle 10 or the operator of the user interface 22 can directly confirm one of the output route suggestions via the user interface 22 (method step S20).
  • the method can then continue with a method step S24. It is also possible for manual adjustments to be made to a desired route proposal using the user interface 22 (method step S22).
  • the method can then, for example, continue again with method step S16, if desired, or, if necessary according to the adaptations, continue with an even earlier method step, for example method steps S10, S12, S14.
  • step S24 for example, reservations and / or bookings can be requested for the energy supply facilities, parking spaces or hotels contained in the selected route proposal.
  • the communication interface 20 can exchange data D16 with a server-based booking system, for example.
  • the booking system can for example be implemented as a web service and / or have an accounting system.
  • method step S26 the reservations and / or bookings are confirmed in a binding or non-binding manner. This means that the suggested route can be implemented as required.
  • the motor vehicle 10 can now be driven off in method step S30 and guided by the navigation system 12 along the selected route proposal while driving.
  • the selected route proposal can be continuously updated and checked for plausibility, particularly if, for example, unforeseen or unplanned changes occur in the data D10-D16.
  • real-time or current data can be taken into account here, in particular with regard to the current range of the motor vehicle 10, traffic flow information, weather information, consumption information, etc.
  • method step S28 at least one of the reservations and / or bookings is not confirmed or rejected.
  • the method can then be continued again with method step S16, for example.
  • route sections are determined for the route suggestions. These route sections can be displayed, for example, via the user interface 22, for example when the route suggestions are output and / or while the motor vehicle 10 is being guided along the selected route.
  • the driver can thus recognize which portion of the route the motor vehicle 10 is likely to be able to drive automatically or autonomously. In this way, the driver can see how much time he can plan for professional or private secondary activities and in what period of time during the journey (e.g. beginning, middle or end of the journey) the secondary activities can be carried out.
  • the operation of the motor vehicle 10 can be optimized or adapted, if desired and / or available.
  • a current range of the motor vehicle 10 is not sufficient to reach the next or next planned energy supply device. It can also be determined that the next planned energy supply facility is occupied on arrival.
  • an automatic or manually confirmable adaptation of an operation of the motor vehicle 10 with the aim of current consumption reduction can be carried out. This can be done both in manual, automated or autonomous operation of motor vehicle 10.
  • a speed of the motor vehicle 10 can be reduced in an automated or autonomous operating mode of the motor vehicle 10.
  • the reduction in power consumption of secondary consumers of motor vehicle 10, which are not required for safe operation of motor vehicle 10, can also reduce consumption.
  • Such secondary consumers can be, for example, heating, cooling, air conditioning and / or a display of the user interface 22 of the motor vehicle 10, etc. It is possible, for example, to regulate the secondary consumers down or to switch them off completely. Alternatively or additionally, for example, a maximum drive power output of the drive unit of the motor vehicle 10 can be reduced.
  • the driver state, preferably a state of fatigue, of the driver of motor vehicle 10 can also be determined while driving.
  • the suggested route can be adjusted accordingly, e.g. B. automatically or after manual confirmation.
  • a driver break, charging or refueling of the motor vehicle 10 can be brought forward if driver fatigue is determined, or delayed if the current range of the motor vehicle 10 etc. allows this and no driver fatigue is determined.
  • the invention is not restricted to the preferred exemplary embodiments described above. Rather, a large number of variants and modifications are possible which also make use of the inventive concept and therefore fall within the scope of protection.
  • the invention also claims protection for the subject matter and the features of the subclaims independently of the claims referred to.
  • the individual features of independent claim 1 are disclosed independently of one another.
  • the features of the subclaims are also disclosed independently of all the features of independent claim 1 and, for example, independently of the Merkma len with regard to the individual method steps of independent claim 1.

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Abstract

L'invention concerne un procédé permettant de guider un véhicule à moteur (10), notamment de préférence un véhicule utilitaire, qui est entraîné de préférence électriquement ou à l'hydrogène. Le procédé comprend les étapes consistant à déterminer au moins une proposition de guidage sur itinéraire d'un point de départ à un point d'arrivée reposant sur un réglage de temps de pause, une autonomie courante et des dispositifs d'alimentation en énergie entre le point de départ et le point d'arrivée. Le procédé présente l'émission d'au moins une proposition de guidage sur itinéraire. Le procédé peut présenter des avantages vis-à-vis des exigences spécifiques aux véhicules utilitaires.
EP20740309.8A 2019-07-19 2020-07-14 Procédé permettant de guider un véhicule à moteur Pending EP3999808A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019005062.2A DE102019005062A1 (de) 2019-07-19 2019-07-19 Verfahren zum Führen eines Kraftfahrzeugs
PCT/EP2020/069836 WO2021013626A1 (fr) 2019-07-19 2020-07-14 Procédé permettant de guider un véhicule à moteur

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EP3999808A1 true EP3999808A1 (fr) 2022-05-25

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US20210262817A1 (en) * 2020-02-24 2021-08-26 Schneider Enterprise Resources, LLC Systems and methods for predicting estimated time of arrival

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JP5413042B2 (ja) * 2009-08-07 2014-02-12 株式会社デンソー 蓄電情報出力装置および蓄電情報出力システム
JP5516550B2 (ja) * 2011-05-09 2014-06-11 株式会社デンソー 車両用ナビゲーション装置
US20150338226A1 (en) * 2014-05-22 2015-11-26 Telogis, Inc. Context-based routing and access path selection
KR20170015114A (ko) * 2015-07-30 2017-02-08 삼성전자주식회사 자율 주행 차량 및 자율 주행 차량 제어 방법
DE102017008823A1 (de) * 2017-09-20 2018-03-01 Daimler Ag Verfahren zur Reichweitenbestimmung für ein Nutzfahrzeug

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