EP4091144A1 - Procédé pour surveiller l'aptitude à fonctionner d'un véhicule, commande pour une transmission d'un véhicule, transmission dotée d'une telle commande et véhicule équipé d'une telle transmission - Google Patents

Procédé pour surveiller l'aptitude à fonctionner d'un véhicule, commande pour une transmission d'un véhicule, transmission dotée d'une telle commande et véhicule équipé d'une telle transmission

Info

Publication number
EP4091144A1
EP4091144A1 EP21701250.9A EP21701250A EP4091144A1 EP 4091144 A1 EP4091144 A1 EP 4091144A1 EP 21701250 A EP21701250 A EP 21701250A EP 4091144 A1 EP4091144 A1 EP 4091144A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
drive
route
comparison
functionality
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
EP21701250.9A
Other languages
German (de)
English (en)
Inventor
Thomas Kottke
Tobias Frank
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.)
Rolls Royce Solutions GmbH
Original Assignee
Rolls Royce Solutions GmbH
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 Rolls Royce Solutions GmbH filed Critical Rolls Royce Solutions GmbH
Publication of EP4091144A1 publication Critical patent/EP4091144A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0808—Diagnosing performance data
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/02—Registering or indicating driving, working, idle, or waiting time only
    • G07C5/04—Registering or indicating driving, working, idle, or waiting time only using counting means or digital clocks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D61/00—Brakes with means for making the energy absorbed available for use
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/04—Hill descent control

Definitions

  • the invention relates to a method for monitoring the functionality of a vehicle, a control for a drive of a vehicle, a drive with such a control, and a vehicle with such a drive.
  • the functionality of a vehicle can be impaired in various ways: It is possible that a drive of the vehicle - for example due to aging, wear and / or soiling - has reduced humidity, or that humidity losses occur elsewhere, for example due to a defective one Brake system, especially if the vehicle's brakes jam. If the drive of the vehicle has a plurality of drive units, it is desirable to be able to determine which of the drive units has a restricted functionality. The problem is that an output power of a vehicle, in particular in the case of a rail vehicle the propulsive power actually brought onto the rail, cannot be determined or can only be determined with great effort.
  • the object of the invention is therefore to create a method for monitoring the functionality of a vehicle, a control for a drive of a vehicle, a drive with such a control, and a vehicle with such a drive, the disadvantages mentioned not occurring, in particular a simple and at the same time precise evaluation of the functionality and / or a possibility of identifying that drive unit or those drive units whose functionality is / are impaired in their functionality should be given in the case of a plurality of drive units.
  • a method for monitoring the functionality of a vehicle which has the following steps: The vehicle is driven over a certain route. At least one power parameter of the vehicle, which is characteristic of a — in particular instantaneous or distance-related — power of a drive of the vehicle is recorded. In a first comparison, the at least one recorded humidity parameter is compared with historical data that is available on the route traveled, in particular along the route traveled, and the functionality of the vehicle is assessed on the basis of the first comparison.
  • this approach enables a simple estimation or determination of the actual propulsion performance based on the recorded moisture parameter, or in any case, by comparing the moisture parameter with historical data relating to the same route, it can be assessed whether the functionality of the vehicle is expected on the basis of the historical data Frame is, or in particular has decreased.
  • vehicles in particular rail vehicles or mining vehicles, typically travel the same routes over and over again is used to advantage, it being further assumed that, under certain conditions, which are explained in more detail below, the output power is comparable. Information about the functionality of the vehicle can therefore be obtained, in particular from the comparison of the at least one humidity parameter with historical data relating to the same route.
  • the functionality of a vehicle is preferably monitored which, as intended, travels the same route several times, in particular regularly.
  • the advantages mentioned are realized in a special way.
  • the functionality of a rail vehicle or a mining vehicle is preferably monitored. Such vehicles typically travel repeatedly, in particular regularly, on the same route.
  • a rail vehicle sometimes also referred to as a rail vehicle, is understood to mean, in particular, a vehicle which is driven or guided on at least one rail, in particular on several rails, in particular on two rails.
  • the rail vehicle is preferably a train, multiple unit, multiple unit, a focus engine, a rail tractor, a railway service vehicle, a monorail vehicle, an overhead railway vehicle, a vehicle of a driverless, track-guided personal transport system (Personal Rapid Transit - PRT), or another rail-bound vehicle.
  • Such Rail vehicles are often used several times, in particular regularly, on the same route.
  • a mining vehicle is understood to mean, in particular, a vehicle that is used in mining, in particular in open-cast mining, in particular to transport overburden or excavated material, for example mineral resources.
  • Such mining vehicles are typically moved repeatedly along the same route, for example from a storage location to a mining location and back again.
  • the vehicle is a dump truck.
  • the drive of the vehicle preferably has a plurality of drive units and is in this respect designed as a multi-motor drive.
  • the multiple drive units can be arranged in a single compartment of the vehicle, in particular the rail vehicle, in particular a locomotive or a railcar; However, it is also possible for the multiple drive units to be distributed over a plurality of compartments of the vehicle, in particular distributed over different cars of a train, such as the ICE 3, which has an underfloor drive distributed over the entire train.
  • the drive preferably has at least one internal combustion engine and / or at least one electrical machine. If the drive is designed as a multi-motor drive, each drive unit of the plurality of drive units preferably has its own internal combustion engine and / or electrical machine. It is possible here for the propulsive force to be provided directly by the internal combustion engine and to be transmitted to at least one driven axle.
  • the drive can also be designed as an electric drive with a battery and / or fuel cell as an energy supplier. Particularly preferably, however, energy provided by an internal combustion engine is converted and provided to the driven axle in a different form, in particular in that the drive or a drive unit of the drive is designed to be combustion-electric or combustion-hydraulic, in particular diesel-electric or diesel-hydraulic.
  • all drive units of a multi-engine system can be designed as internal combustion-electric drive units or as internal combustion-hydraulic drive units. It is also possible that the drive or at least one drive unit is designed as a hybrid drive or as a hybrid drive unit - in particular in the sense defined below, in particular as a parallel hybrid. In particular, it is possible for each drive unit of a multi-engine system to be designed as a hybrid drive unit.
  • An internal combustion-electric drive or an internal-combustion-electric drive unit is understood to mean an embodiment in which an internal combustion engine drives a generator, mechanical energy provided by the internal combustion engine being converted into electrical energy by the generator. This electrical energy is made available to at least one electric motor which drives at least one axle of the vehicle as a driven axle.
  • Internal combustion-hydraulic is understood in particular to mean that an internal combustion engine drives a hydraulic pump, so that mechanical energy provided by the internal combustion engine is converted into hydraulic energy. This is made available to at least one hydraulic motor, which then drives at least one driven axle of the vehicle.
  • a hybrid drive or a hybrid drive unit is understood to mean an embodiment in which an internal combustion engine interacts with at least one electrical machine in such a way that mechanical propulsive power is optionally provided only by the internal combustion engine, only by the electrical machine, or jointly by the electrical machine and the internal combustion engine can be made available (parallel hybrid).
  • Such a hybrid drive is preferably assigned an electrical storage device, so that operating states in particular are possible in which the electrical machine - without involvement of the internal combustion engine or in addition to the internal combustion engine - is operated with the supply of electrical energy from the electrical storage. In other operating states, it is possible for the internal combustion engine to drive the electrical machine as a generator, with the electrical storage device preferably being charged.
  • an internal combustion-electrical operation is also possible as an operating state - quasi as a special case - in which the internal combustion engine drives one of the two electrical machines, which then acts as a generator and electrical Provides energy that is fed to the other electrical machines of the two electrical machines operated as a motor, which in turn can then drive a driven axle.
  • the route on which the vehicle is traveling is preferably determined as part of the method. The fact that it is determined which route the vehicle is traveling on means in particular that the route is specified or that the route is recognized.
  • the route is communicated to a controller of the vehicle before driving the vehicle, in particular entered into the controller or transmitted to the controller, for example sent to the controller through a network or downloaded from a network.
  • the route in the vehicle is recognized when driving on the route.
  • the route is preferably recognized by means of satellite-based navigation, for example GPS, and / or by a pattern comparison, in particular on the basis of the recorded performance parameters and / or speed and / or acceleration data along the route in comparison with corresponding historical data.
  • a performance parameter is understood to mean, in particular, a parameter that is characteristic of an instantaneous or distance-related performance of the drive of the vehicle.
  • a momentary power is understood to mean, in particular, a power of the drive that is produced at a given point in time.
  • a route-related power is understood to mean, in particular, a power of the drive on a specific route section of the route.
  • the at least one recorded performance parameter is stored in the vehicle.
  • the first comparison is also carried out locally in the vehicle.
  • the at least one performance parameter is preferably transmitted via a network, in particular via the Internet, to a central service provider, also referred to as a server.
  • a central service provider also referred to as a server.
  • the first comparison is also carried out on the central service provider.
  • the historical data are also stored in the vehicle, or that the historical data are transmitted to the vehicle, in particular downloaded, from the central service provider - in particular via the network.
  • Historical data is understood to mean, in particular, data recorded in the past on the specific route, in particular values recorded in the past for the at least one performance parameter, drive data relating to the drive, load data characterizing the loading of the vehicle, and / or environmental data characterizing environmental or ambient conditions, such as an air pressure or an air temperature.
  • the historical data are also preferably recorded for a specific route section, and they are compared with the at least one performance parameter for the same route section.
  • the historical data have preferably been recorded by the same vehicle in which or for which the method is carried out.
  • the historical data it is possible for the historical data to be recorded from another, preferably structurally identical or at least similar vehicle, in particular a fleet vehicle from a fleet of vehicles.
  • mean values over a fleet of vehicles are used as historical data.
  • a target output specification for the vehicle, in particular for the drive of the vehicle, along the route traveled is compared - in a second comparison - with the at least one recorded performance parameter, the functionality of the vehicle also being based on of the second comparison is evaluated. From the comparison of the target performance specification with the recorded performance parameter, conclusions can be drawn as to whether and / or to what extent the vehicle is actually producing the specified target performance.
  • a target performance specification is understood to mean, in particular, a specification by an operator, in particular a driver of the vehicle, for the target performance to be provided.
  • the target output specification can in particular be a drive step, a torque request and / or a speed request.
  • the target output specification can correspond to a current position of an accelerator lever or accelerator pedal, or can be specified by such a lever or pedal position.
  • the fact that the target performance specification along the route traveled is compared with the at least one recorded performance parameter means in particular that the comparison is carried out in relation to the route section.
  • the target power is specified in relation to the route section, in particular differently for different route sections, with the performance parameter also being recorded in relation to the route section. If, for example, a certain speed is to be maintained, a higher setpoint power is typically specified for the vehicle on an uphill section of the route being traveled than on a downhill section or on a horizontal section of the route being traveled.
  • the target output specification is preferably compared with the at least one recorded performance parameter in that it is correlated with the at least one recorded performance parameter.
  • a comparison result resulting from the second comparison is compared with corresponding historical data, i.e. historical data for the comparison result and / or for the target performance specification and the at least one recorded performance parameter, this comparison being also used to evaluate the functionality of the vehicle will. It can thus be assessed in particular whether there is a change in the relationship between the target output specification on the one hand and the at least one recorded performance parameter on the other, which suggests a change in the functionality of the vehicle. For example, if the at least one recorded performance parameter in a certain section of the traveled route with a constant target performance specification indicates a reduced or decreasing performance of the vehicle, this suggests an impairment of the functionality of the vehicle.
  • the route traveled is verified while the vehicle is traveling on it. It can thus advantageously be determined whether a predetermined route is actually being traveled or whether there are deviations between the route specification and the route actually being traveled. This is particularly advantageous if the route is transmitted or entered by the operator of the vehicle, in particular the driver, before the start of the journey, and incorrect entries or transmission errors cannot be completely ruled out. Used during verification found that the specified route is actually being traveled, the route specification can be confirmed. Otherwise, if necessary, the specified route can be replaced by the recognized route actually traveled.
  • the route traveled is preferably verified on the basis of navigation data, in particular satellite navigation data, in particular GPS data, and / or on the basis of a pattern comparison of the recorded at least one performance parameter with historical data or data patterns. It is shown that, in particular, a time profile of the at least one performance parameter along the route traveled, that is to say in particular in relation to the route section, is characteristic of the route traveled. For example, sequences of inclines traveled and horizontal route sections are mapped in the route section-related course of the at least one recorded performance parameter.
  • a parameter is recorded as the at least one performance parameter, which is selected from a group consisting of: a target performance specification; a speed of the vehicle, in particular a momentary or averaged over a route section, in particular recorded as a sliding average value; an acceleration of the vehicle, in particular a momentary or averaged over a route section, in particular recorded as a sliding average; an injection time of an internal combustion engine of the drive of the vehicle; a speed of the internal combustion engine; and a selected gear of a transmission of the drive of the vehicle.
  • These parameters individually and in particular in combination with one another, are characteristic of the particular instantaneous or route-related performance of the vehicle.
  • At least two performance parameters selected from the group specified above are preferably recorded. In a preferred embodiment, all performance parameters of the group specified above are recorded. In particular, from a plurality of performance parameters, very particularly from all specified performance parameters, conclusions can be drawn about the performance of the drive of the vehicle.
  • An injection time of the internal combustion engine is understood to mean, in particular, a time value that is selected from a group consisting of: a start of injection, an end of injection, and an injection duration. These time parameters allow a conclusion to be drawn about the amount of fuel supplied to a combustion chamber of the internal combustion engine and thus about the chemical energy supplied to the internal combustion engine in a work cycle. “Injection” here is generally understood to mean the supply of fuel to a combustion chamber of the internal combustion engine, regardless of whether a liquid fuel or a gaseous fuel is supplied, and regardless of whether the injection takes place as a single point injection, multi-point injection or direct injection.
  • time time value
  • time parameters time parameters
  • a - in particular instantaneous - load of the vehicle is taken into account.
  • This enables the functionality of the vehicle to be assessed with greater certainty.
  • the power required for this varies with the load on the vehicle. Taking the load into account when evaluating the functionality avoids that a higher load of the vehicle is incorrectly interpreted as a reduced functionality of the vehicle
  • the loading is preferably determined by reading out historical loading data as a function of time and location, in particular a current time and a current location of the vehicle. This allows the current load to be estimated from values determined in the past. This is based on the idea that the use of vehicles, in particular rail vehicles, is subject to a certain regularity - both in terms of time and location, for example due to commuter traffic.
  • the load is preferably determined by evaluating a recuperated energy if the vehicle has a recuperating drive as its drive.
  • the energy recuperated especially when driving down a slope or when decelerating, depends on the mass and thus also on the vehicle's load. The different mass of the vehicle due to the different load can thus be determined on the basis of the determination of the recuperated energy.
  • a recuperating drive is, in particular, a drive that is set up to generate kinetic energy of the vehicle in particular to recover and store when decelerating or when descending a slope, especially in the form of electrical energy.
  • a regenerative drive can in particular be a hybrid drive or a drive with a fuel cell or battery.
  • the historical loading data are preferably obtained by direct or indirect detection of the loading of the vehicle and assignment of time and location information to the detected loading.
  • a direct detection of the loading can take place, for example, by evaluating the recuperated energy.
  • An indirect determination of the loading can take place in particular in the case of a rail vehicle, in particular by determining the number of passengers boarding and disembarking for the rail vehicle at stops, in particular train stations. This can be done in particular by evaluating images, for example from surveillance cameras, or by estimating the load on the basis of purchased tickets. On the basis of an image evaluation, the mass of the luggage being carried can also be at least roughly estimated.
  • the cause of the impaired functionality can be further limited, it being possible in particular to determine whether a brake is jammed, or whether the drive has reduced performance, for example due to defects, wear, aging or the like.
  • the test is preferably carried out on the basis of a slope descent behavior and / or a deceleration behavior of the vehicle.
  • a slope descent behavior and / or a deceleration behavior of the vehicle to this extent, in particular, an impairment of the functionality of the brake system, especially a jamming of a brake, due to a changed downhill behavior and / or deceleration behavior can be determined.
  • Both the downhill slope and the deceleration represent operating states in which the drive provides no or at most a low propulsive power, the behavior of the vehicle being essentially determined by the brake system. If a brake is jammed, the speed of the vehicle decreases faster when driving down a slope or when coasting than when the brake system is fully functional, i.e. when no brakes are jammed.
  • the check is preferably carried out by - in a third comparison - comparing the recuperated energy with the energy used by the vehicle, in particular taking historical data into account if the vehicle has a recuperating drive.
  • it is compared whether the behavior of the recuperated energy with regard to historical data for the recuperated energy corresponds to the behavior of the energy used with regard to historical data for the energy used. This is based on the idea that if the same route is traveled several times with the same amount of energy, the recuperated energy should also remain the same. If the energy expended changes, for example due to a changing load or a changing speed of the vehicle, the recuperated energy should also change accordingly, in particular increase or decrease in the same direction as the energy expended. If this is not the case, it can be concluded that the functionality of the vehicle is impaired.
  • a distinction can also be made as to whether the impairment is in the drive or in the braking system of the vehicle:
  • the energy used is higher at the same speed of the vehicle, but the recuperated energy is lower, this is an indication that a brake is jammed and thus the impairment is present in the brake system.
  • the recuperated energy is the same compared to the historical data at the same speed, but the energy used is increased, this is an indication of an impairment in the drive. It is possible that the energy expended is only apparently higher, for example by increasing injection times, in particular injection durations, but with a reduced or the same fuel mass being introduced due to jamming or contamination of injectors.
  • the method can be used, for example, in a rail vehicle when traveling on a mountain, or in a mining vehicle, in particular a dump truck, which repeatedly drives down and back up the mine.
  • the energy used is in particular that energy that is used to generate the drive power of the vehicle. This can be estimated in particular on the basis of the injection times of the internal combustion engine, since these are characteristic of the chemical energy supplied to the internal combustion engine.
  • the vehicle or for the vehicle when driving on the specific route along the route, data from the vehicle or for the vehicle are recorded and stored.
  • historical data can be generated in particular on the vehicle, by the vehicle or for the vehicle, which can be used as historical data in the future for the method proposed here.
  • the data can in particular be recorded by the vehicle itself, for example by sensors of the vehicle, for the vehicle, for example by external sensors or surveillance cameras at stopping points, or also on the vehicle, in particular by measurements on the vehicle.
  • Drive data, load data and / or environmental data are preferably recorded as data.
  • the at least one power parameter is preferably recorded as the drive data.
  • Loading data can be recorded in particular at stops in the vehicle, in particular at train stations, or on the basis of the recuperated energy.
  • air pressure and / or an ambient temperature of the vehicle are preferably recorded as ambient or environmental data.
  • the fact that the data are recorded along the route means in particular that the data are recorded in relation to the route section.
  • the recorded data are preferably assigned to a route section on or for which they are recorded.
  • the data are preferably stored with information about the route section assigned to them. This information is also referred to as route section information.
  • the data are preferably stored in the vehicle.
  • the data it is possible for the data to be transmitted, in particular transmitted, in particular uploaded, to a central service provider.
  • the same route is traveled several times with the vehicle. It is precisely in this case that the advantages described arise in a special way.
  • the vehicle is a rail vehicle or a mining vehicle. In particular, these vehicles are typically moved several times, in particular regularly, along the same route, so that the advantages described result in a special way.
  • a method for monitoring the functionality of a vehicle is proposed, the drive of the vehicle having a plurality of drive units.
  • the functionality of a drive unit to be tested of the plurality of drive units is assessed on the basis of a — in particular instantaneous or historical — behavior of the other drive units of the plurality of drive units. In this way, information about the functionality of the drive unit to be tested can be obtained reliably and with little effort, without having to examine it yourself, which can possibly be difficult precisely because of an impaired functionality.
  • the functionality of the drive unit to be tested during operation of the vehicle, in particular on a route along which the vehicle is moving, is assessed on the basis of the behavior of the other drive units.
  • the drive unit to be tested is preferably switched off, the behavior of the drive units not being switched off being used to check whether the functionality of the drive unit that has been switched off is impaired.
  • the drive unit to be tested is switched off during operation of the vehicle, in particular on the route along which the vehicle is moving, with the behavior of the drive units not being switched off being used to check whether the functionality of the switched-off drive unit is impaired.
  • At least one power parameter, preferably at least one drive parameter, of a drive unit to be tested of the plurality of drive units is compared with an expected range, the functionality of the drive unit to be tested being assessed on the basis of this comparison.
  • the at least one power parameter of the drive unit to be tested is compared with the expected range, the functionality of the drive unit to be tested being assessed on the basis of this comparison.
  • the first embodiment and / or the second embodiment of the method according to the second aspect is / are therefore preferably not carried out in a workshop or on a test stand, but rather during operation, in particular ferry operation, of the vehicle.
  • it is also preferably not carried out in a test operation, for example during a test drive or on a test route, but rather preferably in regular operation or control operation, in particular in routine use.
  • it is advantageously possible to determine reliable information about the functionality of the drive, even in regular operation.
  • the first embodiment or the second embodiment are each preferably iterated, with different drive units being treated one after the other as drive units to be tested, in particular until either an impairment is detected in one of the drive units or until each drive unit of the plurality of drive units is once a drive unit to be tested was treated.
  • the drive unit to be tested according to the first embodiment is preferably switched off while the driving performance remains the same, in particular at a constant speed.
  • it can be determined whether the remaining drive units that have not been switched off to provide the same driving performance, in particular to maintain the constant speed, in comparison to the operating state in which all drive units are switched on that arithmetically applied to them due to the switching off of a drive unit have to provide the omitted portion of additional performance, or a higher additional performance, or a lower additional performance.
  • the following calculation example is intended to serve as an explanation: If a nominal power of 45% of the nominal power is specified for each drive unit of four drive units - for example due to aging instead of 40% - the total nominal power corresponds to 180% of the nominal power of a drive unit, with the drive units being the simpler Due to the calculation in the example, they all have the same nominal power.
  • a first drive unit of the four drive units is now switched off as the drive unit to be tested. In order to maintain the speed, the remaining three drive units must each be operated with 60% of their nominal power, which in turn corresponds to a total of 180% of the nominal power of a drive unit. The first drive unit accordingly has no impairment.
  • the functionality of the first drive unit is obviously impaired, since now three times 53%, i.e. 160% of the nominal power of a drive unit enough to maintain the speed. This suggests that in the operating state in which all four drive units were switched on, the full 180% of the nominal power of a drive unit was actually not applied, whereby the first drive unit can be identified as the cause of the reduced power.
  • the expected range is preferably determined from historical data from the drive unit to be tested or, alternatively, from historical data from the other drive units.
  • the behavior of the drive unit to be tested can be estimated from the historical behavior of the other drive units and an expected range can be formed, whereby it can then be checked whether the at least one performance parameter of the drive unit to be tested falls within the expected range.
  • such expectation ranges can be determined by interpolating recorded data for performance parameters of the drive units.
  • the determination of the expected range from historical data from the other drive units also represents, in particular, a variant of the first Design in which the functionality of the drive unit to be tested is assessed on the basis of the historical behavior of the other drive units.
  • an injection time is preferably used as the at least one performance parameter.
  • the procedure according to the second embodiment will also be explained in more detail using an example: For example, if the vehicle drives along a certain route section, performance parameters are recorded for all four drive units.
  • the first drive unit and the second drive unit deliver 60% of their nominal power
  • the third drive unit and the fourth drive unit deliver 80% of their nominal power.
  • the first drive unit and the third drive unit deliver 60% of their nominal power
  • the second drive unit and the fourth drive unit deliver 80% of their nominal power.
  • the first drive unit and the fourth drive unit deliver 60% of their nominal power
  • the second drive unit and the third drive unit deliver 80% of their nominal power.
  • the behavior with regard to the recorded performance parameter, in particular the injection times, is thus known for the second drive unit, the third drive unit and the fourth drive unit both at 60% of the nominal power and at 80% of the nominal power. If one now wants to form an expected range for the performance parameter for the first drive unit at 80% of its rated output, which is not known from the recorded data, this can be estimated using the performance parameters recorded for the second, third and fourth drive unit - especially during a fourth trip become. It can then be checked whether the performance parameter, in particular the injection time, for the first drive unit falls within the expected range formed in this way when it is operated at 80% of its nominal output on the same route section. If this is not the case, it can be concluded that the functionality of this first drive unit is impaired.
  • the first aspect and the second aspect of the invention are preferably combined with one another. If, according to the first aspect of the invention, an impairment of the functionality of the vehicle - in particular in the drive - is determined, according to the second aspect of the invention it is preferably checked in which drive unit of the plurality of drive units the impairment is present. This is preferably done in accordance with the previously explained first embodiment of the second aspect and / or in accordance with the previously explained second embodiment of the second aspect, preferably during operation, in particular in regular operation, of the vehicle, in particular on the particular route traveled according to the first aspect.
  • one drive unit to be tested of the plurality of drive units is preferably switched off, with the behavior of the drive units not being switched off being used to check whether the impairment is present in the drive unit that is switched off, and / or that preferably at least one performance parameter of a drive unit to be tested of the plurality of drive units is compared with an expected range - in a fourth comparison - it being determined on the basis of the fourth comparison whether the impairment is present in the drive unit to be tested.
  • the expected range is preferably determined from historical data from the drive unit to be tested or the other drive units.
  • the first embodiment and the second embodiment can each preferably be iterated with respect to the drive unit to be tested, in particular until either a drive unit with impaired functionality is identified, or each drive unit of the plurality of drive units is identified as closed test drive unit has been treated.
  • a control for a drive of a vehicle which has a power acquisition module which is set up to acquire at least one performance parameter which is characteristic of a power of the drive of the vehicle.
  • the controller also has a comparison module that is set up to compare the at least one recorded performance parameter with historical data on a route traveled by the vehicle, and an assessment module that is set up to assess the functionality of the vehicle on the basis of the comparison of the at least one evaluate the recorded performance parameters with the historical data.
  • the controller preferably has a computing device which has the performance recording module, the comparison module, and the evaluation module.
  • the controller in particular the computing device, is preferably set up to carry out a method according to the invention in accordance with the first and / or the second aspect of the invention, or in accordance with one of the embodiments of the previously described Procedure.
  • a method according to the invention in accordance with the first and / or the second aspect of the invention, or in accordance with one of the embodiments of the previously described Procedure.
  • the controller in particular the computing device, preferably has a data module which is set up to provide historical data on the route traveled for the comparison module.
  • the data module is preferably set up to store the historical data and / or to obtain the historical data, in particular to download them from a central service provider or network.
  • the controller in particular the computing device, preferably has a recording module which is set up to record historical data along the route traveled by the vehicle and - in particular in the data module - to store it as historical data and / or to a central service provider or a Network upload.
  • the controller in particular the computing device, preferably has a network module which is set up to connect the controller, in particular the computing device, to a central service provider or a network in a data-transferring manner.
  • the controller in particular the computing device, preferably has an identification module which is set up to determine the route traveled by the vehicle, in particular to recognize it on the basis of a pattern comparison, preferably with the historical data of a plurality of routes.
  • the computing device is preferably arranged in the vehicle, in particular integrated into the vehicle.
  • the computing device it is possible for the computing device to be designed as a computing device that is spatially separate from the vehicle but is preferably connected to the vehicle in a data transferring manner, in particular as a central service provider, also called a server, or as a cloud.
  • the controller it is also possible for the controller to have two computing devices, a first computing device preferably being arranged in the vehicle, preferably integrated into the vehicle, and a second computing device being separate from the vehicle but connected to the vehicle, in particular the first computing device, in a data transferring manner , central computing device, in particular central service provider, or cloud, is formed.
  • the object is also achieved by creating a drive for a vehicle, the drive having a control according to the invention or a control according to one of the exemplary embodiments described above, or where the drive is assigned such a control, i.e. the drive in combination with the control is present.
  • the advantages already explained above are realized in particular.
  • the drive has at least one internal combustion engine and / or at least one electrical machine.
  • the drive is a combustion-electric or combustion-hydraulic drive, a hybrid drive, in particular a parallel hybrid, or an electric drive with a battery and / or fuel cell.
  • the object is also achieved by creating a vehicle with a drive according to the invention or a drive according to one of the exemplary embodiments described above.
  • a vehicle with a drive according to the invention or a drive according to one of the exemplary embodiments described above.
  • the advantages already explained above are realized in particular.
  • the vehicle is preferably a rail vehicle or a mining vehicle.
  • the invention also includes a system which has a vehicle with a drive and a controller, the system, in particular the controller, being set up to carry out a method according to the invention according to the first and / or the second aspect of the invention, or according to one of the above described embodiments of the method.
  • FIG. 1 shows a schematic representation of an exemplary embodiment of a system with an exemplary embodiment of a controller for carrying out a method for monitoring the functionality of a vehicle, and at the same time a schematic representation of an exemplary embodiment of a vehicle;
  • FIG. 2 shows a schematic representation of a first embodiment of a method for monitoring the functionality of a vehicle;
  • FIG. 3 shows a schematic representation of a second embodiment of such a method
  • FIG. 4 shows a schematic representation of a third embodiment of such a method
  • FIG. 5 shows a schematic representation of a first development of the first embodiment of the method
  • FIG. 6 shows a schematic representation of a second development of the first embodiment of the method.
  • FIG. 1 shows a schematic representation of an exemplary embodiment of a system 1 which has an exemplary embodiment of a vehicle 2, here by way of example and in a preferred embodiment a rail vehicle 3, which here is driving automatically on a track 5 along a route 7 schematically indicated by an arrow can.
  • the track 5 can in particular have one rail, two rails, or a number of rails which is greater than two.
  • the vehicle 2 can also be a mining vehicle, in particular a dump truck, or another vehicle which is particularly preferably moved several times, in particular regularly, along the same or the same route.
  • the following explanation based on the rail vehicle 3 is therefore not to be understood as restrictive.
  • the rail vehicle 3 has a drive 9.
  • the system 1 also has an exemplary embodiment of a controller 10 for the drive 9 of the vehicle 2 and also for the vehicle 2.
  • the controller 10 has a first computing device 11 in the rail vehicle 3, in particular a control device.
  • the controller 10, in particular the first computing device 11, is set up in particular to carry out a method explained in more detail below.
  • the system 1 is also set up to carry out the method.
  • the computing device 11 is preferably operatively connected to the drive 9, in particular in order to control the drive 9 and, on the other hand, preferably in order to be able to detect at least one performance parameter of the drive 9.
  • the first computing device 11 is arranged here in the rail vehicle 3.
  • the computing device 11 has, in particular, a power acquisition module 12 which is set up to acquire at least one performance parameter that is characteristic of the power of the drive 9 of the vehicle 2.
  • the computing device 11 also has a comparison module 14 that is set up to compare the at least one recorded performance parameter with historical data on the route 7 traveled by the vehicle 2, and an evaluation module 16 that is set up to assess the functionality of the vehicle 2 to evaluate based on the comparison of the at least one recorded performance parameter with the historical data.
  • the system 1, in particular the controller 10, has a second computing device 13, which is arranged outside the rail vehicle 3, in particular at a distance therefrom, the second computing device 13 preferably as a central service provider or as a decentralized data cloud, that is to say is designed as a cloud 15.
  • This second computing device 13, which is external to the rail vehicle 3, can also be set up to carry out the method described below.
  • the first computing device 13 and the second computing device 11 are preferably in a data-transmitting operative connection with one another, as indicated schematically here by a double arrow P.
  • the method it is possible for the method to be carried out in a distributed manner both on the first computing device 11 and on the second computing device 13.
  • part of the method is carried out on the first computing device 11 and another part of the method is carried out on the second computing device 13.
  • the drive 9 is preferably designed as a multi-motor system and has a plurality of drive units 17, here for example four drive units, in particular a first drive unit 17.1, a second drive unit 17.2, a third drive unit 17.3 and a fourth drive unit 17.4.
  • a different, in particular a smaller or larger number of drive units 17 is possible.
  • the drive 9 has only one drive unit 17 or is itself designed as a single drive unit 17.
  • the drive 9 or each of the drive units 17 can be designed in particular as an internal combustion engine, as an internal combustion-electric drive, as a combustion-hydraulic drive, as a hybrid drive, in particular a parallel hybrid, or as an electrical machine with a fuel cell or battery as an energy supplier. It is possible for all drive units 17 to be designed in the same way. However, it is also possible for different types of drive units 17 to be combined with one another.
  • a combustion-electric drive is preferably a diesel-electric drive.
  • a combustion-hydraulic drive is preferably a diesel-hydraulic drive. In particular, a diesel engine can be used as the internal combustion engine. However, it is also possible that a gas engine or another suitable type of engine with internal or external combustion is used as the internal combustion engine.
  • all four drive units 17 are designed as hybrid drive units 17 in a preferred configuration.
  • they each have, in particular, an internal combustion engine 19 and an electrical machine 21, which, for the sake of clarity, is only shown explicitly with reference symbols for the first drive unit 17.1.
  • the internal combustion engine 19 and the electrical machine 21 can each generate propulsive power for the rail vehicle 3 individually or together.
  • the first arithmetic unit 11 is in particular operatively connected to each of the drive units 17, in particular individually or jointly, in particular via a bus system 23 suitable for this purpose.
  • each drive unit 17 is preferably always addressable separately from the first arithmetic unit 11.
  • the determined route 7 is with the Drive on rail vehicle 3.
  • the first step S 1 and the optional second step S2 do not necessarily have to be carried out in the order shown.
  • the route 7 is determined by route specification, in particular by an operator of the rail vehicle 3 or by a driver of the rail vehicle 3, for example by the driver of the rail vehicle 3 entering the determined route 7 into the first computing device 11 before the journey begins enters.
  • the route 7 can also be detected while it is being driven, in particular by preferably satellite-supported navigation and / or by a pattern comparison.
  • a third step S3 at least one performance parameter of the rail vehicle 3 is recorded, which is characteristic of a particular momentary or distance-related performance of the drive 9.
  • the at least one recorded performance parameter is compared with historical data along the route 7 traveled on in a first comparison, this first comparison being carried out in particular on a route section.
  • a fifth step S5 the functionality of the rail vehicle 3 is assessed on the basis of the first comparison. It can thus advantageously be determined in a simple manner and in particular without precise knowledge of the output power actually produced by the rail vehicle 3 in comparison with the historical data whether the rail vehicle 3 is fully functional or whether its functionality is restricted or impaired.
  • a target performance specification for the rail vehicle 3 along the traveled route 7 is preferably compared in a second comparison with the at least one recorded performance parameter, with the functionality of the rail vehicle 3 additionally being assessed on the basis of the second comparison, in particular in the fifth step S5 .
  • a comparison result of the second comparison is particularly preferably compared with historical data, this comparison also being used to evaluate the functionality of the rail vehicle 3.
  • the route 7 traveled is verified when the rail vehicle 3 drives the route 7. This can be done in particular on the basis of preferably satellite-supported navigation data.
  • the route 7 is verified preferably on the basis of a pattern comparison of the recorded at least one performance parameter with historical data or data patterns of the at least one performance parameter.
  • a parameter is preferably recorded in the third step S3, which is selected from a group consisting of: a target performance specification, a speed of the rail vehicle 3, an acceleration of the rail vehicle 3, an injection time of an internal combustion engine 19 of the drive 9, a speed of the internal combustion engine 19, and an engaged or selected gear of a transmission of the drive 9.
  • a target performance specification e.g., a target performance specification
  • a speed of the rail vehicle 3 e.g., an acceleration of the rail vehicle 3
  • an injection time of an internal combustion engine 19 of the drive 9 e.g., a speed of the internal combustion engine 19 of the drive 9
  • an engaged or selected gear of a transmission of the drive 9 e.g., a parameter is preferably recorded in the third step S3, which is selected from a group consisting of: a target performance specification, a speed of the rail vehicle 3, an acceleration of the rail vehicle 3, an injection time of an internal combustion engine 19 of the drive 9, a speed of the internal combustion engine 19, and an engaged or selected gear of a transmission
  • a loading of the rail vehicle 3, in particular an instantaneous loading, is preferably taken into account in the first comparison and / or in the second comparison.
  • the loading is preferably determined by reading out historical loading data as a function of the time and location of the rail vehicle 3, and / or by evaluating recuperated energy if the rail vehicle 3 has a recuperating drive as the drive 9.
  • an impairment of the functionality of the rail vehicle 3 is determined in the fifth step S5, it is preferably checked whether the impairment is present in the drive 9 or in a brake system 25 of the rail vehicle 3 shown in FIG.
  • This check is preferably carried out on the basis of a downhill slope behavior and / or a deceleration behavior of the rail vehicle 3, in particular when the rail vehicle 3 rolls out.
  • the current downhill slope behavior and / or the current deceleration behavior is preferably compared with the corresponding historical data.
  • recuperated energy is compared with the energy used by the rail vehicle if the rail vehicle 3 has a recuperating drive, in particular taking historical data into account, and the corresponding test is carried out in this way. That way you can In particular, it can be determined whether the functional capability is impaired in the drive 9, or whether, for example, a brake 27 of the brake system 25 is jammed.
  • data from the rail vehicle 3 or for the rail vehicle 3, in particular on the rail vehicle 3, along the route 7 are preferably recorded and stored.
  • drive data of the drive 9 loading data for the rail vehicle 3 and / or environmental data such as air pressure and air temperature are preferably recorded.
  • the data are preferably recorded in relation to the route section and assigned to the respective route section on or for which they are recorded. They are then preferably stored with route section information on the respectively assigned route section.
  • FIG. 3 shows a schematic representation of a second embodiment of the method, in particular according to the second aspect of the invention.
  • the functionality of a drive unit 17 to be tested of the plurality of drive units 17 - preferably during regular ferry operation of the rail vehicle 3 - is assessed on the basis of the behavior of the other drive units 17.
  • the drive unit 17 to be tested is switched off, and in a second step S2 it is checked, based on the behavior of the drive units that have not been switched off, whether there is any impairment in the switched-off drive unit 17. In this way, it can be determined, in particular for the drive unit 17, whether the functionality is impaired.
  • the mileage, in particular the speed of the rail vehicle 3, is preferably kept constant during this test, in particular the mileage, in particular the speed after switching off the drive unit 17 to be tested, being the same as before switching off the drive unit 17 to be tested.
  • the first step S 1 and the second step S2 can be iterated for further drive units 17 to be tested, in particular until either an impairment is detected in one of the drive units 17 or until each of the drive units 17 is treated at least once as a drive unit to be tested, the means was switched off.
  • a third embodiment of the method in particular according to the second aspect of the invention.
  • a first step S1 at least one performance parameter of a drive unit 17 to be tested of the plurality of Drive units 17 - preferably in regular ferry operation of the rail vehicle 3 - are compared with an expected range, the expected range preferably being determined from historical data from the drive unit 17 to be tested or the other drive units 17.
  • this comparison is used to determine whether the drive unit 17 to be tested has an impairment of its functionality. In this way, too, it can be checked individually whether one of the drive units 17 has an impairment of its functionality, and what this is.
  • the first step S 1 and the second step S2 can be iterated, in particular until either one of the drive units 17 is found to have impaired functionality, or until each of the drive units 17 is treated at least once as a drive unit 17 to be tested In particular, the at least one performance parameter for this drive unit 17 to be tested was compared with the corresponding expected range and the functionality was tested on the basis of this comparison.
  • FIG. 5 shows a schematic representation of a further development of the first embodiment of the method according to FIG. 2.
  • the first five steps S1 to S5 correspond to the five steps S1 to S5 according to FIG. If an impairment is then found in the drive 9 in the fifth step S5, then in the sixth step S6 and the seventh step S7 - preferably still on the same route 7 - it is checked in which drive unit 17 of the plurality of drive units 17 the impairment is present , the second embodiment of the method according to FIG. 3 being used in this first development.
  • the sixth step S6 thus corresponds to the first step S 1 according to FIG. 3
  • the seventh step S7 corresponds to the second step S2 according to FIG.
  • a drive unit 17 to be checked of the plurality of drive units 17 is switched off, and in the seventh step S7, based on the behavior of the drive units 17 that have not been switched off, it is checked whether the impairment is present in the switched-off drive unit 17.
  • the sixth step and the seventh step S6, S7 can be iterated, as was explained above in connection with FIG. It can thus be individually identified in which of the drive units 17 the impairment found is present.
  • FIG. 6 shows a schematic representation of a second development of the first embodiment of the method according to FIG. 2.
  • the first five are again correct here
  • Steps S1 to S5 correspond to the five steps S1 to S5 according to FIG.
  • a sixth step S6 and a seventh step S7 - preferably still on the same route 7 - check in which drive unit 17 a plurality of Drive units 17 the impairment is present.
  • the sixth step S6 and the seventh step S7 here correspond to the third embodiment of the method according to FIG. 4; that is, the sixth step S6 corresponds to the first step S1 according to FIG.
  • the seventh step S7 corresponds to the second step S2 according to FIG.
  • the sixth step S6 at least one performance parameter of a drive unit 17 to be tested of the plurality of drive units 17 is compared in a fourth comparison with an expected range, which is preferably determined from historical data of the drive unit 17 to be tested or the other drive units 17.
  • the fourth comparison is used to determine whether the impairment is present in the drive unit 17 to be tested.
  • the sixth step S6 and the seventh step S7 can be iterated until either it is determined in which of the drive units 17 the impairment is present or until each of the drive units 17 has been used at least once as the drive unit 17 to be tested.

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Abstract

L'invention concerne un procédé pour surveiller l'aptitude à fonctionner d'un véhicule (2), comprenant les étapes consistant à : - parcourir un trajet (7) défini au moyen d'un véhicule (2) ; - acquérir au moins un paramètre de puissance du véhicule (2), qui est caractéristique d'une puissance d'une transmission (9) du véhicule (2) ; - comparer ledit au moins un paramètre de puissance avec des données historiques par rapport au trajet (7) parcouru dans le cadre d'une première comparaison ; et évaluer l'aptitude à fonctionner du véhicule (2) à l'aide de cette première comparaison.
EP21701250.9A 2020-01-17 2021-01-15 Procédé pour surveiller l'aptitude à fonctionner d'un véhicule, commande pour une transmission d'un véhicule, transmission dotée d'une telle commande et véhicule équipé d'une telle transmission Pending EP4091144A1 (fr)

Applications Claiming Priority (2)

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DE102020200568.0A DE102020200568A1 (de) 2020-01-17 2020-01-17 Verfahren zum Überwachen der Funktionsfähigkeit eines Fahrzeugs, Steuerung für einen Antrieb eines Fahrzeugs, Antrieb mit einer solchen Steuerung, und Fahrzeug mit einem solchen Antrieb
PCT/EP2021/050835 WO2021144436A1 (fr) 2020-01-17 2021-01-15 Procédé pour surveiller l'aptitude à fonctionner d'un véhicule, commande pour une transmission d'un véhicule, transmission dotée d'une telle commande et véhicule équipé d'une telle transmission

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US (1) US20220366733A1 (fr)
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