SE1351233A1 - Determination of energy consumption - Google Patents

Abstract

Summary A system for utilizing operating data from at least one vehicle is presented, which comprises: a collection unit arranged for collecting said operating data, wherein said operating data comprises information on how said at least one vehicle has been utilized; a calculation unit arranged to determine, based on said operating data, an energy input c in the form of an energy access matrix for said at least one vehicle as a function of speed and torque for a driveline in said at least one vehicle; and - a utilization unit arranged to utilize said energy access C. Fig. 2

Description

TECHNICAL EMBODIMENT The present invention relates to a system for utilizing operating data from at least one vehicle according to the preamble of claim 1 as well as a computer program and a computer program product, which implement the method according to the invention.

Background Fig. 1 schematically shows an exemplary vehicle 100, which may be, for example, a car, a truck and a bus. The vehicle has a driveline comprising an internal combustion engine 101, which in a conventional manner, via a shaft 102 projecting on the internal combustion engine 101, usually via a flywheel, is connected to an input shaft 109 having a shaft shaft 103 via a clutch 106. The clutch 106 can t. ex. is formed by an automatically controlled clutch, and is controlled by the vehicle's control system via a control unit 400 (figure 4). The control unit 400 can also control the gearbox 103.

Vd.xellddan 103 is schematically illustrated hdr as a unit. However, the gear shaft 103 may physically also consist of several cooperating gear shafts, for example a range gear shaft, a main gear shaft and a split shaft shaft, which are arranged along the driveline of the vehicle. Vd.xelladan may include an appropriate number of vdxelldgen. In today's heavy duty gearboxes, twelve forward gearboxes, two reverse gearboxes and a neutral gearbox are commonly used. A post-treatment system 200 purifies exhaust gases from the internal combustion engine 101. The vehicle driveline further comprises drive shafts 104, 105, which are connected to the vehicle drive wheels 113, 114, and which are driven by a shaft 107 extending from the shaft shaft 103 via a shaft shaft 108, such as e.g. a usual differential. The driveline thus includes the motor 101, the output shaft 102, the clutch 106, the 2 input shaft 109, the gearbox 103, the output shaft 107 and the shaft shaft 108.

The vehicle 100 further comprises various different braking systems such as a conventional service braking system, which e.g. may comprise brake discs with associated brake pads (not shown) arranged next to each wheel. The engine 101 can be controlled based on instructions from a cruise control, or by a driver of the vehicle.

Today's motor vehicles, which include vehicles powered by internal combustion engines, electric hybrid vehicles and electric vehicles, have a wide variety of characteristics which can be selected to suit a driver and / or agar of the vehicles. For example, the buyer of a vehicle should choose the type of fuel (such as diesel, petrol, gas, ethanol, or electricity) the vehicle should be powered by, what engine power the vehicle should have, what type of gearbox 103 the vehicle should have, what type of clutch 106 the vehicle shall have, what gearing the rear axle 108 shall have, what type of braking system the vehicle shall be equipped with, what type of turbocharger the vehicle shall have, what type of wheels 111, 112, 113, 114 the vehicle shall have, what type of distribution geared vehicle shall have, it viii tell how the power should be distributed between front and rear axle / rear axles, and what type of after-treatment system for exhaust gas cleaning 200 the vehicle should have. The buyer can also choose which air resistance the vehicle should have, which rolling resistance the vehicle should have and / or which tires the vehicle should have. The properties exemplified above are only a part of all the properties a vehicle can have, as will be appreciated by a person skilled in the art.

Brief description of the invention Since so many different properties exist and must be chosen, for example when ordering and / or purchasing a new vehicle, the choice of a new vehicle becomes very difficult for the buyer to make. Thereby there is a risk that the choice of vehicle will result in a vehicle with characteristics which are not optimal for the utilizing vehicle will have the new driver. Sub-optimized choices when ordering and / or buying a vehicle can have a negative impact on, for example, the vehicle's total cost, the vehicle's fuel consumption and the vehicle's comfort for the driver.

For example, for an AkerifOretag, in addition to the vehicle's acquisition cost, the main expense items for ongoing operation of a vehicle are paid by the vehicle's driver, costs for repairs and maintenance and energy / industry for propulsion of the vehicle. Energy costs, such as a fuel cost, can affect the profitability of the Okeri company to a very large extent, which is why it should be kept as low as possible. If, for example, the engine, gearbox and wheel type are selected so that they are CEO1 adapted to the vehicle's future use, the energy costs can be minimized. A vehicle that Or vdl adapted to its use will Oven generate less repair costs.

By utilizing previously known solutions, it has often been very difficult to determine at which vessel the energy supply, such as, for example, the fuel consumption, or star or small size of the vehicle, which has made the analysis of the energy supply unscathed. This has, for example, led to the choice of properties for a vehicle, for example when developing a vehicle specification, has been the answer to making an optimal way for the vehicle's future use, which has led to an unnecessarily high total cost for the vehicle.

This object is achieved by the above-mentioned system according to the characterizing part of claim 1. The object is also achieved by the above-mentioned computer program and computer program product. The system and the computer program are arranged to retrieve operating data from at least one vehicle with a collection unit, where the said operating data comprises information on how this at least one vehicle has been utilized. An energy input c in the form of an energy access matrix for the at least one vehicle is then determined by a calculating unit as a function of speed and torque for a driveline in the at least one vehicle. For example, the speed and torque of the engine 101 or the torque and torque of a shaft 109 entering the gearbox 103 can be used to determine the energy input c. A person skilled in the art will recognize that the speed and torque of other parts of the driveline can be used to calculate this energy input. c. A utilization unit Or arranged to then utilize this fixed energy consumption c.

Thus, the present invention provides energy access c in the form of an energy access matrix for the at least one vehicle as a function of speed and torque, where this energy access c is calculated based on operating data and can be calculated, for example, from diesel consumption, petrol consumption, gas consumption, ethanol consumption or electricity consumption. By providing the energy outlet c for the At least one vehicle, the analysis of the energy access c can be simplified considerably. For example, from the established energy output c it is easy to understand at which corrugations and / or at which corrugation the greatest amount of energy is consumed, which means that attempts can be made to reduce these corrugations and / or corns and thereby reduce the energy supply c.

In this way, for example, a simple understandable explanation of how the energy supply c depends on the fall of the vehicle and / or of the grain can be provided in the development / optimization of vehicles, in the event of vehicle delays or in the event of vehicle failure. For example, when selling, a salesperson can thereby easily and substantiatedly show how the energy supply c can be reduced by choosing properties for the new vehicle. During driving training, it can be shown simply and in fact how the energy supply c can be reduced by driving the vehicle in a way that reduces energy access, for example by slowing down the speed.

The energy input c provided by the present invention can also be used to determine how good simulations correspond to reality and / or adjust these simulations so that the better ones correspond to reality.

The dangerous invention can also be used by, for example, salespeople to create trust with customers, since the salesperson or customers will be perceived as interested and informed when the salesperson can show customers that he knows how customers use their vehicles and what energy access this provides.

It can often be difficult for a salesperson to ask the customer how he uses his vehicles and it is also common for the customer not to know in detail how his vehicle is used. The seller can thus, by utilizing the present invention, be helped to increase his customer knowledge considerably. It is often crucial for the salesperson to build a relationship with customers who have confidence in him. In order to do that, it is important to know how they drive and how they will use their vehicles to sell them steering wheel cars.

According to an embodiment of the present invention, based on the provided energy input, a systematic production of a vehicle specification is performed. This means that an optimized choice of vehicle can be made when ordering and / or Chapter 6 of the vehicle, whereby the total cost of the vehicle and also the driver's comfort can be significantly improved.

Through this embodiment, the view can be taken of a large number of parameters which are related to different vehicle characteristics when the vehicle specification is produced, which provides a very reliable development of the vehicle specification.

In the systematic production of vehicle specifications, one or more simulations are performed of how an adjustment of one or more of these parameters affects the actual property of the vehicle. This means that, for example, a salesperson can explain to the customer, for example, in a simple and clear way how the choice of the various parameters will affect the driving experience and / or the total cost of the vehicle.

The one or more simulations are based on operating data that has been stored in one or more vehicles and these have been in operation.

For example, therefore, in the present invention, an operator or vehicle agar who has previously used one or more vehicles on a particular route, or on a route similar to that particular route, may utilize operating data from those vehicles on the vehicle to be ordered and / or or copied will be used on the same route. Correspondingly, a customer and / or buyer can also use operating data from vehicles owned by other persons and / or companies, which use vehicles for this route, or a similar route. Possibly, the use of operating data from vehicles deemed by others may require a permit of some kind from the other vehicle owner.

Since the operating data for a particular route includes a variety of types of information, such as, for example, route speed limits, route topography, route trajectory, and route resistance, which may be utilized by the present invention in the one or more simulations may be utilized in the embodiment. easily a very detailed and 7 optimized vehicle specification is produced by the system. Significantly more parameters and also considerably more relevant values for these parameters will be used in the production of the vehicle specification than with previous specifications. This means that the reliability in the development of the vehicle specification is very good by utilizing the embodiment.

The present invention can also be used to streamline the sales process. Salespeople have in the past often had a hard time getting the time to rack up. By means of an embodiment of the invention, they can, by using, for example, a chassis number and / or a registration number, directly make simulations and / or optimizations which result in a vehicle specification. If the seller's previously present and time-consuming administration during the saij process, which among other things involved interaction with the hijacker, can therefore be minimized by the embodiment.

BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and of: Figure 1 shows schematically parts of an exemplary vehicle, Figure 2 shows an example of an energy access matrix, Figure 3 shows an example of a loading matrix, Figure 4 shows a control unit according to the invention. DESCRIPTION OF PREFERRED EMBODIMENTS The present invention provides a system which can calculate an energy supply in the form of an energy access matrix, such as a fuel consumption in the form of a diesel consumption, a petrol consumption, a gas consumption, an ethanol consumption or an electricity consumption, which can be intuitively understood by e.g. driver, a salesman and a buyer of a vehicle, and can be used in hazard training, farce sales and further development of the vehicle.

The system according to the invention comprises a collection unit, a calculation unit and a utilization unit. The collection unit arranged for collection of operating data including information on how at least one vehicle has been utilized before the collection.

The term "arranged liner" includes in this document the terms "adapted liner" and "arranged liner". Such operating data can be stored in today's vehicles while they are being driven. Operating data can be provided to the collection unit either directly from the at least one vehicle, or can be temporarily stored in some kind of database. Databases may comprise substantially all appropriate devices in which data may be stored, such as a server, a computer, a database, a registry or similar storage devices. Thus, the system according to the invention can retrieve operating data suitable for basing energy access calculations on.

According to an embodiment of the invention, operating data from a vehicle is used, whereby a statistical reliability of operating data increases. Thus, for example, operating data from several vehicles on a certain route can be collected and used by the system. This reduces the risk that a driver's personal cross style means that operating data from that driver's vehicle does not represent an average driver. Thus, this embodiment provides an energy input which should be generally applicable to several drivers.

The system according to the invention also comprises a calculating unit, which Or is arranged to determine an energy input c for at least one vehicle as a function of speed and torque for a driveline in this at least one vehicle, the driveline comprising, inter alia, the engine and gearbox as described above. This determination of the energy input c is based on operating data, which is obtained by the collection unit.

The system also comprises a utilization unit, which Or is arranged to utilize the energy supply c established by the system in, for example, sales, production of vehicle specifications, driver training and further development of vehicles.

As mentioned above, the calculation unit according to the present invention is arranged to determine the energy input c in the form of an energy input matrix, which shows energy input c per said speed and torque. For example, the energy input c in the form of diesel consumption for specific speeds and torques can be read, which per a very intuitive provision of the energy access information.

Figure 2 shows a non-limiting example of such an energy access matrix. Along the X-axis, the speed is specified, for example an engine speed, and along the Y-axis, torque is specified, for example an engine torque, which has been delivered at the respective speed in relation to a maximum torque, ie as a percentage of the maximum torque. The maximum torque can be different at different speeds. At different / certain speeds (X-axis) and different / certain torques (Y-axis) the vehicle has thus had an energy input c, where the values for the energy input c for the folds in the energy access matrix can be standardized with respect to all facts in the energy access matrix, whereby a standardized energy access matrix is obtained. The value gets the energy input c if the fold is calculated by the vehicle saving the value with a torque range, for example 85-98% of the maximum torque and with a torque range, for example 1240-1320 rpm.

According to an embodiment of the invention, the utilization unit is arranged to present said energy access matrix graphically.

Such a presentation can be performed in a large number of ways, for example by displaying on a screen, by printing on paper, or in any other way for a display that is known to a person skilled in the art.

The energy access matrix provided by the present invention has an advantage in that it directly shows at what speeds and torques the vehicle consumes its energy. For example, with the help of the energy access matrix it can be seen that the vehicle consumes relatively little of its energy at idle, but that it consumes a relatively large part of its energy at high load, that is to say at high torque.

According to an embodiment of the present invention, the storage unit is arranged to determine the energy input c based on a load matrix. This load matrix shows the utilized time per speed and torque and Or based on operating data.

Figure 3 shows such a load matrix. Along the X-axis, the speed is specified, as an engine speed, and along the Y-axis, torque is indicated, such as an engine torque, which has been used for each speed in running to a maximum torque. The maximum torque can be different at different speeds. At different speeds / certain (X-axis) and different / certain torques (Y-axis) the vehicle has thus been used for the time t, where the value for the time t for the fold in the load matrix can be normalized with respect to all fields in the load matrix, whereby a standardized load matrix erhalls. The value for the speed is calculated by the vehicle saving the value at a torque range, 11 for example 85-98% of the maximum torque and at a speed range, for example 1240-1320 rpm.

As can be seen from the load matrix, the vehicle has, for example, spent a relatively long time at idle, which may lead to an analysis of the load matrix leading to the erroneous conclusion that the energy input c for this idle grain would be stiff. By means of the present invention, instead, the correct conclusion can be drawn that the energy input c for the idle grain is relatively small. When analyzing the load matrix, it also appears that relatively little energy is consumed at high loads, i.e. at high torques, despite the fact that the energy supply matrix according to the present invention clearly indicates that a relatively strong part of the energy supply c occurs at high loads.

Thus, with the present invention, a more accurate and even more easily understandable information related to operating data in the form of the energy output matrix is obtained than that provided by the load matrix.

According to an embodiment of the present invention, the calculating unit utilizes a motor mussel to convert the utilized time specified in the load matrix into energy input c in the energy access matrix. The motor mussel includes information related to energy consumed per unit of time and per speed and torque.

For example, the engine shell may indicate the amount of fuel the engine 101 consumes per injection into the engine at the respective torque and speed. This amount of fuel can, for example, be obtained based on feeds of an engine in a cell, i.e. on feeds of an engine installed in a test cell for which the amount of injected fuel is fed to obtain the value for the torques at the corresponding speed. 12 For a speed and a torque, the viii saga for a fait in the energy access matrix, a product of the amount of fuel per injection multiplied by the number of injections during the time t for the corresponding fait in the load matrix gives the energy access in the form of the many industries used for this fait . Thus, the energy supply c in the form of fuel consumption can be determined in the energy access matrix according to: c = (fuel per injection) * (number of injections below t); dar (Eq. 1) c is the energy input in the form of the fuel consumption for a field in the energy access matrix; and t is the value for the time of the corresponding fact in the load matrix.

Equation 1 can be written in more detail as: c = (industry per injection) * t * speed * (number of injections vary); dar (Eq. 2) c is the energy input in the form of the fuel consumption for a fact in the energy access matrix; and - t is the value for the time of the corresponding fact in the load matrix.

According to an embodiment of the invention, the utilization unit is arranged to utilize the determined energy supply c in an assessment of how the choice of a simulated utilization of the at least one vehicle corresponds to an actual utilization of the at least one vehicle. Simulations of utilization of vehicles can, for example, be used and vehicle specifications for vehicles are developed, which are described in more detail below. Simulations can also be used, for example, in the further development of vehicles, in driver training and in other situations when it is advantageous to estimate how a vehicle is used and / or behaves at different baskets11.

The assessment of how the choice simulation originates with reality is performed according to an embodiment by the calculation unit first determining the energy input csim for the simulated utilization of the vehicle and for the corresponding actual utilization. Then compare the utilization unit energy input csam for the simulated utilization with the energy input cact for the actual utilization. If there are differences between the simulated and the actual utilization, the parameters for the simulated utilization are adjusted based on the comparison so that the simulation becomes more similar to reality. This results in very realistic simulations.

As a non-limiting example, it can be mentioned that the energy input together with the simulated use of the vehicle can be determined based on operating data partly from an engine perspective and partly from a vehicle perspective, where the vehicle perspective can include a number of different parameters in the vehicle.

It has been found that operating data related to utilized vehicle speed, wagon slope and / or roof weight the vehicle can in many cases be utilized to provide reliable value for the energy input csj, for the simulated utilization of the vehicle. For example, the simulations can then be performed in cycles of different speed intervals. After the simulations have been done, for example based at least on vehicle speed, road inclination and / or roof weight of the vehicle, the utilization unit can compare the energy input for the simulated utilization with the energy input and the actual utilization. 14 If there is a difference between the energy input cs-., „For the simulated utilization and the energy input cact for the actual utilization, this difference can be attributed to the fact that traffic disruptions and / or the driver's behavior have affected the actual utilization. DA, operating data related to the driver's behavior can be added to the continued simulations of the energy flow csim.

According to one embodiment of the present invention, the system of the present invention is arranged to perform a systematic selection of a specification for a first vehicle.

For example, first components that the customer / buyer has relatively high requirements for can be selected, which can correspond to engine specifications and frequency dimensions. Then, systematic simulations for performance related to other possible customer choices can be made. By first choosing components that are important to the customer / buyer, and for which the customer / buyer often knows what he wants, the number of possible appropriate choices can be limited. This provides computationally efficient simulations, which are aimed at specifications that the customer / buyer is most likely interested in.

The vehicle specification to be selected includes a plurality of parameters related to at least one property of the first vehicle. Typically, the present invention can thus be utilized if an order and / or purchase of a vehicle is to be made, since a vehicle specification is necessary for the newly built vehicle to be ordered or the used vehicle to be purchased to have the characteristics requested by the hijacker. However, the present invention can also be used in other situations for simulating vehicle characteristics based on a variety of parameters obtained from operating data performed.

The systematic choice of specification for the first vehicle can, for example, be performed so that the energy efficiency of the first vehicle is rewarded. In other words, the specification is selected based on an energy efficiency of the first vehicle, where the energy efficiency can be determined on the basis of the actual use of a second vehicle according to vehicle-specific operating data. The vehicle-specific operating data may have included cycles of operating data for a road section, each of which cycles includes speed, road inclination and start / stop corresponding to the road section.

As an example, if operating data related to vehicle speed shows that the vehicle is often driven at high speeds, parameters related to characteristics such as air resistance, transmission for the driveline, rolling resistance and driver assistance functions can be selected to the specification based on this information on speed utilization.

Thus, for example, skirts, spoilers and other devices that have an effect on air resistance can be selected based on the operating information at the speed. Clack can also be selected to provide a rolling resistance suitable for the speed used.

The idea is that the new vehicle, for which the specification is produced, will in all probability be used in a similar way as the other vehicle, whereby operating data for the other vehicle can be used to base energy-efficient choices for the vehicle specification on. If, for example, operating data indicates that a high roof weight has been used previously, it is relatively probable that the vehicle specification should be produced for a vehicle with a high roof weight. Correspondingly, the vehicle specification should be produced for high speeds if operating data indicates that high speeds have previously been used. Thus, it is often a wise choice to select parameters in the vehicle specification so that it would have been optimal for the vehicle-specific operating data.

In order to give the customer / buyer some choice, the system can be adapted to produce a number, for example 5 pieces, of different appropriate vehicle specifications which are then presented to the customer / buyer. A seller can then present these directly and indicate which specification would be more energy-optimized for customers / buyers based on the provided operational data. However, it can be experienced positively for the customer to know that he can actually contribute with his own wishes in the decision-making process itself. For example, the customer may have the desired schedule cm vehicle weight and / or transport time and consider that these Or important and should be taken into account in the decision. Therefore, a presentation of a number of different specifications, all of which would constitute appropriate specifications for the customer / buyer, may be appropriate in some cases.

The system according to this embodiment comprises the utilization unit and a simulation unit.

Simulation unit is arranged to simulate how an adjustment of at least one of the parameters affects the at least one property of the first vehicle. According to the present invention, this simulation unit is designed to perform the simulation based on the determined energy consumption c. With the aid of the determined energy supply c it can be checked whether the simulation parameters used have changed the values. The simulation parameters can also be adjusted based on the established energy input c, since the energy time c simply 17 shows when the majority of the industry is preferred and also what can be done to reduce consumption.

According to an embodiment of the invention, the system is arranged to select the at least one second vehicle so that the at least one second vehicle has been utilized in a substantially similar manner as the first vehicle is planned to be utilized. In other words, the system has to base the production of the vehicle specification on other vehicles which in all probability give a vehicle specification which will be adapted to the future use of the first vehicle.

For example, at least one second vehicle may be selected so that it has maps on one or more routes on which the first vehicle is planned to run. The at least one second vehicle can also be selected so that it has maps on one or more routes which in one or more respects are similar to the one or more routes the first vehicle is planned to run on. In this way, a vehicle specification can be obtained which is tailor-made for, that is to say directly adapted for, a future use of the first vehicle, which gives a law total cost for the vehicle and at the same time a good driver comfort.

According to an embodiment of the present invention, the retrieval unit of the system comprises a receiving unit, an identification unit and a retrieval unit. The receiving unit Or arranged to receive an entry of identification information for the at least one second vehicle. This identification information can typically be a chassis number, a registration number, or any other information suitable for vehicle identification. The identification unit Or is arranged to identify the at least one second vehicle based on the identification information, after which the retrieval unit is arranged to retrieve operating data for the identified vehicle.

For example, one or more registration numbers for one or more vehicles that a customer and / or a buyer and / or a seller knows or thinks they know have appropriate operating data are entered into the system receiving unit. Typically, the customer and / or buyer may have entered a registration number for one of their previous vehicles that the customer and / or buyer knows has been used in a similar way as the new vehicle is to be used, after which operating data for this identified vehicle is retrieved to the system and can be used via energy access c to determine the vehicle specification.

When operating data has been obtained from one or more lamp vehicles, and the energy input c has been determined, different simulations can be made based on this energy output c, for which one or more parameter values are different. These different simulations can then be compared with each other and / or used to see what effect adjustments of the parameter value will have on the properties of the vehicle, whereby a suitable vehicle specification can be systematically selected.

More specifically, for this embodiment, the simulation unit is arranged by calculating by a first simulation a first simulation value based on the energy input and on at least one first parameter value having at least one of the plurality of parameters. This at least one first parameter value is related to a first vehicle specification. The simulation unit is also arranged to calculate in a second simulation a second simulation value based on the energy input c and on at least a second parameter value gets at least one of the plurality of parameters, where the second parameter value is related to a second vehicle specification.

A comparison unit then compares the used simulation parameters with the value and compares the first and second simulation values, after which an indication of the first vehicle specification or the second vehicle specification is appropriate. The appropriate vehicle specification may thus have been provided based on the comparison of the first and second simulation values.

According to one embodiment of the invention, a plurality of vehicle specifications may be indicated as appropriate. A plurality of second simulation values are included in the at least one second simulation value, each of this plurality of second simulation values being calculated based on the respective at least one second parameter value. The comparison unit then compares the first simulation value with this plurality of second simulation values. Thereafter, a predetermined number of vehicle specifications are identified as possible appropriate vehicle specifications based on the comparison. Then, an indication of this predetermined number of possible appropriate vehicle specifications is provided.

According to one embodiment of the invention, the first and the at least a second simulation value are related to industry consumption. Thus, if the comparison unit determines a difference in fuel consumption that results from the adjustment of the parameter, that is, the difference in fuel consumption between the first and second simulation. Since the first and second simulations are related to a first and a second vehicle specification, respectively, the comparison will also indicate a difference in industry consumption for each vehicle specification for the energy input c used in the simulations. The difference in fuel consumption can be indicated in a number of different ways, for example in percent, as liters per 100 km, as energy, or as carbon dioxide emissions. Since fuel consumption is an important factor for the vehicle's total cost and for millions, the difference in fuel consumption for the different vehicle specifications can be an important factor when choosing a vehicle.

According to an embodiment of the invention, the first and at least a second simulation value are related to an energy store. In this document, the term energy storage includes essentially all devices which can store any kind of energy, such as a bat in or a capacitor, which can be charged and stored electrical energy, a flywheel, which includes a mass which can be set in rotation, whereby rotational energy is stored as the rotating mass, or a rubber band, which is twisted up in order to be able to give off the energy when the rubber band returns to its original state. Energy can be stored here, for example, during deceleration, for later use in subsequent accelerations, which is typically used, for example, in electric hybrids.

According to the embodiment, the equilibrium unit determines a difference in energy storage between the first and second vehicle specifications because these are related to the first and second simulations, respectively, or so the equilibrium unit determines at least if there is a potential for gain in energy storage. A potential for profit in energy storage depends on how the other vehicle has been driven. In general, a lot of energy can be stored and recovered if many decelerations are made. However, it can nevertheless be more efficient in terms of energy to drive the vehicle with earlier braking. At least the number and length of the brakes as well as their applicability should 21 be taken into account when determining the potential gain in energy storage.

Each of the parameters used in the simulations of the present invention may, for example, be related to one or more vehicle characteristics: a gearbox for a rear axle, a gearbox, an engine, a clutch, a braking system, a turbocharger, a wheel type, a gearbox, a the batten, an air resistance, a rolling resistance, roof type and an exhaust purification system. A roof type is defined in this document by its monster and / or rubber compound. Thus, for example, a simulation in which a parameter related to the rear axle gear ratio can be adjusted to see how this affects the rear axle gear ratio in particular. Similarly, adjustments of parameters related to the gearbox, engine, clutch, brake system, turbocharger, wheel type, distribution gearbox, battery, air resistance, rolling resistance, roof type or exhaust purification system can be used to simulate the characteristics of the gearbox, engine, clutch, turbocharger , the distribution shaft load, the battery, the air resistance, the rolling resistance, the type of roof and the exhaust gas cleaning system are affected by the adjustment. As a result, a vehicle specification comprising a plurality of such parameters can be produced by utilizing the present invention, where these parameters have been adjusted so that the vehicle characteristics become those desired by the customer and / or the buyer.

For example, the air resistance of the vehicle can be changed by adding / removing skirts, spoilers or other air resistance affecting devices to adapt the vehicle to a utilization of a certain speed range.

In this way, the coherence between the vehicle specification and the actual use can be improved. Operating data, which form the basis for, for example, the load matrix, may include a use time for at least one gear in the gearbox 103 in the at least one second vehicle, respectively. Thus, the operating data indicates which gears have been used and how long the different gears have been used in the at least one second vehicle. Operating data for service life for gear units can, according to one embodiment, be stored in connection with the gearbox barn 103 in the at least one second vehicle. Operating data for the service life of gear units can, according to one embodiment, also be calculated, for example, based on the load matrix, which includes the value corresponding to time periods in which at least one second vehicle has used different engine speeds and different engine torques. According to one embodiment, the operating data system according to the present invention is provided in the form of at least one load matrix, wherein the at least one load matrix comprises values corresponding to time periods in which the at least one second vehicle has used different engine speeds and different engine torques.

Operating data may also include a service life of at least one speed, respectively, which is supplied to a gearbox in the at least one second vehicle. The operating data indicates a description of which speeds have been used by the other vehicle and how long these different speeds have been used in the at least one second vehicle.

Operating data may also include a service life of at least one engine torque which is supplied to the gearbox 103 in the at least one second vehicle, i.e. a description of which engine torques have been utilized and how long these engine torques were utilized. Operating data may also include at least one fuel consumption for the engine 101 in the at least one second vehicle.

According to one embodiment, losses in the driveline for two different vehicles, or for two different vehicle specifications, can be simulated based on its speeds and driving forces. These losses can then be compared on board.

Operating data can also include a service life for each at least one engine torque per used gear in the At least one second vehicle, that is to say a description of which engine torques have been used for the various gears and how long these engine torques were used. This embodiment provides a good solution for the engine torque because it is divided by gear.

Operating data may also include at least one loss of a driveline in the at least one second vehicle.

Operating data may also include at least one road slope a and At least one vehicle speed for road sections where at least one second vehicle has been used, typically for road sections along routes (If the first vehicle is intended to be used. Based on road slope a and speed, driving resistance can be calculated. saw the forces that slow down the vehicle's progress.

Operating data may also include at least one utilized speed profile for the at least one second vehicle. These one or more speed profiles can be used to perform one or more simulations for different speed ranges. These simulations can be performed in cycles including start / stop, velocities and wagon slope for a wagon section.

These cycles can be market-adapted, so that, for example, a 24-cycle corresponds to a speed range and / or a gradient profile for a country or region with special speed limits and / or topography, such as Germany.

Operating data may also include at least one utilized roof weight for the at least one second vehicle. Often a new vehicle takes over an old route, which is why the roof weight can often be similar to those in the collected operating data.

Operating data may also include at least one height above sea level for places where at least one other vehicle has been used. As a result, a property of the turbocharger can be determined. For example, there are turbochargers which are specially adapted for use at high altitudes, which can be selected in the vehicle specification. Engine properties can also be determined based on at least one height above sea level as different engines are differently suitable for different heights above sea level.

According to an embodiment of the invention, the operating data comprises a vehicle load for the other vehicle. The vehicle load together with the speed of the other vehicle can be used to base the simulation on. The vehicle load may preferably be stored as vehicle load per speed for easy use in the simulation. In this document, cargo / vehicle load refers to the mass or weight of what is transported by the vehicle. In other words, Is the load / vehicle load, for example, related to what is in the vehicle's luggage compartment or on the vehicle's platform.

Those skilled in the art will appreciate that the system for utilizing operational data according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to execute the method. The computer program usually forms part of a computer program product 403, (The computer program product comprises a suitable digital storage medium on which the computer program is stored. The computer readable medium consists of a suitable memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc.

Figure 4 schematically shows a control unit 400. The control unit 400 comprises a computing unit 401, which can be constituted by essentially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The calculating unit 401 Or is connected to a memory unit 402 arranged in the control unit 400, which provides the calculating unit 401 e.g. the stored program code and / or the stored data calculation unit 401 need to be able to perform calculations. The calculation unit 401 Or arranged to store partial or final results of calculations in the memory unit 402.

Furthermore, the control unit 400 is provided with devices 411, 412, 413, 414 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 411, 413 may be detected as information and may be converted into signals which may be processed by the calculating unit 401. These signals are then provided to the calculating unit 401. The devices 412 414 for transmitting output signals Or arranged to convert signals obtained from the calculating unit 401 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of and / or systems in the vehicle. Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be constituted by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection. One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 401 and that the above-mentioned memory may be constituted by the memory unit 402.

Generally, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided between a control unit here. Vehicles of the type shown thus often comprise considerably more control units than what is shown in figure 4, which is the choice for the person skilled in the art.

Present invention Or in the embodiment shown implemented in the control unit 400. However, the invention can also be implemented in whole or in part in one or more other control units already existing with the vehicle or a control unit dedicated to the present invention.

Those skilled in the art will also appreciate that the above system may be modified according to the various embodiments of the method of the invention.

In addition, the invention relates to a motor vehicle 1, for example a truck or a bus, comprising at least one system for utilizing operating data according to the invention.

The present invention is not limited to the above-described embodiments of the invention but relates to and encompasses all embodiments of the scope of the claims. 27 ar Thom de Inifogade independent 28

Claims (3)

A system for utilizing operating data from at least one vehicle (100), characterized by: 1. a collection unit arranged for collecting said operating data, wherein said operating data comprises information on how said at least one vehicle has been utilized; A calculation unit arranged to determine, based on said operating data, an energy input c in the form of an energy access matrix for said at least one vehicle (100) as a function of speed and torque for a driveline in said at least one vehicle (100); and 3. a utilization unit arranged to utilize said energy supply c. 2. A system according to claim 1, wherein said energy access c corresponds to at least one fuel consumption in the group of: 1. diesel consumption; 2. fuel consumption; 3. gas consumption; - ethanol consumption; and 4. electricity consumption. A system according to any one of claims 1-2, wherein said energy access matrix shows energy access c per said speed and torque. A system according to any one of claims 1-3, wherein said utilization unit Or is arranged to present said energy access matrix graphically. A system according to any one of claims 1-2, wherein said calculation unit Or is arranged to determine said energy input c based on a load matrix, which is based on 29 operating data and shows the time used per said speed and torque. A system according to claim 5, wherein said bending unit is arranged to use in said determination a motor shell for converting said utilized time in the load matrix into an energy outlet c, wherein said energy exit matrix is obtained. The system of claim 6, wherein said engine shell comprises information related to energy consumed per unit time and per said speed and torque. A system according to any one of claims 1-7, wherein said utilization unit Or is arranged to utilize said energy output c in an assessment of how the choice of a simulated utilization of said at least one vehicle corresponds to an actual utilization of said at least one vehicle. A system according to claim 8, wherein: - said bending unit is arranged to determine said energy consumption for said simulated utilization c, and for said actual utilization cact; and - said utilization unit is arranged to compare said energy consumption csj, for said simulated utilization with said energy consumption cact for said actual utilization, and to adjust said simulated utilization based on said comparison. A system according to any one of claims 1-9, wherein said system is arranged to perform a systematic selection of a specification for a first vehicle, said specification comprising a plurality of parameters related to at least one property of said first vehicle, said utilization unit comprising a simulation unit arranged to simulate how an adjustment of at least one of said plurality of parameters affects said at least one property of said first vehicle, wherein said simulation is based on said energy input C. 11. A system according to any one of claims 10, wherein said system is arranged to selecting said at least one second vehicle so that said at least one second vehicle has been utilized in a substantially similar manner as said first vehicle is planned to be utilized. A system according to any one of claims 10-11, wherein said operating data comprises information related to at least one use of said at least one second vehicle in the group of: 1. a service life of respectively at least one gear in a gearbox (103) in said at least one other vehicles; A service life of at least one speed, respectively, which is supplied to a gearbox (103) in said at least one second vehicle; A service life of at least one engine torque, respectively, which is supplied to a gearbox (103) in said at least one second vehicle; 4. a service life of respectively at least one engine torque per used gear for a gearbox (103) in said at least one second vehicle; - at least one fuel consumption for an engine (101) in said at least one second vehicle; 5. at least one driving force at at least one wheel (111, 112, 113, 114) has said at least one second vehicle; At least one loss for a driveline in said at least one second vehicle; 7. at least one wagon slope c and at least one vehicle speed for wagon sections where said at least one other vehicle has been used; A roof weight for said at least one second vehicle; and 9. at least one height above sea level for places where the said at least one second vehicle has been used. A system according to any one of claims 10-12, wherein said simulation unit is arranged to perform at least the steps of: 1. calculating a first simulation value based on said operating data and on at least a first parameter value for at least one of said plurality of parameters, wherein said at least one first parameter value is related to a first specification; 2. calculating at least a second simulation value based on said operating data and on at least a second parameter value for said at least one of said plurality of parameters, wherein said at least one second parameter value is related to a second specification; 3. comparing said first simulation value and said at least one second simulation value; - indicate said first specification or said second specification as an appropriate specification based on said comparison. The system of claim 13, wherein said first simulation value and said at least one second simulation value are related to at least one in the group of: 1. fuel consumption; 2. chorbility; 3. component life; and 4. energy storage. A system according to any one of claims 10-14, wherein at least one of said plurality of parameters is related to 32 At least one feature in the group of: 1. a gear for a rear axle; 2. a gearbox (103); 3. a motor (101); - a coupling (106); 4. a braking system; 5. a turbocharger; 6. a wheel type; 7. a distribution gearbox; - a bat; 8. an air resistance for said vehicle; 9. a rolling resistance for said vehicle; 10. roof type; and 11. an exhaust gas purification system (200). Computer program comprising program code, which when said program code is executed in a computer causes said computer to perform a procedure for utilizing operating data, characterized by: 1. a retrieval of operating data from at least one vehicle, day. said operating data includes information on how said At least one vehicle has been utilized; 2. a calculation based on said operating data for determining an energy input c in the form of an energy access matrix for said vehicle as a function of speed and torque for a driveline in said vehicle; and 3. utilizing said energy access c. 17. A computer program product comprising a computer readable medium and a computer program according to claim 16, wherein said computer program Or is included in said computer readable medium. 171. L ------ 00Z 90 L ------ LO L C) CO L 170 L ------ L 00 L Z1.1 .--- i 1. 01. ZOI. 1. 'Old 2. / 3 Energy fit matrix - percent (%) 04, ME III III 1 III VIII 1 IIII Ell ONION I ME 1111 1111 11111 I II IIII Ell MIN MN IS ill Mill Ell Ell EMI NMI MIN MIN III NI I • IIIIIII 111111 Eli Mil IMO II Ell 111M1111111111111 MOO I MEM III NM Ell ill MI NEM WO MN RIO MN INN MN I II IIIIIIII II 1111 BEI 111111111111 MN NMI MIN 11111 III ill 111111 ION III III ill Mil OM MIll IIIIII 11111111 MS Mill Ell MI Mil Mill MI III 111111 Ell IMO Ina MIll III MI EMI Mil Ili Ell Ell MI MI = I MI Ell 1E11 MEI NM I II MI Oil II III II IIIIIII III I II I II II IIIIIII 1 III 1 I III 111 OM OM IIIIII Ell Ell ME III 11111 III NMI Ell 111111 1E11 Ell NMI 111111 Mil IIIII MI NM MI MIll MIN Ell Ell Ell Mill Mill INN NOM INN MI MI MI Ell MI MN Ell ill Nil NMI NMI IMII 6 NMI Mil MINI Ell ME ME al all Ell Ell IKE 11.11 In NM IMO Mil MOM OEM Ell 111111 Ell NM NM 1111111 <1240 <1320 <1400 <650 <850 <1000 <112 <1480 <1600 <1900 <2200> 2200 rpm Call matrix percent (0/0) <8 <75 3.