WO2009071369A1 - Procédé et dispositif de détermination d'un itinéraire - Google Patents

Procédé et dispositif de détermination d'un itinéraire Download PDF

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Publication number
WO2009071369A1
WO2009071369A1 PCT/EP2008/063749 EP2008063749W WO2009071369A1 WO 2009071369 A1 WO2009071369 A1 WO 2009071369A1 EP 2008063749 W EP2008063749 W EP 2008063749W WO 2009071369 A1 WO2009071369 A1 WO 2009071369A1
Authority
WO
WIPO (PCT)
Prior art keywords
energy consumption
route
dependent
speed
traffic
Prior art date
Application number
PCT/EP2008/063749
Other languages
German (de)
English (en)
Inventor
Guido Mueller
Michael Laedke
Original Assignee
Robert Bosch 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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2009071369A1 publication Critical patent/WO2009071369A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3469—Fuel consumption; Energy use; Emission aspects

Definitions

  • the invention is based on a method and a device according to the preamble of the independent claims.
  • a fast route over the highway usually has a longer route than a short route, so more energy is needed to handle the longer route at higher speed during this lower engine run time.
  • the short route is similar in that at much lower speeds, less energy is needed to move the vehicle, but the time to travel the route is longer and the number of acceleration times is greater. Since neither the travel time nor the route length correlate directly with the energy consumption, an optimal route in terms of travel time or route will generally not represent the optimum in terms of energy consumption.
  • Current implementations for the determination of a low-energy route follow the approach, one Optimized route to a mixture of criteria short route and fast route to determine, which is believed that it tends to use less fuel than without this criteria mixture.
  • EP 1 505 555 B1 a further development of the above-mentioned vehicle navigation system is described, in which additionally a time upper limit for the total travel time of the selected route is taken into account for determining the most fuel-efficient route, so that, as a result, a most fuel-efficient route is determined from the set of possible routes that do not exceed a maximum travel time. Furthermore, relative fuel consumption values are provided for gradient and gradient sections, so that an absolute fuel consumption for each partial section can be determined from a vehicle-specific average fuel consumption value and the topology-dependent relative values.
  • Nodes of the map data are assigned which nodes commonly represent intersections, freeways and other traffic junctions in a traffic route network.
  • acceleration-dependent consumption components can also be assigned to edges within which a change in speed is to be expected regularly, that is to say, for example, on sections with varying speed limits or for consideration of traffic disruptions which are obtained, for example, as coded traffic reports broadcast via broadcasting or the like.
  • this part of the elements and / or further elements of the map data are assigned speed-dependent energy consumption value parts.
  • an actual vehicle speed has a significant influence on the
  • a driver information system which may also include an inventive navigation system for performing the method according to the invention, as well as to overcome the internal Friction of a running internal combustion engine, consumed.
  • This base load falls predominantly in motion - A -
  • the vehicle is therefore preferably assigned both to the edges representing the sections, so also the traffic nodes as intersections representing nodes.
  • the route determination to be based on
  • Energy consumption values for each particular element of the map data from this element information about a typical speed or typical speed differences and stored consumption shares determined. For example, based on a typical for a considered highway section speed of, for example
  • Intersection at which a stop of the vehicle is to be expected, associated with an energy consumption, which results from a typical energy consumption for an acceleration process from a standstill to a speed of, for example, 50 km / h.
  • vehicle-specific influencing factors such as type of vehicle (car, truck, ...), drive type, such as petrol, diesel, LPG, natural gas, ethanol or electric motor or hybrid drive, manual or automatic transmission, typical energy consumption values, tires Loading conditions and attachments, such as roof racks, trailers and the like and / or
  • External event-dependent influencing variables such as weather conditions, messages about traffic-relevant events such as in particular traffic disruptions and / or
  • driver-specific influences in particular a driving style of the driver (sporty / conservative / energy-saving) considered.
  • a multidimensional characteristic map for the acceleration-dependent component which is also preferably determined for the speed-dependent energy consumption values, determines which of the respective acceleration-dependent and / or speed-dependent components / s of the energy consumption value is / are used.
  • a time-dependent energy consumption value component it is preferable to associate the or at least some of the elements with a time-dependent energy consumption value component.
  • a time-dependent basic energy consumption which is caused for example by the running even at a standstill internal combustion engine such as waiting times at intersections and other base loads, advantageously taken into account.
  • the driving time results from a forecast of the total driving time on the basis of typical speed values for individual road sections or specific road classes.
  • the invention can be advantageously implemented in a navigation device for motor vehicles. It is not limited to onboard navigation. In particular, solutions for route computers on the Internet are conceivable.
  • FIG. 1 is a block diagram of a vehicle navigation system as an example of an arrangement for carrying out the method according to the invention
  • Figure 2 is a diagram of the example of the relationship between vehicle speed and speed-dependent
  • the reference numeral 1 denotes the arrangement according to the invention for carrying out the method according to the invention, here without limiting the generality of the invention using the example of a navigation system for permanent or at least temporary use in a motor vehicle, ie a vehicle navigation system.
  • the navigation device 1 comprises, in a manner known per se, means 11 for self-locating and thus for determining a current vehicle location, for example a receiver for GPS satellite positioning signals, preferably additionally inertial sensors and the like, whereby the respective current location is determined from a combination of these signals.
  • a destination Via an operating device 12, which preferably has control elements, a destination can be entered by the user.
  • a route calculation module 13 which is preferably a software module that is processed by a computer of a central controller 10 of the navigation system 1, calculates a route from the current vehicle location to the entered destination via a traffic route network represented by map data 14 stored in a mass memory 14 becomes.
  • the map data 14 includes elements, namely, edges representing road sections and nodes representing intersections, freeways, and other traffic nodes. These elements are assigned energy consumption values. In the case of the edges, these include one speed-dependent fraction resulting from an energy expenditure required to maintain a currently driven speed. This depends in particular on the currently driven speed itself. This will be discussed in more detail later. Furthermore, the node energy consumption values are also assigned. These include here an acceleration-dependent portion which results from the energy expenditure for accelerating the vehicle from a first speed, for example standstill, to a second speed. This proportion is dependent on numerous parameters, which will be discussed later.
  • nodes can also be provided, for example, within sections of sections at locations where, for example, a speed limit on a motorway is canceled, so that acceleration processes at this point can advantageously be considered directly as acceleration.
  • nodes can also be provided, for example, within sections of sections at locations where, for example, a speed limit on a motorway is canceled, so that acceleration processes at this point can advantageously be considered directly as acceleration.
  • especially nodes can also be provided, for example, within sections of sections at locations where, for example, a speed limit on a motorway is canceled, so that acceleration processes at this point can advantageously be considered directly as acceleration.
  • especially nodes can also be provided, for example, within sections of sections at locations where, for example, a speed limit on a motorway is canceled, so that acceleration processes at this point can advantageously be considered directly as acceleration.
  • especially nodes can also be provided, for example, within sections of sections at locations where, for example, a speed limit on a motorway is canceled, so that acceleration processes at this point can advantageous
  • Energy consumption value shares are assigned, which result from a basic consumption at standstill of the vehicle.
  • a modern-day car consumes about 0.5 liters of gasoline per hour at a standstill, for example in front of a traffic light or a railroad crossing.
  • This basic consumption results from the friction losses to be overcome in the engine and, moreover, the energy demand in the vehicle operated electrical consumers, a driver information system, which also includes the navigation system, a comfort equipment, such as a seat heating and interior air conditioning and, for example, the engine control.
  • the route calculation takes place in such a way that a route is determined with the lowest possible energy consumption.
  • the exact mode of operation will be explained in more detail later and is essentially based on the fact that the calculation process takes place according to, for example, Ford Moore or Dijkstra via the energy consumption values instead of the route segment lengths, for example for the criterion shortest route.
  • the calculated route is stored in a route memory 18 and based on a subsequent route guidance, which is determined in the course of the movement of the vehicle whose current location and aligned with the route and, if necessary, guidance instructions for following the route generated and, for example, as synthesized speech via an output device 16 be issued acoustically.
  • the route can also be displayed, for example, on a display 19 in a map representation.
  • the navigation system 1 further advantageously has a statistics component
  • This statistical component 101 which is implemented as a software module by the computer 10.
  • This statistical component 101 has the task to record energy-relevant data during operation of the vehicle and to adjust values stored in a parameter memory 17 according to the collected data according to standard statistical methods. For example, the evaluates
  • Statistics component 101 from a respective current vehicle speed and sets them to, for example, the road class of the currently traveled road in relation.
  • the navigation system or in its parameter memory 17 it is possible to adapt the navigation system or in its parameter memory 17 to preferences of the driver regarding a speed on a road of a particular road class.
  • energy consumption value shares for certain route sections or nodes can also be detected and statistically processed. For example, in this way the driving style, sporty, defensive, consumption-optimized or the like, of the vehicle driver and its influence on the energy consumption can be mapped onto the stored information.
  • TMC traffic reports in accordance with ISO 14819, which are obtained, for example, via a radio receiver 15, can also be taken into account for the route calculation.
  • the stored energy consumption values are changed as a function of the traffic reports received for the affected sections of the route.
  • the degree of change is preferably dependent on the nature of the Fault event and its extent or alternatively the effects of the event on the traffic flow controlled.
  • the routes should be able to be determined with regard to various optimization criteria, eg. As the travel time, route or as in the present case, the energy consumption.
  • various optimization criteria eg. As the travel time, route or as in the present case, the energy consumption.
  • the criteria values to be optimized are described by an abstract resistor.
  • the digitized traffic route network used for the route calculation is regularly represented by nodes and edges.
  • the edges represent the traffic route sections (road sections) and the nodes the traffic nodes
  • the transitions in the node resistors are assigned.
  • the edge resistance describes the travel time or distance of the edge. Within a node usually no distance is covered, so that a travel time or route does not arise. Instead, the node resistance essentially describes the maneuver to get from the input to the output edge of the node.
  • the basis for the energy-optimized route is the determination of the probable energy consumption for each possible route.
  • the energy consumption for maintaining the travel speed on the route is essential for the energy consumption. Assuming a nearly constant speed, the counteracting
  • another physical aspect is essential, namely the acceleration.
  • the energy expenditure required to accelerate the vehicle from a first speed, for example from a stationary position, to a second speed is to be considered.
  • EV total distance ⁇ EV B + ⁇ EV S + EV T / 2 /
  • the energy consumption component for acceleration processes is a function f ⁇ c (a)
  • Vehicle a type of drive, a typical energy consumption and of
  • the energy consumption fraction for holding a current driving speed is a function f E c (v) depending on the type of vehicle, a type of drive, a typical energy consumption, a tire and attachments and the like, road-specific characteristics, namely in particular a slope and external influences, such as the weather conditions.
  • the relationship according to FIG. 2 results. Accordingly, the energy consumption first decreases with increasing speed.
  • the instantaneous energy consumption f E v (a) can be described by a function of the acceleration. Based on a constant acceleration results in the acceleration process energy consumption according to the following formula.
  • ⁇ f EV ⁇ a) - ⁇ Fmal a fM
  • the function of the instantaneous energy consumption includes the dependencies with respect to the acceleration described in the table above and shown in the table.
  • the corresponding relationships between the parameters can preferably be represented by tables due to the complex relationships. They are preferably announced to the system initially and can be adapted successively by a statistical component.
  • intersections and road changes The influence of intersections and road changes is described by the speed differences at these locations.
  • Driving maneuvers can be set for the resistance of the probability of the required acceleration process. So with a left turn is more likely to slow down and accelerated again, as in other maneuvers.
  • the waiting times typical for certain maneuvers are taken into account by the probability function p (M) as a function of the maneuver.
  • the instantaneous energy consumption can be described by a function of the speed. Starting from a constant speed results in an energy consumption along the route according to the following
  • the function of the current energy consumption includes the speed dependencies shown in the table and described above.
  • the corresponding relationships between the parameters can preferably be represented by tables due to the complex relationships. They are announced to the system Initial and can be adapted successively by a statistical component.
  • the influence of bends and traffic disturbances along the route must be described by additional acceleration processes. It is usually slowed down before corners and it must be accelerated again afterwards. This fact takes into account the additional energy consumption according to the following formula.
  • the energy consumption to cover the distance corresponds to the resistance in the route calculation.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Navigation (AREA)

Abstract

L'invention concerne un procédé de détermination d'un itinéraire entre un point de départ et un point d'arrivée, un itinéraire optimal étant déterminé en tenant compte de la consommation d'énergie, des éléments de données cartographiques représentant un réseau routier étant associés à des valeurs de consommation d'énergie, ces données cartographiques servant de base à la détermination de l'itinéraire, et ces valeurs de consommation d'énergie comportant une partie dépendant de la vitesse. L'invention porte également sur un dispositif destiné à la réalisation de ce procédé. L'invention présente l'avantage d'améliorer une détermination d'itinéraire avec, comme objectif, une consommation globale d'énergie la plus faible possible.
PCT/EP2008/063749 2007-12-07 2008-10-14 Procédé et dispositif de détermination d'un itinéraire WO2009071369A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200710059120 DE102007059120A1 (de) 2007-12-07 2007-12-07 Verfahren zur Bestimmung einer Route und Vorrichtung dazu
DE102007059120.0 2007-12-07

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Publication Number Publication Date
WO2009071369A1 true WO2009071369A1 (fr) 2009-06-11

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Cited By (14)

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EP2182323A1 (fr) * 2008-10-31 2010-05-05 Clarion Co., Ltd. Dispositif de navigation et procédé de navigation
DE102010027172A1 (de) * 2010-07-14 2012-01-19 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur Bestimmung einer energieminimalen Route
CN103328931A (zh) * 2010-10-01 2013-09-25 奥迪股份公司 用于获得速度分布的方法
US8849499B2 (en) 2011-01-06 2014-09-30 Ford Global Technologies, Llc Methods and systems for monitoring a vehicle's energy source
US8849742B2 (en) 2012-01-24 2014-09-30 Ford Global Technologies, Llc Method and apparatus for providing charging state alerts
US8849555B2 (en) 2012-02-29 2014-09-30 Inrix, Inc. Fuel consumption calculations and warnings
US8907776B2 (en) 2011-10-05 2014-12-09 Ford Global Technologies, Llc Method and apparatus for do not disturb message delivery
CN104271423A (zh) * 2012-03-02 2015-01-07 奥迪股份公司 用于对预测品质进行确定的方法和装置
US9043141B2 (en) 2008-10-31 2015-05-26 Clarion Co., Ltd. Navigation system and navigation method of route planning using variations of mechanical energy
US9066298B2 (en) 2013-03-15 2015-06-23 Ford Global Technologies, Llc Method and apparatus for an alert strategy between modules
US9346466B2 (en) 2012-12-03 2016-05-24 Audi Ag Method for traffic-flow-conditioned adaptation of stopping processes to a synthetically modulated speed profile along a route travelled along by a vehicle and control device for carrying out the method
US9462545B2 (en) 2013-03-14 2016-10-04 Ford Global Technologies, Llc Method and apparatus for a battery saver utilizing a sleep and vacation strategy
US9631940B2 (en) 2010-06-21 2017-04-25 Ford Global Technologies, Llc Method and system for determining a route for efficient energy consumption
CN113610464A (zh) * 2021-08-03 2021-11-05 深圳信息职业技术学院 一种基于物联网及通信技术的智能车联网智慧平台

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DE102010015342A1 (de) * 2010-04-17 2011-10-20 Albrecht Kretzschmar Energie-Navigations-Karte
WO2012009479A1 (fr) 2010-07-13 2012-01-19 Telenav, Inc. Système de navigation ayant un mécanisme de guidage de destination sur base d'itinéraire écologique et son procédé de fonctionnement
WO2012065726A1 (fr) 2010-11-18 2012-05-24 Audi Ag Calcul d'autonomie et/ou de consommation au moyen de coûts énergétiques affectés à des segments de surface
DE102011080758A1 (de) 2011-08-10 2013-02-14 Bayerische Motoren Werke Aktiengesellschaft Navigationsverfahren und Navigationsvorrichtung
FR2983614B1 (fr) * 2011-12-02 2017-02-03 Renault Sa Procede d'estimation de la consommaton energetique d'un vehicule automobile
KR101317138B1 (ko) * 2011-12-09 2013-10-18 기아자동차주식회사 전기자동차의 에코 드라이빙 시스템 및 그 방법

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Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9043141B2 (en) 2008-10-31 2015-05-26 Clarion Co., Ltd. Navigation system and navigation method of route planning using variations of mechanical energy
EP2182323A1 (fr) * 2008-10-31 2010-05-05 Clarion Co., Ltd. Dispositif de navigation et procédé de navigation
US9631940B2 (en) 2010-06-21 2017-04-25 Ford Global Technologies, Llc Method and system for determining a route for efficient energy consumption
DE102010027172A1 (de) * 2010-07-14 2012-01-19 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur Bestimmung einer energieminimalen Route
DE102010027172B4 (de) * 2010-07-14 2013-09-26 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur Bestimmung einer energieminimalen Route
CN103328931A (zh) * 2010-10-01 2013-09-25 奥迪股份公司 用于获得速度分布的方法
US8849499B2 (en) 2011-01-06 2014-09-30 Ford Global Technologies, Llc Methods and systems for monitoring a vehicle's energy source
US9380158B2 (en) 2011-10-05 2016-06-28 Ford Global Technologies, Llc Method and apparatus for do not disturb message delivery
US8907776B2 (en) 2011-10-05 2014-12-09 Ford Global Technologies, Llc Method and apparatus for do not disturb message delivery
US8849742B2 (en) 2012-01-24 2014-09-30 Ford Global Technologies, Llc Method and apparatus for providing charging state alerts
US9387768B2 (en) 2012-01-24 2016-07-12 Ford Global Technologies, Llc Method and apparatus for providing charging state alerts
CN104136888A (zh) * 2012-02-29 2014-11-05 因瑞克斯有限公司 燃料消耗计算和警告
US8849555B2 (en) 2012-02-29 2014-09-30 Inrix, Inc. Fuel consumption calculations and warnings
CN104271423A (zh) * 2012-03-02 2015-01-07 奥迪股份公司 用于对预测品质进行确定的方法和装置
US9150222B2 (en) 2012-03-02 2015-10-06 Audi Ag Method and device for determining a prediction quality for a predicted energy consumption of a motor vehicle
CN104271423B (zh) * 2012-03-02 2016-11-09 奥迪股份公司 用于对预测品质进行确定的方法和装置
US9346466B2 (en) 2012-12-03 2016-05-24 Audi Ag Method for traffic-flow-conditioned adaptation of stopping processes to a synthetically modulated speed profile along a route travelled along by a vehicle and control device for carrying out the method
US9462545B2 (en) 2013-03-14 2016-10-04 Ford Global Technologies, Llc Method and apparatus for a battery saver utilizing a sleep and vacation strategy
US9066298B2 (en) 2013-03-15 2015-06-23 Ford Global Technologies, Llc Method and apparatus for an alert strategy between modules
US9872254B2 (en) 2013-03-15 2018-01-16 Ford Global Technologies, Llc Method and apparatus for an alert strategy between modules
CN113610464A (zh) * 2021-08-03 2021-11-05 深圳信息职业技术学院 一种基于物联网及通信技术的智能车联网智慧平台

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