WO2018130502A1 - Procédé d'optimisation de la stratégie de passage de vitesse - Google Patents

Procédé d'optimisation de la stratégie de passage de vitesse Download PDF

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Publication number
WO2018130502A1
WO2018130502A1 PCT/EP2018/050404 EP2018050404W WO2018130502A1 WO 2018130502 A1 WO2018130502 A1 WO 2018130502A1 EP 2018050404 W EP2018050404 W EP 2018050404W WO 2018130502 A1 WO2018130502 A1 WO 2018130502A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
route
sensors
route information
data
Prior art date
Application number
PCT/EP2018/050404
Other languages
German (de)
English (en)
Inventor
Jörg BUSCH
Jochen Elsner
Original Assignee
Voith Patent 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 Voith Patent Gmbh filed Critical Voith Patent Gmbh
Publication of WO2018130502A1 publication Critical patent/WO2018130502A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/10—Buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/20—Road profile
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle for navigation systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/143—Busses
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0015—Transmission control for optimising fuel consumptions

Definitions

  • the invention relates to a method for optimizing a shift strategy for an automatic transmission or an automatic shifting transmission in a vehicle, depending on the expected driving distance of the vehicle.
  • the route information is determined on the basis of sensors in the vehicle in order to optimize the shift strategy of the vehicle.
  • sensors detect physical data within the vehicle and thus differ fundamentally from a satellite receiver, which colloquially is sometimes referred to as a GPS sensor, but is not a sensor in the sense of the present invention.
  • the route information determined on the basis of the data of the sensors is now stored in a memory at regular intervals, for example at regular time intervals and / or at regular distance distances during the drive of the vehicle. Within the vehicle so the corresponding data are stored. Furthermore, there are already stored route information of previous journeys in the memory.
  • the newly stored data and the previously stored data of the previously traveled routes can now be compared with each other, so that based on this comparison a stored previously traveled route can be recognized as expected route, if several consecutive data of the current ride the data previously carried out ride. Without the need, one Determining the position of the vehicle, it can now be concluded based on the comparison on which route the vehicle currently drives.
  • the thus predicted driving distance of the vehicle can then be used as the basis for the optimization of the shift strategy, comparable to what is done in the prior art with reference to a route predicted via a navigation system.
  • the structure is extremely simple and efficient.
  • the vehicle By storing the corresponding information, the vehicle "learns" over time all the routes it uses and stores them.According to currently recognized data that coincides with the data of the stored route, it can then be determined that the vehicle is recognized This means that a shift strategy adapted to the route can be implemented simply and efficiently by reacting proactively to the route to be expected or by using a shift strategy that has already been successfully developed for this route.
  • sensors of the vehicle can be used as sensors, in particular data can be used which are in any case interrogated in the vehicle via sensors.
  • data can be used which are in any case interrogated in the vehicle via sensors.
  • at least one of the following sensors can be used as sensors:
  • Bus stop information system over which stops a Vehicle are detected in the bus operation, for example, to announce appropriate information before the stop via an announcement to the passengers;
  • sensors in the vehicle are in principle suitable to provide information and data which can be used to determine the route. In principle, some of the sensors are sufficient. Ideally, as many, preferably already existing, sensors are used to generate a comprehensive data set and thus in the course of the comparison as quickly as possible with great certainty the actually upcoming route, if it is stored to recognize.
  • the inventive method is particularly suitable for commercial vehicles, which very often have no navigation system and no satellite receiver. In particular for this purpose, the method according to the invention can be used preferably in buses, and here especially in buses. Another alternative possibility may be use in delivery vehicles which very often depart comparable routes, for example in the delivery of parcels, in the delivery of mail in rural areas or the like.
  • an average value is respectively generated from the detected individual data of the sensors and used for the determination of the route information.
  • individual outliers in the recorded data can be averaged in order to obtain more and more reliable statements over the course of time.
  • the mean value is calculated as a moving average.
  • such a moving average has the advantages of the mean, as mentioned above, and on the other hand, it can apply an increasing weighting, for example, to the current values so that creeping changes can be virtually "learned" by the vehicle, which improves the data quality and ultimately the possibility of to respond optimally to the respective route via an optimized shift strategy, which improves over a longer operating period of the vehicle.
  • An extremely favorable and advantageous embodiment of the method according to the invention now also provides for the data of the memory to be compared with the data in the memory of other vehicles and / or exchanged.
  • Such a comparison or such a sharing of the data in the memory of the respective vehicle with other vehicles makes it possible, for example, in fleet use of vehicle, that are learned by one of the vehicles track information also the other vehicles available.
  • the operator of city bus buses can bring the memory of all his buses to the same level by adjusting and exchanging data from time to time.
  • Each of the buses can then be used on any route and is operated on this route with a highly efficient switching strategy.
  • the adjustment and / or exchange of the data can take place via a central computer, as provided according to an advantageous development of the idea.
  • Such an exchange can take place, for example, in buses after the end of the shift in the depot.
  • This makes it possible to provide the information that has collected the one vehicle, for example, for the following day another vehicle.
  • the various routes are cached in a database to be transferred from there from the vehicle that needs the information next, for example, because a bus for the following day is divided on a corresponding line route, because a postman on the first Day in the village A delivers the mail and the following day in the village B or similar.
  • such a comparison or exchange of data between the vehicles, possibly via a central computer and a database, at certain intervals, for example daily, take place.
  • a significant change is present, in particular, when the change in the recorded sensor data is greater than the usual measurement deviation of the sensors plus a safety margin.
  • something has changed significantly on the track.
  • This can be, for example, a change in the route in the form of a new traffic light, a changed routing due to a construction site or the like.
  • the reconciliation can again take place under the vehicles, so that this change is known to all vehicles as soon as one of the vehicles has "learned" them.
  • the expected route can thus be used not only for the optimization of the switching strategy of the vehicle, but also in the case of a hybrid vehicle to optimize the strategy for the management of the energy storage device, in particular with respect to a Nachladestrategie.
  • a Nachladestrategie can save depending on the learned routes of the vehicle and derived therefrom expected route of the vehicle in the current drive, for example, a targeted emptying of the electric energy storage device on the provision of additional drive energy via the electric motor fuel, if this is on a hill takes place, which is followed on the basis of the expected route from a subsequent downhill, so that it is ensured that the electrical energy storage device is charged here again.
  • the hybridized powertrain can be used with an external recharging, so that, for example, at certain points on the route via an electrical contact of the vehicle with a charging station recharging the electrical energy storage device can be effected.
  • This contact can be realized for example via a cable or in particular contactless induction.
  • an afterloading station can be provided at an end stop, at which a break for the vehicle and the driver regularly arises, and / or in the depot, in which the vehicles are parked after the end of the shift.
  • the electrical energy storage device or its electrical energy content can be used ideally to save fuel, for example fossil fuel for an internal combustion engine of the hybridized drive train, since can be expected in any case shortly with a recharging of the electrical energy storage device.
  • fuel for example fossil fuel for an internal combustion engine of the hybridized drive train
  • this is so far drained until reaching the charging station that the electrical energy storage device reaches its lowest possible state of charge, since then can be assumed directly from a recharge.
  • the consumption of fossil fuel is reduced.
  • emissions can be saved, which is a further decisive advantage, in particular when using urban buses.
  • delivery vehicles for example in parcel delivery service, postal services or the like, in which case charging stations can be provided on the one hand in the depot and on the other hand at stations to which parcels, letters and the like are invited.
  • FIG. 1 shows an exemplary scenario of a vehicle on a vehicle
  • Driving distance and 2 shows a vehicle drive train of an exemplary vehicle.
  • FIG. 1 is very highly schematic a vehicle 100, for example, a bus, indicated. This should be located on a laterally with its profile to be recognized in the sectional view driving route 200, on which purely by way of example some stops 310, 320, 330, 340, 350, 360 are located. At the stops, a stop sign is indicated in the illustration.
  • the powertrain 400 of the vehicle 100 can be seen. This comprises a first drive motor 1 in the form of an internal combustion engine, for example for diesel or natural gas. Furthermore, a second drive motor 2 is indicated in the form of an electric motor.
  • Both drive motors 1, 2 can transmit their drive power to the drive wheels 4 of the vehicle 100 via a transmission 3, in particular in the form of a variable speed gearbox with different gear ratios.
  • the transmission 3 can be designed in particular as a so-called automatic or automatic transmission, or as automatable manual transmission.
  • it has its own control 5, which in particular also implements a shift strategy for the transmission 3. Ideally, this is optimized to the effect that the purpose of the vehicle 1 with minimum energy requirements, so for example, while saving fuel for the drive motor 1, can be achieved as best as possible.
  • the vehicle 100 has a plurality of sensors, some of which are here indicated by way of example and designated by the reference numerals 6, 7, 8. These sensors 6, 7, 8 can detect data of the vehicle 100.
  • the sensor 6 may be designed as a speed sensor, which detects the current driving speed of the vehicle.
  • the sensor 7 may for example be designed as a tilt sensor, so as to determine Whether the vehicle is currently tilted, so for example uphill or downhill on the route 200 is on the way.
  • the further sensor 8 may be, for example, a geodetic height sensor, which is designed in particular in the form of a barometric sensor, and can determine the height of the vehicle 100 accordingly.
  • sensors are conceivable, for example, the already mentioned sensors for detecting hold signals, a compass, the detection of stop signals, which are emitted from the stops 310 to 360 to the vehicle 100 and / or other present data, for example, an automatic traffic sign recognition or the like ,
  • this data communication system 10 can now be determined by comparing the currently detected data and the stored data on already traversed routes 200, whether the vehicle 100 runs on a known route 200, and if so on which.
  • a corresponding strategy can then be realized by the control 5 for the transmission 3 in a forward-looking manner.
  • a forward-looking strategy can be optimized, for example, a sailing operation of the vehicle 100 by selecting the appropriate gear ratios, so as to save fuel.
  • the drive train shown in Figure 2 also has, for example, on the secondary side of the transmission 3 on a known in commercial vehicles retarder 12.
  • an electrical energy storage device 20 is provided, which is in electrical operative connection with the second drive motor 2, for example via a power electronics, not shown here.
  • a controller 50 of the electrical energy storage device provides for a management of the electrical energy storage device 20, namely by this management of the electrical energy storage device 20 at least one Nachlademanagement and a strategy with respect to the state of charge of the electrical energy storage device 20 includes.
  • the electrical energy storage device 20 could be emptied uphill to a minimum residual charge state by providing drive power via the drive motor 2.
  • the drive motor 1 can save corresponding drive power, thereby saving fuel.
  • the onward journey after the passage of the stop 340 is then downhill, so that is provided by the deceleration of the vehicle 100 via the drive motor 2 in generator mode electrical energy, which is then stored again in the electrical energy storage device 20, so this charges accordingly.
  • optimized operation can be achieved not only with regard to the shifting of the transmission 3, but also with respect to the use of stored in the electrical energy storage device 20 electrical energy.
  • stop 360 is an end stop, in the area of which there is a recharging station 500, which is indicated in the form of an induction coil. If the vehicle 100 is in the area of this terminal stop 360 and there makes the usual break, then can be done with external energy recharging the previously emptied electrical energy storage device 20. This also improves the energy balance of the vehicle 100 and ensures that the emissions do not arise in the area of the vehicle 100, but can be correspondingly shifted or completely saved depending on the production location and type of electrical energy fed in via the recharging station 500.
  • such a reload station 500 may be provided not only in the area of terminal stops, but also in particular in the area of a depot not shown here in which the vehicle 100 is parked for example after the end of the shift to the next shift start the next day.
  • a reload station 500 may be provided not only in the area of terminal stops, but also in particular in the area of a depot not shown here in which the vehicle 100 is parked for example after the end of the shift to the next shift start the next day.
  • the electrical energy storage device 20 can be emptied independently of the topography of the route 200.
  • a communication module 30 is shown connected to the memory 11.
  • This communication module 30 is now able to transfer the data from the memory 1 1 with the data in the memories 1 1 other vehicles or to exchange or share with them.
  • This makes it possible to share the route 200 that has been learned by the vehicle 100, with other vehicles, so that they know when they are on the route 200, without a complex and time-consuming learning process already know that it this route 200 is when the collected data at the beginning of the ride with those in memory match.
  • the optimized strategy for example, for switching the transmission 3 and optionally in addition to the management of the electric energy storage device 20, if the vehicle is a hybrid vehicle, so then can also be applied here, and already from the first ride, without a comparable teach-in must be made as before with the vehicle 100.

Abstract

L'invention concerne un procédé pour l'optimisation d'une stratégie de passage de vitesse pour une boîte de vitesses automatique ou une boîte de vitesse automatisable d'un véhicule en fonction du parcours à escompter du véhicule. Le procédé selon l'invention est caractérisé en ce que - les informations de parcours sont déterminées à l'aide de capteurs dans le véhicule, les informations de parcours déterminées étant déposées à intervalles réguliers dans une mémoire, les informations de parcours actuelles recueillies étant comparées aux informations de parcours enregistrées de trajets antérieurs, la comparaison permettant de conclure qu'un parcours antérieurement parcouru est le parcours à escompter et l'optimisation de la stratégie de passage de vitesse est effectuée en fonction du parcours à escompter.
PCT/EP2018/050404 2017-01-16 2018-01-09 Procédé d'optimisation de la stratégie de passage de vitesse WO2018130502A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017100671.0 2017-01-16
DE102017100671.0A DE102017100671A1 (de) 2017-01-16 2017-01-16 Verfahren zur Optimierung einer Schaltstrategie

Publications (1)

Publication Number Publication Date
WO2018130502A1 true WO2018130502A1 (fr) 2018-07-19

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PCT/EP2018/050404 WO2018130502A1 (fr) 2017-01-16 2018-01-09 Procédé d'optimisation de la stratégie de passage de vitesse

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WO (1) WO2018130502A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018122335A1 (de) 2018-09-13 2020-03-19 Voith Patent Gmbh Automatgetriebe mit Retarder
DE102018220772A1 (de) * 2018-12-03 2020-06-04 Zf Friedrichshafen Ag Verfahren zum Bearbeiten von Vorausschaudaten
DE102021204674A1 (de) 2021-05-07 2022-11-10 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Energiemanagement eines elektrisch angetriebenen Fahrzeugs

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EP1275936A2 (fr) * 2001-07-09 2003-01-15 Nissan Motor Company, Limited Système d'affichage d'information pour un véhicule
DE102005049458A1 (de) * 2005-10-15 2007-04-26 Daimlerchrysler Ag Verfahren und Vorrichtung zur Verbrauchsreduzierung in einem Fahrzeug
DE102007054619A1 (de) 2006-11-20 2008-06-05 GM Global Technology Operations, Inc., Detroit GPS-Höhendaten für Systeme und Verfahren zur Getriebesteuerung
DE102009007950A1 (de) * 2008-02-08 2009-10-08 FKFS Forschungsinstitut für Kraftfahrwesen und Fahrzeugmotoren Stuttgart Vorrichtung und Verfahren zur Bereitstellung von Informationen über Fahrsituationen
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DE102010001873A1 (de) 2010-02-12 2011-08-18 ZF Friedrichshafen AG, 88046 Verfahren zur Bestimmung und Schaltung des optimalen Ganges vor der Einfahrt in eine Kurve bei einem Kraftfahrzeug umfassend ein Automatgetriebe
DE102010061850A1 (de) * 2010-11-24 2012-05-24 Robert Bosch Gmbh Fahrinformationseinrichtung zum Betrieb in einem Fahrzeug
DE102011117025A1 (de) 2011-10-27 2012-12-13 Voith Patent Gmbh Verfahren zum Steuern des Betriebs eines Fahrzeugs
DE102013222972A1 (de) 2012-11-20 2014-05-22 GM Global Technology Operations, LLC (n.d. Ges. d. Staates Delaware) Vorhersageschaltablaufplan auf GPS-Basis für ein Automatikgetriebe
US20150211868A1 (en) * 2012-07-17 2015-07-30 Nissan Motor Co., Ltd. Driving assistance system and driving assistance method
WO2016202360A1 (fr) * 2015-06-15 2016-12-22 Volvo Bus Corporation Adaptation d'une stratégie de commande de véhicule reposant sur des données historiques relatives à une zone géographique

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1275936A2 (fr) * 2001-07-09 2003-01-15 Nissan Motor Company, Limited Système d'affichage d'information pour un véhicule
DE102005049458A1 (de) * 2005-10-15 2007-04-26 Daimlerchrysler Ag Verfahren und Vorrichtung zur Verbrauchsreduzierung in einem Fahrzeug
DE102007054619A1 (de) 2006-11-20 2008-06-05 GM Global Technology Operations, Inc., Detroit GPS-Höhendaten für Systeme und Verfahren zur Getriebesteuerung
DE102009007950A1 (de) * 2008-02-08 2009-10-08 FKFS Forschungsinstitut für Kraftfahrwesen und Fahrzeugmotoren Stuttgart Vorrichtung und Verfahren zur Bereitstellung von Informationen über Fahrsituationen
US20110022255A1 (en) * 2009-07-23 2011-01-27 Denso Corporation Drive control device for hybrid electric vehicle
DE102010001873A1 (de) 2010-02-12 2011-08-18 ZF Friedrichshafen AG, 88046 Verfahren zur Bestimmung und Schaltung des optimalen Ganges vor der Einfahrt in eine Kurve bei einem Kraftfahrzeug umfassend ein Automatgetriebe
DE102010061850A1 (de) * 2010-11-24 2012-05-24 Robert Bosch Gmbh Fahrinformationseinrichtung zum Betrieb in einem Fahrzeug
DE102011117025A1 (de) 2011-10-27 2012-12-13 Voith Patent Gmbh Verfahren zum Steuern des Betriebs eines Fahrzeugs
US20150211868A1 (en) * 2012-07-17 2015-07-30 Nissan Motor Co., Ltd. Driving assistance system and driving assistance method
DE102013222972A1 (de) 2012-11-20 2014-05-22 GM Global Technology Operations, LLC (n.d. Ges. d. Staates Delaware) Vorhersageschaltablaufplan auf GPS-Basis für ein Automatikgetriebe
WO2016202360A1 (fr) * 2015-06-15 2016-12-22 Volvo Bus Corporation Adaptation d'une stratégie de commande de véhicule reposant sur des données historiques relatives à une zone géographique

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