• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:NL2006564A
    申请号:NL2006564
    申请日:2011-04-07
    公开日:2011-10-11
    发明作者:Bettina Rentel；Werner Poechmueller
    申请人:Bosch Gmbh Robert；
    IPC主号:
    专利说明:

    Title: Consumption-optimized route determination
    Navigation systems for determining a route of a vehicle between a starting point and an end point are generally known.
    Some of these navigation systems make it possible to determine the route as optimization with regard to the path traveled between the start and end points or as optimization of the time required to complete the route. Known navigation systems which moreover offer to determine the route in such a way that a fuel consumption of the vehicle or the emission of environmental toxins such as CO2 associated with the consumption of the fuel are usually derived from a speed estimate of the vehicle's speed. Technical parameters of the vehicle such as the weight or acceleration capacity are not taken into account. The predetermined consumption of the vehicle occasionally deviates greatly from actual consumption on the route.
    Furthermore, navigation systems are known which can be connected to the vehicle's OBD interface in order to obtain data concerning the vehicle's drive system. WO 2010/021982 A2 shows a system in which a current consumption value of a street class is assigned to the current road. A consumption optimized route is subsequently determined on the basis of several such consumption values. In DE 199 29 426 A1 it is proposed to use a registered consumption value for determining, respectively supporting, an average consumption value for a street class.
    The object of the invention is to make available a navigation method and a navigation device with improved consumption-based route planning.
    Disclosure of the invention
    The invention solves this object with a method with the features of claim 1 and by means of a navigation device with the features of claim 9. The subclaims show preferred embodiments.
    A navigation method according to the invention for determining a consumption-optimized route of a vehicle between a starting point and an end point on a predetermined road network comprises the steps of determining the consumption value of the vehicle on a part of the road network on the basis of a on a road network. other part of the road network recorded vehicle consumption value and determining the consumption optimized route based on the determined consumption value.
    By extrapolating, according to the invention, a consumption value of another piece to the present piece, a realistic estimate can be made available for such pieces on the basis of a clear number of actually recorded consumption values, on which a consumption value has not yet been recorded, so that the consumption value of the vehicle can be determined on any route with little effort and high accuracy.
    The piece and the other piece can each have an assigned attribute, whereby the determination of the consumption value on the piece on the basis of such another piece is carried out, which is similar with respect to another or more attributes, i.e. that the attributes have similar values. Thus, from a plurality of other documents for which a consumption value has already been determined, one can be selected on which a realistic determination of the consumption value for the present document can be based. The attribute may include, for example, a street class, an allowable or an expected maximum speed, a rise, an area, a recording time or a length of the piece. The value of the attribute can be adjusted based on dynamic traffic information and thus kept up to date. A comparison of the value of several attributes is possible in a corresponding manner, whereby a weighting between the attributes can take place.
    The consumption value can be determined by means of a mathematical model and comprises steps of registering the consumption value of the vehicle on the part of the road network and adapting the mathematical model to minimize a deviation of the determined consumption value from the recorded consumption value. On the basis of the mathematical model, the consumption value of the other part is derived from the consumption value of the present part. By comparing the consumption value determined in this way with the consumption value registered in measurement with the other part, the model can be improved in such a way that future determinations can be made with a smaller deviation, thus a higher accuracy.
    The method may include the step of determining a vehicle's driving performance based on the value of the attribute, wherein the consumption value is determined based on a specific consumption of the vehicle at the determined driving performance. The driving performance can include at least one of a speed profile and an acceleration profile. Correspondingly, a relationship between a speed or an acceleration and a consumption value of the vehicle can be predetermined.
    The method between the speed or acceleration and the consumption value of the vehicle can, for example, be predetermined by the vehicle manufacturer. The coherence can alternatively or additionally be determined or improved by the data recorded in the vehicle. The relationship can be in the form of a table, a comparison, a graph or in some other way. By using the mathematical model fed back over the described equation, a "learning suitability" of the model can compensate for an inaccuracy of the indicated coherence. For example, based on a cohesion that is relatively inaccurate in the first instance, a coherence that is precisely adjusted for the vehicle can be "learned" over time. As such, it is advantageously possible to indicate the coherence for different vehicles in a generalized manner, so that registration costs for the cohesion can be kept low. Moreover, the navigation device can be used generically for different vehicles. In the case of an exchange of a defective component of the navigation device, there is no need for a vehicle-specific spare part to be available in a workshop, so that both the costs of making the workshop available and repair times can be reduced.
    In a preferred embodiment, the consumption value registered beforehand in measurement is assigned to the driver of the vehicle on the piece. As a result, a usual driving style of the driver may be included in the determination of the consumption value. The driver can be a parameter of the mathematical model or several predetermined drivers of the vehicle can each be assigned to a separate model, so that after identification of a driver the model assigned to him is used. The driver can be identified in the usual way by means of individualized keys or remote controls for a vehicle locking system.
    The method can play in the form of a computer program product with program code means on a processing device or be stored on a computer-readable data carrier.
    A navigation device according to the invention for determining a consumption-optimized route of a vehicle between a starting point and an end point on a predetermined road network comprises a determining device for determining the consumption value of the vehicle on a part of the road network on the basis of a vehicle consumption value previously recorded on another part of the road network and a processing device for determining the consumption-optimized route on the basis of the determined consumption value. Brief description of the figures
    The invention will now be described in more detail with respect to the accompanying figures, in which:
    Figure 1 shows a vehicle with a navigation device;
    Figure 2 shows an estimation device in the navigation device according to Figure 1;
    Figure 3 shows an example of a road network; and Figure 4 shows a flow chart of a method for performing on the navigation device of Figure 1.
    It is noted that the figures are only schematic representations of preferred embodiments of the invention which are described by way of non-limitative exemplary embodiments. In the figures, the same or corresponding parts are designated with the same reference numerals.
    Accurate description of exemplary embodiments
    Figure 1 shows a vehicle 100. The vehicle 100 comprises an internal combustion engine 105, which is connected to an engine control 110. The engine controller 110 controls the supply of a liquid fuel to the combustion engine 105, for example, diesel or gasoline. In other embodiments, another type of engine can be used, the fuel of which is dosed by means of the motor control 110, for example an electric motor, the fuel being electrical energy. The vehicle 100 further comprises a navigation device 115, which comprises a processing device 120, a GPS antenna 125, a TMC antenna 130, a map memory 135 and an interface 140.
    The processing device 120 is preferably a digital microcomputer. The map memory 135 comprises information about a road network on which a route between a start and an end point can be determined. The information includes sections of streets on the route network to which attributes are assigned. The attributes include, for example, a street class, an allowable maximum speed, an ascent, a height above sea level, turn information and an assignment to a locally limited region. Further attributes can be assigned to the region and the attributes of the region can change, replace or interpret the attributes of the part. For example, the region may be a country, and an attribute assigned to the region may indicate the maximum speed limits generally allowed in that country for different classes of streets. The street classes can, for example, include play streets, traffic-tempered zones, inner city connections, motorways, roads outside built-up areas and motorways. Further differentiations are possible, for example according to the size of a place or city in which the piece is located.
    The processing device 120 determines the current position of the vehicle 100 by means of the data received via the GPS antenna 125. This position can be used as a starting point or to check whether the vehicle 100 is on a previously determined route or not. Corresponding instructions can be issued to a driver of the vehicle 100. By means of the TMC antenna 130, the processing device 120 receives current traffic reports which concern, for example, the ability to drive a part of the road network. The processing device 120 determines the route between the starting point and the end point in that it assigns to each stretch of road network in an area between a starting point and an end point a resistance representing a traffic-technical driveability of the stretch, and an assessment of the stretch conducted. The route is then determined, for example, on the basis of the Dijkstra-A * or Kruskal algorithm as a chain of parts.
    The information received about the passability of a part can flow into the allocation of a resistance to this part. The method of allocation determines whether the route is determined time-optimized, road-optimized or consumption-optimized.
    The processing device 120 is connected via the interface 140 to the motor control 110 and receives parameters which allow feedback of a consumption value of the vehicle 100. The interface 140 can be a CAN bus or an OBD2 interface. The consumption value may be available in the form of a fuel amount or an amount of energy spent per unit of time or per route traveled. This information may include a speed of the combustion engine 105, an injection amount, a speed of the vehicle 100, an acceleration of the vehicle 100 and further data. For assigning a measurement value of a piece of material obtained technically, the processing device 120 can identify the piece on the basis of a movement curve determined by means of the GPS antenna 125. The data from the card memory 135 can additionally be used for identification.
    Figure 2 shows an estimation device 200 in the navigation device 115 according to Figure 1. The estimation device 200 can preferably be arranged as an abstract model within the processing device 120, for example as a computer program. In another embodiment, parts of the estimation device 200 can also be physically constructed, i.e. as hardware, for example in the form of discrete logic or user-specific integrated circuits (ASIC).
    The estimation device 200 comprises a parametric model 210, to which a number of attributes 220 of a part of a road network are made available. Based on multiple attributes 220 provided, the parametric model 210 determines a probable consumption value 230 for the part. The parametric model 210 can be constructed, for example, in the form of a numerical optimization of a static filter or a neural network.
    In a first embodiment, the parametric model 210 is adapted to determine driving performance of the vehicle on the basis of attributes that are arranged on the part, for example an acceleration or speed profile. The parametric model 210 then forms the driving performance via the estimated consumption value 230.
    In a second embodiment, the parametric model 210 is adapted to determine the estimated consumption value 230 by first determining another piece with which the piece is comparable and of which the consumption values 240 obtained from a measurement-technical basis are stored in a database 260 of the estimation device 200. Subsequently, the parametric model 210 extrapolates the estimated consumption value 230 of the relevant part from the measured consumption value 240 of the other part. In a variant, a driving performance of the vehicle 100 can also take place here as an intermediate step, as indicated with regard to the first embodiment.
    If the part is subsequently driven through the vehicle 100, the processing device 120 makes a measured value of the consumption value 240 available to a subtractor 250 from the estimation device 200. The recorded consumption value 240 can take place on the basis of information received via the interface 140 of the motor control 110. The subtractor 250 forms a difference between the previously estimated consumption value 230 and the measured technical consumption value 240 and applies the difference to the parametric model 210. The parametric model 210 uses this difference as feedback for improving later estimates, as it adjusts itself in such a way , that the determined difference is minimized. For this, the determination can be carried out internally once or more times, until the difference remains below a specified threshold value.
    The database 260 connected to the parametric model 210 may be identical in whole or in part to the card memory 135 of Fig. 1. The parametric model 210 may deposit in the database 260 the measurement value of the consumption value 240 for the part in question. Values of attributes 220 can thereby be deposited, so that several measured consumption values 240 can be indicated on the part under different circumstances. When the estimated consumption value 230 is again determined for the same piece with similar circumstances, the measured value measured in the database 260 can also be issued instead of a specific consumption value 230.
    Figure 3 shows an example of a road network 300. On the road network 300 lies a starting point 305 and an end point 310, between which a first route 315 and a second route 320 exist. The road network 300 is divided into sections 325 to 375. The first route 315 comprises the sections 325, 355, 360, 365 and 350. The second route 320 comprises the sections 325, 330, 335, 340, 345 and 350.
    To determine a consumption-optimized route between the starting point 305 and the end point 310 on the road network 300, a distinction must be made between whether accumulated consumption values of the pieces of the first route 315 or accumulated consumption values of the pieces of the second route 320 produce a lower total consumption. In one example, the accumulated consumption value for a liquid fuel of the vehicle 100 on the first route 315 by measurements for the individual pieces of the first route 315 is known as 150 ml. The consumption value for the pieces 325 and 350, which are common to the first route 315 and the second route 320, is 50 ml each. Furthermore, it is known that the consumption value for the pieces 330 and 340 is 10 ml each and for the piece 345 20 ml. The second route 320 therefore shows a lower total consumption than the first route 315, if the piece 335 requires less consumption than 10 ml (= 150 ml - (50 + 10 + 10 + 20 + 50) ml).
    Since a consumption measurement for the 335 piece is not available, the consumption on the 370 piece is taken as the basis for an estimate that is similar in shape and size to the 335 piece. The 370 piece has a measured consumption value of 6 ml allocated; the estimated consumption value of the 335 piece is therefore also 6 ml and the total consumption on the second route 320 is 146 ml. The second route 320 is therefore preferable to the first route 315 in the sense of a consumption optimization.
    Figure 4 shows a method 400 for performing on the navigation device 115 of Figure 1. The method 400 comprises steps 405 to 435 and is described below with reference to the example of Figure 3.
    In the first step 405, the starting point 305 and the ending point 310 of Figure 3 are adopted. In a subsequent step 410 of the sections 325 to 375 of the road network 300, those who are eligible for the route are determined, i.e. in the present example, the sections 325 to 365.
    In step 415, the available, measured-technically recorded, consumption values of the vehicle 100 on the eligible parts 325 to 365 are determined. In addition, adjustments to the consumption values based on the received dynamic traffic information are also made. For the piece 340 a measured technical consumption value is not available.
    In step 420, on the basis of the information available in the card memory 135 and / or in the database 260, a driving performance of the vehicle 100 on the piece 335 is determined. The driving performance in particular comprises a speed or acceleration profile. For example, if section 335 passes through an inner-city traffic-moderate zone with a maximum permitted speed of 30 km / h and crosses two priority roads, it is more pessimistic to assume two braking events from 30 km / h to 0 as well as two acceleration events from 0 to 30 km / h and an average speed of less than 30 km / h. On the basis of this information, a driving performance in the form of a speed and / or an acceleration course on the piece 335 is determined.
    In a first variant of the method 400, a determination is made in step 425 on the basis of the determined driving performance and information from the manufacturer of the vehicle 100, which indicates an average consumption of the vehicle 100 depending on the driving performance. The said information is preferably available in the form of tables, consumption curves or as a parametric description, for example as a polynomial.
    In a second variant of the method 400, a step 425 is determined a part of the road network 300, which has the most corresponding driving performance with the driving performance determined for the part 335 and for which a measured technically determined consumption value is present in the database 260. The piece 370 is present, so that the consumption value for piece 335 measured on piece 370 is taken over. Optionally, an adjustment of the consumption value based on the deviation of the values of the attributes can take place, for example if the trajectory length of the piece 335 and piece 370 does not match. The adjustment can be made linearly with the deviation.
    After that, consumption values are available for all eligible parts 325 to 365, so that in step 430 the route 320 can be determined as a use-optimized route. The method 400 may stop at this point or continue with the piece 430 if the vehicle 100 follows the determined consumption optimized first route 315.
    In step 430, the consumption value for the traveled parts of the road network 300 is determined. For this purpose, a consumption value received via the interface 140 is related to a position of the vehicle 100, which is determined by means of the GPS antenna. The determination is carried out in particular on item 335, for which a measured consumption value is not yet available. The measured consumption value is stored in the database 260 for future use. In a subsequent step 440, parameter of the parametric model 210 is adjusted, depending on a deviation of the measured consumption value 240 from the previously estimated consumption value 230, so that suitable estimated consumption values 230 can now be determined.
    The invention is not limited to the exemplary embodiments shown here. Many variants are possible and are understood to fall within the scope of the invention as set forth in the following claims.
    权利要求:
    Claims (9)
    [1]
    A navigation method (400) for determining a consumption-optimized route of a vehicle (100) between a starting point (305) and an end point (310) on a predetermined road network (300), comprising the following steps: - determining (425 ) the consumption value (230) of the vehicle (100) on a section (325-375) of the road network (300) and - determining (430) the consumption-optimized route based on the determined consumption value (230), where - the consumption value (230) of the vehicle (100) on the part (325-375) on the basis of a consumption value (240) of the vehicle (100) recorded on another part (325-375) of the road network (300) determined.
    [2]
    The navigation method (400) of claim 1, wherein a geographic attribute (220) of the piece (325-375) and a corresponding geographic attribute (220) of another piece (325-375) have similar values.
    [3]
    A navigation method (400) according to claim 1 or 2, wherein the consumption value (230) is determined by means of a mathematical model (210), further comprising the following steps: - registering (435) the consumption value (240) of the vehicle (100) on the stretch (325-375) of the road network (300); - adapting (440) the mathematical model to minimize a deviation of the determined consumption value (230) from the registered consumption value (240).
    [4]
    The navigation method (400) according to claim 2 or 3, wherein based on the value of the attribute a driving performance of the vehicle (100) on the part (325-375) is determined and the consumption value (230) based on a specific consumption of the vehicle (100) in the driving performance is determined.
    [5]
    The navigation method (400) according to claim 4, wherein the driving performance comprises at least one speed course and one acceleration course of the vehicle (105).
    [6]
    The navigation method (400) according to any of the preceding claims, wherein the determination (425) of the consumption value (230) is adjusted based on a dynamic traffic information (415).
    [7]
    The navigation method (400) according to any of the preceding claims, wherein the previously recorded consumption where the (240) of the driver of the vehicle (100) is classified on the piece (325-375).
    [8]
    A computer program product with program code means for performing the method (400) according to any one of the preceding claims, when it plays on a processing device (120) or is stored on a computer-readable data carrier.
    [9]
    A navigation device (115) for determining a consumption-optimized route of a vehicle (100) between a starting point (305) and an end point (310) on a predetermined road network (300), the navigation device (115) the following comprises: - a determining device (120) for determining the consumption value (230) of the vehicle (100) on a section (325-375) of the road network (300) and - a processing device (120) for determining the consumption-optimized route based on the determined consumption value (240), characterized in that - the determining device (120) is arranged for this, the consumption value (230) of the vehicle (100) on the part (325-375) based on a previously to determine consumption value (240) of the vehicle (100) recorded on another part (325-375) of the road network (300).
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    同族专利:
    公开号 | 公开日
    DE102010003723A1|2011-10-13|
    FR2958742A1|2011-10-14|
    NL2006564C2|2012-10-12|
    CN102213598A|2011-10-12|
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    法律状态:
    2016-01-06| MM| Lapsed because of non-payment of the annual fee|Effective date: 20150501 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102010003723A|DE102010003723A1|2010-04-08|2010-04-08|Navigational method for determining consumption-optimized route of motor car, involves determining consumption value of motor car on portion based on another consumption value detected on another portion of road network|
    DE102010003723|2010-04-08|
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