Device for regulating driving speed

Abstract

The invention relates to a technique for regulating the travel speed of a commercial vehicle (150). According to one aspect, a device (100) comprises: a travel speed sensor (110) for detecting the travel speed (112) of the commercial vehicle (150); a wind speed sensor (120) or a data interface (122) for detecting the wind speed (124; 126) at or in front of the commercial vehicle (150); a positioning unit (130) for positioning the commercial vehicle (150) on a lane (114) on which the commercial vehicle (150) is traveling; and a regulating unit (140) for regulating the travel speed of the commercial vehicle (150) based on the detected travel speed (112), the detected wind speed (124; 126) and the terrain (200) located in front of the commercial vehicle (150) on the lane (114). For the terrain in front of the commercial vehicle (150), the adjusted travel speed is an increasing function of the wind speed (124; 126) detected in the direction of the travel speed.

Description

Technical Field

[0001] The present invention relates to a technology for regulating the driving speed of a commercial vehicle. In particular, a device for regulating the driving speed and a corresponding commercial vehicle are described. Background Art

[0002] Nowadays, fuel consumption of trucks or buses is optimized by limiting the maximum speed of a commercial vehicle lane in drive mode to, for example, 85 km / h instead of 90 km / h (especially for trucks). For further optimization, the speed control device can combine a terrain map with satellite-based positioning, also known as GPS cruise control. For this purpose, the driving speed is reduced when going uphill in drive mode compared to the average speed specified by the driver. When going downhill in inertia drive mode, the driving speed swings above the average speed to make up for the time previously lost compared to the average speed without using additional fuel.

[0003] Since conventional speed control devices regulate the driving speed only according to foreseeable ambient conditions, a commercial vehicle may be driven slower on a climb than is required for optimal or specified fuel consumption and thus require more driving time, for example because a tailwind allows faster driving with the same fuel consumption. Corresponding considerations also apply to electric drives.

[0004] Furthermore, conventional speed control devices can even worsen fuel consumption. Since the driving speed is only regulated according to foreseeable ambient conditions, the commercial vehicle may downshift to a higher gear ratio when climbing a slope, and thus drive in drive mode at a driving speed that is too low for driving time or at an engine speed that is too high for fuel consumption, for example because a gear change process is not necessary at all due to tailwinds acting on the commercial vehicle when climbing a slope.

[0005] Therefore, conventional speed regulation devices may fail to achieve or even deteriorate the goal of optimal fuel consumption. Summary of the invention

[0006] The object is therefore to improve the regulation of the driving speed, in particular in order to optimize the driving time and / or energy consumption.

[0007] This object is achieved by a device and a corresponding commercial vehicle having the features of the independent claims. Advantageous embodiments and uses of the invention are the subject matter of the dependent claims and are explained in more detail in the following description, partly with reference to the drawings.

[0008] According to one aspect, a device for regulating the driving speed of a commercial vehicle is provided. The device includes a driving speed sensor, which is designed to detect the driving speed of the commercial vehicle. The device also includes a wind speed sensor or a data interface, which is designed to detect the wind speed at or in front of the commercial vehicle. The device also includes a positioning unit, which is designed to locate the commercial vehicle on the lane where the commercial vehicle is traveling. The device also includes a regulating unit, which is designed to regulate the driving speed of the commercial vehicle according to the detected driving speed, the detected wind speed and according to the terrain located in front of the commercial vehicle on the lane. For the terrain in front of the commercial vehicle, the regulated driving speed is an increasing (e.g., strictly monotonically increasing) function of the wind speed detected in the direction of the driving speed.

[0009] Since the driving speed adjusted for the terrain in front of the commercial vehicle is an increasing function of the wind speed detected in the driving speed direction, in one embodiment of the device, when going uphill (as an example of the terrain ahead), the adjusted driving speed can be greater than the driving speed precalculated based on the terrain ahead alone, if the wind speed detected in the commercial vehicle reference system or the lane reference system is positive in the driving speed direction (this is also called driving tailwind or general tailwind). As a result, driving time and / or driving energy can be saved or optimized.

[0010] Any relationship to the terrain ahead can be realized as a relationship to the inclination angle of the lane ahead. The inclination angle can be the angle between the lane in the longitudinal direction and the horizontal plane.

[0011] Alternatively or additionally, the inclination angle may be positive for an uphill slope or negative for a downhill slope.

[0012] The slope angle may be a function of the path length along the lane. For example, the relationship to the terrain ahead may include a relationship to the slope angle at the location of the commercial vehicle and the change in slope angle on the lane ahead, such as the first and / or second derivative of the slope angle as a function of the path length.

[0013] The adjustment unit can adjust the target value of the driving speed (i.e. the adjusted driving speed V F (soll) The actual value of the driving speed (i.e. the detected driving speed V F (ist) ) F (soll) -V F (ist) To calculate the acceleration (especially fuel injection of the internal combustion engine and / or current regulation of the electric motor) and / or deceleration (especially braking and / or regeneration) of the commercial vehicle, output it to the engine controller, and control and / or regulate it.

[0014] The “regulation” of the driving speed by means of the regulating unit may consist in that the detected driving speed is an input variable of the regulating unit, ie the regulated driving speed (eg controlled acceleration or deceleration) is also dependent on the detected driving speed.

[0015] In each embodiment, the regulated driving speed may also be subject to an upper speed limit and / or a lower speed limit. When the upper speed limit is reached, the regulating unit may limit the regulated speed to the upper speed limit. The regulating unit may prevent the regulated speed from falling below the lower speed limit.

[0016] For example, the driver of the commercial vehicle can set the adjustment parameter. The adjustment parameter can include the average speed and optionally the size of at least one deviation (e.g., upper deviation and / or lower deviation) relative to the average speed. The adjustment unit can determine the corresponding speed limit based on the adjustment parameter and apply it in the adjustment.

[0017] The regulating unit can regulate the driving speed relative to the ambient air of the commercial vehicle based on the relationship with the detected wind speed. For example, when regulating the driving speed, a driving speed precalculated solely based on the terrain can be used relative to the wind speed. The detected and / or regulated driving speed of the commercial vehicle can be calculated as a speed value of the commercial vehicle relative to the lane or outputted. For example, the detected wind speed and the driving speed precalculated solely based on the terrain can be added, for example weightedly added.

[0018] The detected wind speed, in particular in the direction of the travel speed, can include the wind speed in the reference system of the commercial vehicle. The wind speed detected in the reference system of the commercial vehicle in the direction of the travel speed can be a negative value as the travel wind speed.

[0019] The adjustable travel speed can be:

[0020] (First Option) V F (soll) =V F (topo) +ε·V′ W (ist) (Preferably 0<V′ W (ist) , when used); or

[0021] (Second Option) V F (soll) =V F (topo) +ε·(V′w (ist) +V F (ist) ),

[0022] Among them, V F (topo)It can represent the driving speed pre-calculated according to the terrain ahead, V′ W (ist) It can represent the wind speed detected in the reference system of the commercial vehicle. The parameter ε (0 < ε ≤ 1) can represent the degree of consideration of the wind speed. If necessary, V F (ist) Can indicate the detected driving speed.

[0023] V′ W (ist) +V F (ist) The case of V′>0 can also be called tailwind (e.g., general tailwind). W (ist) +V F (ist) The situation of V′ < 0 can also be called headwind. W (ist) The situation of >0 can also be called driving downwind. The regulation according to the first scheme can be particularly used for driving downwind (or called "sailing"). The regulation according to the second scheme can be used in any situation (or called regulation of the driving speed relative to the wind speed).

[0024] Alternatively or additionally, the detected wind speed, in particular in the direction of the driving speed, may include the wind speed in the reference system of the lane in which the commercial vehicle is traveling.

[0025] The regulation of the travel speed can be dependent on the difference between the detected wind speed in the travel speed direction and the detected travel speed (first solution) or directly on the detected wind speed (second solution).

[0026] The adjustable travel speed can be:

[0027] (First Option) V F (soll) =V F (topo) +ε·(V W (ist) -V F (ist) )(Preferably 0<V F (ist) <V W (ist) or

[0028] (Second Option) V F (soll) =V F (topo) +ε·V W (ist) ,

[0029] Among them, V F(topo) is the driving speed pre-calculated according to the terrain ahead, V W (ist) is the detected wind speed in the driving direction. The parameter ε (0 < ε ≤ 1) is a consideration of the wind speed. If necessary, V F (ist) is the detected driving speed.

[0030] V w (ist) The case of V > 0 can also be called a tailwind (e.g., a general tailwind). W (ist) The situation of V < 0 can also be called headwind. W (ist) >V F (ist) The situation can also be called driving downwind. The regulation according to the first solution can be used in particular for driving downwind, or called "sailing". The regulation according to the second solution can be used in any situation, or called the regulation of the travel speed relative to the wind speed.

[0031] The driving speed precalculated based on the terrain ahead can be determined with reference to the lane (ie in the stationary reference system of the lane).

[0032] The parameter ε, to which extent the wind speed is taken into account, may depend on the terrain ahead and / or the efficiency-optimized operating point or operating range of the drive train of the commercial vehicle.

[0033] The mechanical power provided to the commercial vehicle by a tailwind (e.g. a driving tailwind or even a general tailwind) may be less than the drive power required to maintain the regulated driving speed (e.g. due to uphill resistance and / or rolling resistance). For example, on a flat track, due to rolling resistance, the power of the drive train is required, even if the driving speed target value (e.g. target value V F (topo) +V W (ist) -V F (ist) =V F (topo) +V′ W (ist) , ε=1, i.e. in order to completely eliminate the air resistance when driving downwind), and even more so in the second solution (for example if the wind speed does not allow the air resistance to be eliminated at all).

[0034] In one embodiment, in the case of a downhill slope, the altitude energy (i.e., the potential energy of the gravitational field) can generate the necessary driving power, so that (for example, in the first or second scheme) in the case of a downhill slope (as an example of the terrain ahead) ε = 1 can be obtained. Compared to the driving speed target value when ε = 1 (for example, in the first or second scheme), in the case of an uphill slope, in addition to the altitude energy, the drive system also overcomes the air resistance, for example, only partially performs work, so as to work in the efficiency-optimized operating range, so that in the case of an uphill slope (as an example of the terrain ahead) 0 < ε < 1 can be obtained.

[0035] In each embodiment, the drive train may include an internal combustion engine and / or an electric motor (EM).

[0036] The data interface may include a radio data interface to a server. The server may provide weather data. The weather data may include wind speed at or in front of the located commercial vehicle.

[0037] The radio data interface may be designed for data exchange via a cellular mobile radio network. The radio data interface and / or the cellular mobile radio network may communicate using a radio access technology according to the standards of the "3rd Generation Partnership Project" (3GPP), in particular the standards of "Long Term Evolution" (LTE) or "Fifth Generation New Radio (5G NR)".

[0038] The detected wind speed may be based on satellite imagery and / or near-ground measurements. For example, the weather data may include flight weather data. Near-ground measurements may be detected by a network of measuring stations parallel to the lanes (particularly along highways).

[0039] The wind speed sensor may comprise a strain gauge, for example between the chassis and the body of the commercial vehicle, in particular between the chassis and the cab of the commercial vehicle. The strain gauge may be designed to detect a dynamic pressure associated with the wind speed in a reference system of the commercial vehicle, optionally including the impact pressure of precipitation.

[0040] The strain gauges may be arranged between the chassis (also called base frame or frame) of the commercial vehicle and the body (particularly the front) of the commercial vehicle. Alternatively or additionally, the strain gauges may be arranged in the front of the commercial vehicle, for example on a vertical surface portion of the front.

[0041] Precipitation may include raindrops and / or snow and / or hail. The impact of precipitation on the vehicle body (especially the cab) may transfer the horizontal component of the precipitation impulse to the vehicle body. The horizontal component of the impulse transferred per unit time and per unit area may correspond to the impact pressure. The dynamic pressure may be composed of the air dynamic pressure caused by air resistance and the impact pressure.

[0042] The wind speed sensor may include at least one dynamic pressure probe (e.g. a Pitot tube or a Prandtl Pitot tube) arranged at the front of the commercial vehicle. Each dynamic pressure probe may be designed to detect a dynamic pressure related to the wind speed in a reference system of the commercial vehicle. In order to detect the wind speed, the at least one dynamic pressure probe may additionally include a static pressure probe for measuring a static pressure component.

[0043] In any embodiment of the wind speed sensor, the dynamic pressure may include the difference between the total horizontal pressure component and the static pressure component. For example, the dynamic pressure probe may subtract the total horizontal pressure component from the static pressure component. The strain gauge may detect the dynamic pressure.

[0044] The measured dynamic pressure may be a quadratic function of the wind speed it is detecting.

[0045] If the detected driving speed and / or the driving speed pre-calculated based on the front terrain exceeds the minimum speed, for example greater than 60 km / h, the adjusted driving speed can usually depend on the detected wind speed. Below the minimum speed, the wind speed can be ignored when adjusting the driving speed.

[0046] The regulating unit can also be designed to take into account the shifting points of an automatic transmission in the drive train of the commercial vehicle (which are dependent on the driving speed) when regulating the driving speed. For example, if the terrain ahead has an uphill slope and the detected wind speed corresponds to a tailwind, the driving speed precalculated solely based on the terrain can be below the shifting points and the regulated driving speed can be greater than the shifting points.

[0047] According to another aspect, a device for regulating the driving speed of a commercial vehicle is proposed. The device comprises a driving speed sensor, which is designed to detect the driving speed of the commercial vehicle. The device also comprises a radio data interface, which is designed to detect the wind speed at or in front of the commercial vehicle from a server. The server provides data, which include the wind speed at or in front of the commercial vehicle. The device also comprises a regulating unit, which is designed to regulate the driving speed of the commercial vehicle as a function of the detected driving speed and the detected wind speed. The regulated driving speed is an increasing (e.g. strictly monotonically increasing) function of the wind speed detected in the direction of the driving speed (e.g. for the terrain in front of the commercial vehicle).

[0048] The device may also include a positioning unit, which is designed to locate the commercial vehicle on the lane on which the commercial vehicle is traveling. The position data of the located commercial vehicle can be sent to the server via a radio data interface (for example from the control unit). The data retrieved by the server via the radio data interface can include the wind speed detected at or in front of the located commercial vehicle.

[0049] The apparatus according to the further aspect may further comprise one or more features described in the context of the first mentioned aspect.

[0050] According to a further aspect, a motor vehicle, in particular a commercial vehicle, is proposed, the drive train of which comprises or is controlled by a device according to the above aspect in one of the design variants.

[0051] In any aspect, the commercial vehicle may be a truck, a tractor or a bus. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Other features and advantages of the present invention are described below with reference to the accompanying drawings.

[0053] Figure 1 is a schematic side view of an exemplary commercial vehicle having an embodiment of an apparatus for regulating the travel speed of the commercial vehicle;

[0054] Figure 2A is a schematic height profile along the lane with position-dependent wind speeds in the lane's reference system;

[0055] Figure 2B is the regulated travel speed and is based only on Figure 2A a height profile of a pre-calculated schematic graph of the travel speed along the travel path, taking into account the location-dependent wind speed; and

[0056] Figure 3 is a perspective view of an embodiment of a wind speed sensor at the front of a commercial vehicle. DETAILED DESCRIPTION

[0057] Figure 1 An exemplary commercial vehicle 150 , such as a truck or a bus, is schematically shown having a device for regulating the travel speed of the commercial vehicle 150 , generally indicated by reference numeral 100 .

[0058] The first exemplary embodiment of the device 100 comprises a driving speed sensor 110 , a wind speed sensor 120 and / or a data interface 122 , a locating unit 130 and a regulating unit 140 .

[0059] The driving speed sensor 110 detects the driving speed 112 of the commercial vehicle 150. The wind speed sensor 120 and / or the data interface 122 detects the wind speed 124 or 126 at or in front of the commercial vehicle (150). The wind speed 124 is measured in a reference system of the commercial vehicle 150. The wind speed 126 is measured in a reference system of a lane 114 (e.g. a street or a highway) of the commercial vehicle 150. The positioning unit 130 locates the commercial vehicle 150 on the lane 114 in which the commercial vehicle 150 is traveling, for example, by means of a global satellite navigation system (in particular the “Global Positioning System” or GPS; the Global Satellite Navigation System GLONASS; “Galileo” and / or “BeiDou”) and / or a cellular mobile radio network (in particular 4G LTE or 5G NR).

[0060] The regulating unit 140 is designed to regulate the travel speed of the commercial vehicle 150 as a function of the detected travel speed 112, the detected wind speed 124 and / or 126 and the terrain 200 located in front of the commercial vehicle 150 according to the position on the lane 114. For the terrain 200 located in front of the commercial vehicle 150, the regulated travel speed is an increasing function of the detected wind speed 124 and / or 126 in the direction of the travel speed.

[0061] A second exemplary embodiment of the device 100 , which can be combined with the first exemplary embodiment, comprises a driving speed sensor 110 , a radio data interface 122 and a control unit 140 .

[0062] Travel speed sensor 110 detects travel speed 112 of commercial vehicle 150 .

[0063] The radio data interface 122 detects the wind speed 126 at or in front of the commercial vehicle 150 from a server. The server provides data (for example in the reference system of the lane 114 of the commercial vehicle 150) indicating the wind speed 126. The control unit 140 can be designed to query the data from the server via the radio data interface. If necessary, the control unit 140 can convert the wind speed 126 in the reference system of the path 114 into the wind speed 124 in the reference system of the commercial vehicle using the detected driving speed 112.

[0064] The regulating unit 140 is designed to regulate the travel speed of the commercial vehicle 150 as a function of the detected travel speed 112 and the detected wind speed 124 and / or 126. The regulated travel speed 210 (e.g. for the terrain 200 located in front of the commercial vehicle 150) is an increasing function of the detected wind speed 124 and / or 126 in the direction of the travel speed.

[0065] In each embodiment, the average speed, also referred to as the cruising speed, can be predetermined and / or set on the device 100. Optimizing (i.e. minimizing) the driving energy (e.g. driving material consumption or CO2 emissions from the use of fossil fuels) and the cruising speed are fundamentally a conflict of objectives, since at driving speeds above a minimum speed (e.g. above 60 km / h), the air resistance, which increases with the square of the driving speed, can result in a significant or major portion of the driving energy.

[0066] In each embodiment, the regulating unit 140 can regulate the driving speed on the lane 114 of the commercial vehicle 150 (i.e., relative to the lane) by means of the driving speed relative to the air around the commercial vehicle 150, so that when the driving speed is greater than the minimum speed, the target conflict between the driving energy and the cruising speed is optimized. The regulation can be performed alone or in combination with the mechanism of a conventional speed regulating device (e.g., GPS cruise control).

[0067] If the commercial vehicle 150 moves on the lane 114 at a detected driving speed 112 (e.g. 80 km / h) and there is no wind (i.e. the wind speed 126 in the reference system of the lane 114 is zero or is small relative to the detected driving speed 112), the driving speed relative to the air is the same as the detected driving speed 112 (i.e. the driving speed through the air is also, for example, 80 km / h). Normal air resistance is exhibited accordingly. However, if there is a headwind of 10 km / h (i.e. the wind speed 126 in the reference system of the lane 114 is equal to -10 km / h in the direction of the driving speed), air resistance acts on the commercial vehicle 150, which corresponds to a driving speed of 90 km / h on the lane 114 in the absence of wind. The device 100 enables the detection of the driving speed relative to the air (i.e. the negative wind speed 124 in the reference system of the commercial vehicle 150) and the adjustment of the driving speed accordingly. In other words, the adjusted driving speed on the lane 114 can be adjusted according to the driving speed relative to the air.

[0068] The speed of travel through the air can be detected by an internal sensor, i.e. a wind speed sensor 120, or an external sensor, i.e. via a data interface 122, in particular a radio data interface 122. The wind speed measuring device 120 can include an anemometer, a dynamic pressure tube or an indirect dynamic pressure measurement, for example by a strain gauge (DMS) at a load-bearing point of the cab of the commercial vehicle 150. The data of the server, in particular weather data, can be local, location-triggered weather data, for example with reference to a GPS from the Internet. Based on the positioning of the commercial vehicle 150, the wind speed at or in front of the commercial vehicle 150 is detected by comparing the data with the driving direction and / or the position. The positioning can be performed using a satellite-based global navigation system, such as a GPS signal, an onboard (e.g. map-based) navigation system of the commercial vehicle 150, or a combination of both.

[0069] The control system can utilize the tailwind in the form of a temporary overshoot of the driving speed relative to the roadway, thereby at least partially compensating for the time lost in the headwind.

[0070] In a first embodiment of the regulating unit 140, for example in a first embodiment of the device 100, the regulating unit 140 regulates the driving speed of the lane 114 relative to the commercial vehicle 150 based on the driving speed through the air (i.e. the driving wind speed or negative wind speed 124 in the reference system of the commercial vehicle 150) in such a way that the optimization of fuel consumption (CO2 emissions in the case of fossil fuels) at driving speeds greater than 60 km / h conflicts with the goal of an average cruising speed. This regulation can be called "Aviation Adaptive Efficient Cruise" (AAEC) and / or an improvement of the driving speed precalculated solely based on the terrain.

[0071] Thus, embodiments of the device can be implemented in combination with mechanisms according to today's state of the art (eg GPS cruise control).A further optimization of the above mentioned conflict of objectives can only be achieved in synergy with the terrain by taking the wind speed into account.

[0072] For example, the commercial vehicle 150 moves at a driving speed of 80 km / h, and there is no wind. Then the wind speed is 80 km / h. Accordingly, the usual air resistance is exhibited. However, if there is a headwind of 10 km / h, the air resistance corresponding to the driving speed of 90 km / h in the absence of wind is exhibited. Here, the driving wind speed is included in the air resistance in square.

[0073] Embodiments of the device 100 can reduce the regulated driving speed of the commercial vehicle 150 in the case of a headwind to save fuel, and increase the driving speed within the legally permitted framework in the case of a tailwind to make up for the driving time lost during the deceleration. For example, the optimization effect occurs additively or super-proportionally (due to the quadratic speed dependence) to the effect of a driving speed pre-calculated solely based on the terrain (e.g. by conventional GPS cruise control).

[0074] Figure 2A and 2B The synergy effect of extending a conventional purely terrain-based regulation (eg, GPS cruise control) to an embodiment of the device 100 (eg, AAEC control) is schematically illustrated. Figure 2A , wind speed 126 in a reference system of lane 114 and associated terrain 200 (particularly a height profile) of lane 114 are shown.

[0075] In this case, since headwinds 202 and tailwinds 204 are equally frequent in the long term due to weather changes, lane changes or lane closures without weather changes (e.g. because of a heavy vehicle traveling on a round trip), the optimization effect occurs in a comprehensive manner (e.g. within a day or over a number of days). On average, a predefined cruising speed 214 is achieved with less drive energy.

[0076] In the case of a headwind 202, the adjusted travel speed 210 is lower than the travel speed 212 pre-calculated based on the terrain alone, because the relationship between the adjusted travel speed 210 and the detected wind speed 124 or 126 is a strictly monotonically increasing function under the given terrain 200. Thus, in the case of a headwind 202, driving energy is saved due to the speed relationship of the square of the air resistance. This saving is shown at reference numeral 220.

[0077] In the case of a tailwind 204, the adjusted travel speed 210 is greater than the travel speed 212 pre-calculated based on the terrain alone, because the relationship between the adjusted travel speed 210 and the detected wind speed 124 or 126 is a strictly monotonically increasing function under the given terrain 200. Thus, in the case of a tailwind 204, the time previously lost in a headwind is made up. This time saving is shown at reference numeral 222.

[0078] Due to the speed relationship of the square of air resistance, a higher driving speed 210 with a tailwind is associated with less additional driving energy than a saving 220 with a headwind 202, thereby saving driving energy overall without any time penalty.

[0079] The driving wind speed (ie, negative wind speed 124 in the reference system of commercial vehicle 150 ) is determined internally by wind speed sensor 120 or externally via data interface 122 in conjunction with the detected driving speed.

[0080] Figure 3 A perspective view of a commercial vehicle 150 is schematically shown, which has an exemplary embodiment of a wind speed sensor 120 on the front part 300 of the commercial vehicle 150. The sensor system on the commercial vehicle 150 is used to determine the driving wind speed, ie (except for the sign) the wind speed 124 in the reference system of the commercial vehicle 150.

[0081] A dynamic pressure probe as wind speed sensor 120 may be arranged on front part 300 of commercial vehicle 150 above a headlight or in an air guide opening 302 .

[0082] Despite Figure 3 In the embodiment of FIG. 1 , a dynamic pressure probe is shown as the wind speed sensor 120, but alternatively or additionally, an existing motor fan may be used as the wind speed sensor 120, for example as an anemometer according to the publication DE 10 2012 220 406 A1.

[0083] When adjusting the driving speed 210, the control unit 140 preferably also takes into account possible shifting strategies depending on the situation. Here, too, an energy-saving effect is achieved overall. Figure 2B The regulated driving speed 210 schematically shown in the figure cannot even be compared with driving with a constant fuel injection quantity or a constant accelerator pedal position, since such a driving maneuver is not possible for commercial vehicles (e.g. trucks). If the legal maximum speed is to be observed on a flat road, the driving speed would drop to unacceptably low values ​​on a large slope (i.e. for an uphill road). On the other hand, the maximum permissible speed would be exceeded on a flat road (e.g. for trucks).

[0084] A second embodiment of the device 100, such as the second example, adjusts the driving speed on the lane based on the driving speed through the air (i.e. the driving wind speed), thereby optimizing the conflicting objectives of fuel consumption (CO2 emissions in the case of fossil fuels) and average cruising speed. The adjustment is based on data on regional wind speed and wind direction from a server (e.g. from the Internet) via the radio data interface 122. The second example can be an implementation of "augmented reality" or "WEB 4.0".

[0085] If the commercial vehicle moves at a speed of 80 km / h and there is no wind, the driving wind speed is also 80 km / h. Normal air resistance is exhibited accordingly. However, if there is a headwind of 10 km / h, an air resistance corresponding to a driving speed of 90 km / h in no wind is exhibited. Here, the driving wind speed is squared and taken into account in the air resistance. An implementation of the second embodiment derives the driving wind speed from external data of the radio data interface 122. The regulation of the driving speed 210 includes reducing the driving speed in the case of a headwind 202 in order to save fuel, and increasing the driving speed within the framework permitted by law in the case of a tailwind 204 in order to compensate for the driving time lost in the headwind 202. Over several days, an optimization effect is generally achieved, because the headwind and the tailwind are balanced due to climate and lane management (for example, because the loaded vehicle is traveling on a round trip).

[0086] Here, the detection of the driving wind speed or wind speed 124 in the reference system of the commercial vehicle 150 is carried out by comparing regional weather data from the Internet with the current position and / or route of the commercial vehicle based on positioning (for example, using GPS and / or an on-board navigation system) with the support of information technology. The result of the comparison is the driving wind speed relative to the coordinate system of the commercial vehicle 150. Due to the overall optimization effect, it is sufficient to use regional weather data instead of accurate local weather data. As shown by means of the above exemplary embodiments, the influence of wind strength and wind direction on the target conflict between minimum driving energy and predetermined or minimum driving time can be determined by adjusting according to the detected wind speed. In a first embodiment, in combination with the terrain ahead, a super-proportional saving of driving energy can be achieved. In a second embodiment that can be combined with the first embodiment, external measurements (for example, mobile measurements of a fleet reported to a server, networked fixed measurement points or satellite-based air flow measurements) can be the basis for the detected wind speed.

[0087] Although the present invention has been described with the aid of embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents may be used as substitutes. In addition, many modifications may be made to adapt specific driving situations or specific drive trains to the teachings of the present invention. Therefore, the present invention should not be limited to the disclosed embodiments, but should cover all embodiments falling within the scope of the appended claims.

[0088] List of Reference Numerals

[0089] 100 Devices for regulating the speed of commercial vehicles

[0090] 110 Travel speed sensor

[0091] 112 Travel speed

[0092] 114 Lane

[0093] 120 Wind speed sensor

[0094] 122 Data interfaces, especially radio data interfaces

[0095] 124 Wind speed in the reference system of commercial vehicles

[0096] 126 Wind speed in the lane reference system

[0097] 130 Positioning unit

[0098] 140 Adjustment Unit

[0099] 150 Commercial vehicles

[0100] 200 Terrain, especially height distribution maps

[0101] 210 Regulated driving speed

[0102] 212 Pre-calculated driving speed based on terrain

[0103] 214 Predetermined average speed

[0104] 220 Energy Saving

[0105] 222 Time saving.

Claims

1. A device (100) for regulating the travel speed of a commercial vehicle (150), comprising: A driving speed sensor (110) configured to detect a driving speed (112) of the commercial vehicle (150); a wind speed sensor (120) or a data interface (122) designed to detect a wind speed (124; 126) at or in front of the commercial vehicle (150); a positioning unit (130) configured to locate the commercial vehicle (150) on a lane (114) on which the commercial vehicle (150) is traveling; and A regulating unit (140) is designed to regulate the driving speed of the commercial vehicle (150) as a function of a detected driving speed (112), a detected wind speed (124; 126) and a terrain (200) located in front of the commercial vehicle (150) on the lane (114), wherein the regulated driving speed (210) is an increasing function of the detected wind speed (124; 126) in the direction of the driving speed for the terrain (200) in front of the commercial vehicle (150).

2. The device (100) according to claim 1, wherein: The wind speed (124; 126) detected in the direction of the driving speed comprises the wind speed (124) in a reference system of the commercial vehicle (150).

3. The device (100) according to claim 2, wherein: The adjusted travel speed (210) is V F (soll) =V F (topo) +ε·V′ W (ist) , Among them, V F (topo) is the driving speed (212) pre-calculated based on the terrain ahead (200), V′ W (ist) is the wind speed (124; 126) detected in the reference system of the commercial vehicle (150), and the parameter ε is the degree to which the wind speed (124; 126) is taken into account, where 0<ε≤1.

4. The device (100) according to any one of claims 1 to 3, wherein: The detected wind speed (124; 126) comprises the wind speed (126) in a reference system of a lane (114) in which the commercial vehicle (150) is traveling.

5. The device (100) according to claim 4, wherein: The adjusted travel speed (210) is: V F (soll) =V F (topo) +ε·(V W (ist) -V F (ist) ), Among them, V F (topo) is the driving speed (212) pre-calculated based on the terrain (200) ahead, V W (ist) is the wind speed (124; 126) detected in the direction of the driving speed, parameter ε is the degree of consideration of the wind speed (124; 126), where 0<ε≤1, and V F (ist) is the detected driving speed (112).

6. The device (100) according to claim 3 or 5, wherein: The parameter ε, to which the wind speed (124; 126) is taken into account, depends on the terrain ahead (200) and / or the efficiency-optimized operating point or operating range of the drive train of the commercial vehicle (150).

7. The device (100) according to any one of claims 1 to 3, wherein: The data interface (122) comprises a radio data interface to a server which provides weather data including wind speed (124; 126) at or in front of the located commercial vehicle (150).

8. The device (100) according to any one of claims 1 to 3, wherein: The wind speed sensor (120) comprises at least one strain gauge between the chassis and the body of the commercial vehicle (150), wherein the at least one strain gauge is designed to detect a dynamic pressure related to the wind speed (124; 126) in a reference system of the commercial vehicle (150).

9. The device (100) according to any one of claims 1 to 3, wherein: The wind speed sensor (120) comprises at least one dynamic pressure probe arranged at the front of the commercial vehicle (150) and designed to detect a dynamic pressure related to a wind speed (124; 126) in a reference system of the commercial vehicle (150).

10. The device (100) according to any one of claims 1 to 3, wherein: If the detected travel speed (112) and / or the travel speed pre-calculated based on the forward terrain (200) is greater than a minimum speed, the adjusted travel speed (210) is dependent on the detected wind speed (124; 126).

11. The device (100) according to any one of claims 1 to 3, wherein: The regulating unit (140) is also designed to take into account a shift point of an automatic transmission in the drive train of the commercial vehicle (150) when regulating the driving speed, wherein if the terrain ahead (200) has an uphill slope and the detected wind speed (124; 126) corresponds to a tailwind, the driving speed precalculated solely based on the terrain is below the shift point and the regulated driving speed (210) is greater than the shift point.

12. The device (100) according to claim 2, wherein: If 0<V′ W (ist) , the adjusted travel speed (210) is V F (soll) =V F (topo) +ε·V′ W (ist) , Among them, V F (topo) is the driving speed (212) pre-calculated based on the terrain ahead (200), V′ W (ist) is the wind speed (124; 126) detected in the reference system of the commercial vehicle (150), and the parameter ε is the degree to which the wind speed (124; 126) is taken into account, where 0<ε≤1.

13. The device (100) according to claim 2, wherein: The adjusted travel speed (210) is V F (soll) =V F (topo) +ε·(V′ W (ist) +V F (ist) ), Among them, V F (topo) is the driving speed (212) pre-calculated based on the terrain ahead (200), V′ W (ist) is the wind speed (124; 126) detected in the reference system of the commercial vehicle (150), the parameter ε is the degree of consideration of the wind speed (124; 126), where 0<ε≤1, and V F (ist) is the detected driving speed (112).

14. The device (100) according to claim 4, wherein: If 0<V F (ist) <V W (ist) , the adjusted travel speed (210) is: V F (soll) =V F (topo) +ε·(V W (ist) -V F (ist) ), Among them, V F (topo) is the driving speed (212) pre-calculated based on the terrain (200) ahead, V W (ist) is the wind speed (124; 126) detected in the direction of the driving speed, parameter ε is the degree of consideration of the wind speed (124; 126), where 0<ε≤1, and V F (ist) is the detected driving speed (112).

15. The device (100) according to claim 4, wherein: The adjusted travel speed (210) is: V F (soll) =V F (topo) +ε·V W (ist) , Among them, V F (topo) is the driving speed (212) pre-calculated based on the terrain (200) ahead, V W (ist) is the wind speed (124; 126) detected in the direction of the driving speed, and parameter ε is the degree of consideration of the wind speed (124; 126), where 0<ε≤1.

16. The device (100) according to claim 8, wherein: The at least one strain gauge is disposed between a chassis and a cab of the commercial vehicle (150).

17. The device (100) according to claim 8, wherein: The dynamic pressure includes the impact pressure of precipitation.

18. The device (100) according to claim 10, wherein: The minimum speed is 60 km / h.

19. A device (100) for regulating the travel speed of a commercial vehicle (150), comprising: A driving speed sensor (110) configured to detect a driving speed (112) of the commercial vehicle (150); a radio data interface (122) designed to detect a wind speed (124; 126) at or in front of the commercial vehicle (150) from a server providing data, the data comprising the wind speed (124; 126) at or in front of the commercial vehicle (150); and A regulating unit (140) is designed to regulate the driving speed of the commercial vehicle (150) as a function of the detected driving speed (112) and the detected wind speed (124; 126), wherein the regulated driving speed (210) is an increasing function of the detected wind speed (124; 126) in the direction of the driving speed.

20. The apparatus (100) according to claim 19, further comprising: A positioning unit (130) is designed to locate the commercial vehicle (150) on a lane (114) on which the commercial vehicle (150) is traveling, wherein position data are sent to the server via the radio data interface (122), and the data retrieved by the server via the radio data interface (122) include a wind speed (124; 126) detected at or in front of the located commercial vehicle (150).

21. A commercial vehicle comprising: Drive system; and Device (100) according to any one of claims 1 to 20 for controlling the drive train.

22. The commercial vehicle of claim 21, wherein the commercial vehicle is a truck, a tractor or a bus.

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