Vehicle state regulation system, road vehicle and vehicle state regulation method for limiting emissions

Abstract

The invention relates to a vehicle state regulation system for limiting emissions, having a state detection unit (1), a database unit (2) and a control and evaluation unit (3), wherein the state detection unit (1) is configured to provide state data, wherein the database unit (2) has a static database module (2.1), a dynamic database module (2.2) and a data management module (2.3), wherein the static database module (2.1) has static data on causal relationships with respect to emissions independent of the drive train, wherein the dynamic database module (2.2) has variable data with respect to emissions independent of the drive train, wherein the control and evaluation unit (3) is configured to obtain the state data from the state detection unit (1), to obtain the database data from the database unit (2), to determine an emission budget and a target emission value by means of a calculation module (3.1), to provide an optional preliminary control instruction, to assign a predictive emission characteristic value to the control instruction, to select a final control instruction from the optional preliminary control instruction depending on the predictive emission characteristic value and a target emission characteristic value by means of an evaluation module (3.2), to output the final control instruction to an actuator unit (4), to influence the vehicle state. The invention furthermore relates to a road vehicle having such a vehicle state regulation system and to a method for vehicle state regulation.

Description

Technical Field

[0001] This invention relates to a vehicle condition control system for limiting emissions and a vehicle condition control method for limiting transmission-independent emissions. The invention further relates to road vehicles with emission limits related to transmission-independent emissions.

[0002] Emissions, depending on the traffic, can be emissions from motors, especially exhaust gases from internal combustion engines, and emissions from sources other than motors.

[0003] Two types of emissions dependent on transportation have been criticized by the public because they contribute to climate change and are considered harmful to health. Therefore, for over two decades, the EU and WHO have been working to reduce particulate matter emissions through the introduction of guidelines and legislation. To reduce motor emissions, more efficient drive systems have been increasingly developed in recent years, with in-motor measures or aftertreatment systems playing a particularly important role.

[0004] Currently, there are no legally mandated thresholds for emissions other than those from motors, causing their share of total emissions to continue to rise. Therefore, it is estimated that motor emissions and other non-motor emissions contribute similarly to pollution in urban areas. Because a portion of abrasive particles can be classified into the fine dust size class (≤10 μm), these fine dust sources have a particular impact on human health.

[0005] Against this backdrop, UNECE (United Nations Economic Commission for Europe) established the "Particle Measurement Program" (PMP) to introduce standardized testing methods for sampling and measuring particulate matter. Therefore, in the past, there has been an increasing focus on emission sources.

[0006] Various solutions for reducing emissions unrelated to the drivetrain, particularly for reducing emissions from friction brakes, are known from existing technologies.

[0007] The relevant solution proposed by existing technology is to receive the generated braking particles and avoid or reduce their release into the environment.

[0008] For example, DE102005006465A1 describes a solution in which discharged brake particles are fixed onto components of the braking system by setting an electrostatic field, electromagnetic field, or a combination of fields. These components are then cleaned by shutting down the fields.

[0009] JP2008115957A proposes to set an electric potential between the inner and outer sides of the rim so that brake particles accumulate on the inner side of the rim.

[0010] DE60224858T2 describes a brake wear collection device, wherein an electric field is established during braking to collect brake dust on a collection plate.

[0011] In addition, DE202005006844U1 describes an apparatus for receiving abrasive particles from a motor vehicle braking device, characterized in that brake dust is transported to a filtration system by fluid guidance and filtered there.

[0012] DE102006051972A1 describes another brake dust collection device, wherein a housing partially surrounds the area of ​​the brake caliper outlet, thereby allowing brake dust to flow into the housing through an opening and be separated there due to the advantageous design of the housing.

[0013] In addition, DE102007009744A1 proposes a solution for removing brake dust, in which a suction device is connected to the vehicle's exhaust system, and brake dust from the wheel brakes is transported toward the exhaust system by an applied negative pressure and separated in a particulate filter.

[0014] DE202005017472U1 also describes the design of a brake dust adsorption device, characterized in that brake dust particles are supported by a device and attracted away by an electrostatic field, causing them to be separated in a filter.

[0015] WO2014 / 072234A2 describes a suction device that draws in brake dust through a guide channel integrated in the brake pads and delivers it to a filtration mechanism.

[0016] The drawbacks of existing solutions are that, on the one hand, additional, costly, and easily interfered-with devices are required, and on the other hand, there is the problem of removing residual brake dust under environmentally acceptable conditions.

[0017] In addition, there are known solutions that advance the brake pedal setting and aim to reduce brake wear.

[0018] DE102018207298A1 describes a control unit and method for reducing brake dust emissions, wherein the method specifies deriving position data about the vehicle's position and adjusting the distribution of braking force on different braking devices mounted on the vehicle based on the position data. A drawback of this solution is that it does not take into account the complexity of driving conditions in practice.

[0019] Furthermore, DE102009001332A1 describes a solution for environmentally friendly cornering. A method is proposed here, in which the curve direction to be traversed is determined, at least one rated driving parameter is calculated, wherein emissions of tire wear, brake dust, and carbon dioxide are minimized, and the actual driving parameters are adapted to the calculated rated parameters. A particular drawback here is that a solution is shown only for a specific driving condition.

[0020] DE102016215900A1 relates to a method for determining vehicle emissions and a system for implementing the method. According to this solution, emissions are determined during actual driving operations, relating to at least one vehicle parameter, by means of a vehicle data processing device, and with sensor support or based on a model. The drawback is that it only provides a solution for determining emissions, but not a solution for reducing emissions.

[0021] Furthermore, WO2020 / 031103A1 discloses a method and apparatus for detecting and providing data for evaluating braking performance, wherein particulate emissions are used as an indicator. This data is provided to the vehicle driver, allowing the driver to optimize their driving style by producing less emissions beyond those from the engine. The drawback is that the reduced emissions driving performance is only a trigger; it subsequently depends on actual driving behavior.

[0022] DE102018207298A1 describes another solution for reducing brake dust emissions. Specifically, it proposes a targeted distribution of braking force across different braking devices based on vehicle position data, with the aim of reducing emissions. A drawback is that this approach only studies one particular technical aspect of braking force distribution and does not consider other parameters. Summary of the Invention

[0023] The object of the present invention is to provide a vehicle state adjustment system that enables, and is independent of the transmission design, the driving operation of a road vehicle with respect to emission limits independent of the transmission system while optimizing driving dynamics. Furthermore, the object of the present invention is to provide a road vehicle for such emission-limited driving operation while simultaneously optimizing driving dynamics, and a method for such emission-limited and dynamic-optimized vehicle state adjustment.

[0024] The task concerning the vehicle condition adjustment system is solved by the feature in claim 1. Furthermore, the task concerning the road vehicle is solved by the feature in claim 8, and the task concerning the method is solved by the feature in claim 9. Preferred variations are given in each dependent claim.

[0025] In particular, the following trade-offs form the basis of the vehicle condition regulation system according to the invention for limiting emissions independent of the drivetrain.

[0026] In the context of this invention, emissions unrelated to the drivetrain, and also referred to in part as emissions other than those from the motor, are understood as particulate emissions, which originate from road vehicles and do not return to the internal combustion process of the motor. Emissions unrelated to the drivetrain exist in particular as emissions from friction brakes and emissions from vehicle tires. In other senses, this also includes road wear and resuspension phenomena that depend on traffic.

[0027] Currently, deceleration of road vehicles is primarily achieved through friction brakes, where kinetic energy is converted into heat. Friction brakes are currently indispensable due to deceleration requirements during emergency braking, particularly for battery-powered vehicles with high regenerative braking capabilities. The standard form of a friction pair consists of organic brake linings and gray cast iron brake pads. The primary frictional force is borne by the contact area, which possesses high compressive and shear strength and is typically characterized by fibrous ends or individual metal particles present within the lining layers. These particles leave the contact area primarily under the influence of hydrodynamic and inertial forces. This is driven partly tangentially along the direction of rotation and partly circumferentially at the boundary surfaces of the opposing brake pads.

[0028] Besides initial velocity or frictional energy, surface pressure and friction zone temperature are also major influencing variables of particulate wear on friction brakes. The formation process and its changing correlations are complex and particularly dependent on the material properties of the friction pairs in contact. Therefore, to reduce emissions from motor vehicle wheel brakes, in addition to material and structural solutions, special attention must be paid to driving dynamics and ongoing operating conditions.

[0029] Tire wear and road wear can both be defined as wear on connected components, namely, wear on the tire's moving surface and the road surface. Wear can also be described as a progressive loss of material from the upper side of a stationary object, caused by frictional stress, i.e., the contact and relative motion of the corresponding mating parts.

[0030] The primary cause of tire and road surface particles is slippage. Slippage occurs when the vehicle speed is greater than or less than the tire's peripheral speed. This slippage can be divided into the deformation of the tire body and tread patterns (i.e., elastic deformation of the tire sidewalls) and the sliding portion of relative motion between the tire and the road surface. Besides wear on the tire's moving surfaces and the road surface caused by slippage, particles may also be released due to evaporation and melting processes when the tire's moving surfaces heat up. The latter occurs when there is high sliding speed between the wheel and the road surface and low force transmission. Furthermore, lateral slippage can also be attributed to particulate emissions; this is the cause of lateral force transmission during cornering.

[0031] Furthermore, the present invention is based on the consideration that when the emission correlation of vehicle status, especially the emission correlation of active regulation intervention, can be evaluated in relation to the situation and incorporated into the decision to regulate vehicle status, it is possible to reduce emissions unrelated to the drivetrain.

[0032] The present invention is also based on the consideration that when making the emission budget for a driving unit (i.e., the total distance having multiple emission-related driving events), the emission budget is decomposed into the emissions of each driving event, taking into account the impact on driving power of each driving event. This enables better driving power to be achieved with the same total emissions (compared to the case where only an evaluation of the emission relevance of each driving event is performed on its own).

[0033] In general, depending on the system considered, differentiated influencing variables can be defined relative to the generation of particulate wear, where the intensity and interaction with other influencing variables can be shown or described using mathematical models or machine learning algorithms. The specification illustrates the basis for measures to optimize emissions, optimize wear, and optimize driving dynamics, which relate to acceleration and / or deceleration and / or lateral dynamics regulation.

[0034] Therefore, as a basic component, the vehicle condition regulation system has a condition detection unit, a database unit, and a control and evaluation unit.

[0035] According to the present invention, the state detection unit is used to detect state data. The state data is traffic state data, vehicle state data, or vehicle subsystem data.

[0036] The status detection unit has multiple detection units, including traffic condition detection unit, vehicle status detection unit and vehicle subsystem detection unit.

[0037] Traffic condition detection units are constructed to detect and transmit traffic condition data. These units can be sensors or systems used to detect the behavior of other road users, such as the speed of other vehicles. They also detect the performance requirements of traffic regulation devices, such as traffic lights or spatial relationships within traffic spaces (e.g., road width, distance to intersections, etc.). Furthermore, remotely transmitted data is involved, such as navigation data, weather data, or congestion reports. Therefore, traffic condition detection units detect the external conditions relative to vehicles.

[0038] The vehicle condition detection unit is configured to detect vehicle condition data and transmit it transmissibly. Vehicle condition data is particularly data on vehicle dynamics, such as speed, acceleration in the direction of travel, or lateral acceleration. Therefore, the vehicle condition detection unit also incorporates suitable sensors.

[0039] Finally, the state detection unit also includes a vehicle subsystem detection unit, which is configured to detect vehicle subsystem data and transmitibly provide such data. Such a vehicle subsystem may, in particular, be a friction brake or, similarly, a vehicle tire. The state of such a vehicle subsystem is represented by at least one physical quantity, and preferably by multiple physical quantities. These physical quantities may, for example, be the temperature of the brake pads or the temperature of the tire surface.

[0040] The database unit has a static database module, a dynamic database module, and a data management module. Furthermore, the database unit is data-connected to the status detection unit and can obtain status data from the status detection unit.

[0041] The static database module contains static data regarding the causal relationships of emissions unrelated to the drivetrain. This can be, for example, stored characteristic curves or composite characteristic curves. Thus, for example, the relationship between driving speed, friction brake temperature, and particulate emissions from the friction brake can be stored as characteristic curves or composite characteristic curves. The data stored in this way is based on experimental series or field data, thereby ensuring high reliability. The causal relationships are universal and therefore can be used as a static database.

[0042] The vehicle condition adjustment system according to the invention is characterized in particular by a dynamic database module and the interaction between this database module and other components. The dynamic database module contains variable data regarding transmission-independent emissions. This variable data regarding transmission-independent emissions is all data that is not static but universally applicable and conditionally relevant to transmission-independent emissions. Such variable data can be, for example, variables influencing dynamic actions or data related to the state history.

[0043] Dynamic variables can include, for example, the anti-corrosion coating of newly installed brake pads, which alters braking performance and emissions, while simultaneously suffering increasing damage due to braking operations.

[0044] Historical data on brake pad condition could include, for example, climate data. If, for instance, high humidity persists for an extended period, corrosive deposits are present on the brake pad surface, altering both braking performance and emissions. Furthermore, these corrosive deposits are increasingly removed through braking operations.

[0045] Therefore, the variable data from dynamic data modules significantly influences emissions performance on the one hand, but on the other hand, it always only has situation-related validity.

[0046] Another component of the database unit is the data management module.

[0047] The data management module is designed to write variable data to or delete variable data from the dynamic database module. In this way, the data management module ensures that the dynamic database module has real-time, situation-critical data readily available.

[0048] The data management module is also used to retrieve static data from the static database module and variable data from the dynamic database module, and to provide them to the control and evaluation unit as database data in a transferable manner. Static and dynamic data are therefore collectively referred to as database data.

[0049] According to the present invention, the data management module provides status data and database data to the control and evaluation unit, and in particular, the database data includes not only static data but also variable data relevant to each situation.

[0050] According to the present invention, the control and evaluation unit is data-connected to the state detection unit and the database unit. The control and evaluation unit is further configured to obtain state data from the state detection unit and database data from the database unit, and to process these data. The state data and database data are collectively referred to as input data.

[0051] As a result of processing the input data, the control and evaluation unit provides optional preliminary control commands, to which predictive emission characteristic values ​​are assigned. The predictive emission characteristic values ​​express what predictable, drivetrain-independent emissions will occur when the corresponding control command is implemented. Here, causal relationships are particularly important for calculating the predictive emission characteristic values, just as they are stored as static data in the static data module. This could be, for example, the relationship between brake pad temperature and particulate emissions generated by brake wear. Furthermore, variable data such as speed status data or, for example, the total operating hours of the friction brakes, are incorporated into the calculation of the predictive emission characteristic values. Optional preliminary control commands typically refer to the calculation of multiple different conceivable control commands for the same state, providing these control commands in parallel for subsequent evaluation.

[0052] The control and evaluation unit also includes a calculation module. This calculation module is configured to calculate the emission budget of the driving unit from status data and database data.

[0053] Here, a travel unit is a collective term for multiple individual travel events, the purpose of which is for the vehicle to travel a specific route from a starting point to a destination. A travel event is a segment of a travel unit, separated from a previous travel segment by one or more regulatory interventions. Travel events are also partly referred to as travel items or travel segments.

[0054] Emissions budgets can be based on predetermined values, where emissions are permissible for each driving segment. These predetermined values ​​could be provided in advance by the vehicle manufacturer as vehicle quality characteristics and stored in a database unit. Furthermore, it is conceivable that statutory predetermined values ​​also exist in this regard, stored in a database unit and adapted to changes in the database data should these statutory predetermined values ​​change.

[0055] After inputting the starting and ending points of the journey using a route planner, the length of the route can be obtained, for example, using status data and database data, thus the length of the travel segment is known. Based on this travel segment, an emissions budget can be calculated. The emissions budget is the total amount of emissions allowed to be emitted by the vehicle while traveling on this travel segment.

[0056] The calculation module is further configured to obtain rated emission characteristic values ​​for preliminary optional control commands using the calculated emission budget. This is based on the fact that, for the given route length, geographical data of the route, such as turning radius, elevation difference, road surface data, or similar information, is also known from status data and database data, as well as data regarding speed regulation, traffic lights, potential congestion, or similar information.

[0057] This allows for the generation of optional preliminary control commands for each driving event, along with predictive emission characteristics for each of its associated parameters. The rated emission characteristics are emission characteristics prepared for a specific driving event, ensuring that the overall emission characteristics do not exceed the emission budget.

[0058] Based on this, it is now possible to select some control commands from the available preliminary control commands, whose associated predictive emission characteristic values ​​are consistent with the rated emission characteristic values. Thus, the sum of the predictive emission characteristic values ​​of the selected control commands does not exceed the emission budget.

[0059] This allows for the allocation of the emissions budget to predictive emissions characteristics of the control commands, enabling the highest possible driving power to be achieved.

[0060] Therefore, the control and evaluation unit according to the invention has an evaluation module configured to select a final control command from optional preliminary control commands by means of a comparison between predictive emission characteristic values ​​and rated emission characteristic values.

[0061] The evaluation module is based on the fact that different objectives of vehicle state regulation (hereinafter referred to as regulation objectives) may conflict. Such regulation objectives may, in particular, be the minimum possible travel time, the minimum possible energy consumption, or the minimum possible emissions from sources independent of the drivetrain. Thus, for example, a higher degree of achievement for a regulation objective related to a shorter travel time (hereinafter also referred to as higher driving power) is accompanied by a lower degree of achievement for a regulation objective related to lower emissions. The selection decision among different possible control commands usually results in a compromise between the degree of achievement of different regulation objectives. The evaluation module weights each regulation objective. Therefore, based on the weighting, the evaluation module can calculate which of the optional preliminary control commands for the weighted regulation objectives leads to the greatest overall optimization. According to the weighting, the greatest overall optimization is achieved when the degree of achievement of different regulation objectives differs, thus other optional preliminary control commands can usually be selected in different weights. Particularly preferred is that the user can adjust the weighting, thereby, for example, selecting a vehicle operating mode with particularly low emissions, in which a slightly longer travel time can be accommodated. The control command selected based on the weighting is called the final control command.

[0062] An evaluation module is constructed to achieve the target driving power under different deviations of the predicted emission characteristic value from the rated emission characteristic value, wherein, in total, the predicted emission characteristic value does not exceed the emission budget. Only different allocations of the emission budget are involved. Simultaneously, different driving power is achieved in each driving event, and these driving power results, as individual outcomes related to the driving event, are summed and included in the overall evaluation. The final control command is selected such that, in total, the individual outcomes of the driving power result in an optimized overall driving power outcome. This indicates that the allocation of the emission budget allows for higher emissions in each driving event, achieving the highest relative driving power gain through increased emissions, while simultaneously requiring lower emissions in each driving event for balancing compensation, where emission reduction minimizes the relative loss of driving power.

[0063] Based on the selection made through the evaluation module, the control and evaluation unit is configured to output the final control command to the actuator unit, wherein the vehicle state can be influenced by the actuator unit.

[0064] According to the present invention, the final control command is output to the actuator unit. The control command refers to output information that facilitates a specific state of subsequent technical units. This can be a direct switching command, but it can also simply be a data output. In the context of this invention, the control command is also a non-command, meaning determining not to actively interfere with the vehicle's state, but rather, for example, to allow the vehicle to move forward without acceleration or deceleration.

[0065] In the context of this invention, an actuator refers to any technical unit that changes the state of that unit through input control commands. In the context of this invention, an actuator primarily refers to any unit that directly affects a physical quantity. For example, an actuator refers to the direct operation of a friction brake, the operation of an eddy current brake, or the regulation of the electric drive motor in drive mode and during generator operation. Thus, for example, the vehicle is decelerated by adjusting the absorbed torque during generator operation, or alternatively or cumulatively by operating the friction brake. Furthermore, in the context of this invention, an actuator also refers to any other technical device, such as a vehicle subsystem or another control and evaluation unit, whose operating state is affected by control commands and thereby indirectly affects the vehicle state.

[0066] This leads to consideration of interactions with different vehicle systems, such as the drivetrain, to ensure ideal regulation of driving conditions. In an example of electric drive design, the kinetic energy of the moving vehicle is converted into electrical energy, which can then be temporarily stored. The necessary deceleration torque can be provided entirely by the electric drive motor operating from the generator, or similarly by the coupling via mechanical friction brakes. This yields the following advantages: a reduction in the number of friction brakes used, a reduction in braking pressure, a reduction in friction power, a reduction in the temperature of the friction zone, and a reduction in the associated fine dust generation.

[0067] The significant advantage of the solution according to the invention is that it reduces emissions unrelated to the drivetrain by means of limiting, through intelligent driving dynamics adjustment, and without substantial additional measures.

[0068] The solution according to the invention is particularly advantageous in that it takes into account causal relationships that are higher than the level of driving conditions in order to reduce brake wear and / or tire wear and / or road wear.

[0069] Thus, advantageously achieved by means of the invention, the vehicle acceleration output by the data processing and determination element is not ideal for traffic flow, and / or not tolerable for passengers, but rather an acceleration that minimizes drive slippage in relation to driving conditions (e.g., a low coefficient of friction due to road characteristics), thereby significantly reducing tire wear.

[0070] By incorporating vehicle subsystems (such as the aforementioned use of electric drive motors during generator operation) according to the present invention, an overall regulation scheme is advantageously provided to reduce emissions unrelated to the drivetrain.

[0071] This invention is particularly aimed at the increasing proportion of semi-autonomous and fully autonomous driving in the future, in which condition-dependent driving decisions are made in a highly dynamic manner, but with minimal fine dust emissions.

[0072] The vehicle's status and environment are detected and assessed using appropriate sensors, cameras, vehicle-to-vehicle or vehicle-to-infrastructure communication, or other real-time status detection. For fully automated guidance, a computational structure is provided that calculates appropriate output data based on the input data.

[0073] Taking into account the current, desired operating conditions of the considered vehicle subsystems (e.g., friction brakes) and the causal relationships between brake wear, tire wear, and the formation of particulate emissions due to road wear, the vehicle's acceleration and / or deceleration behavior and / or lateral guidance (steering) behavior are evaluated, and regulatory interventions are implemented and / or digital values ​​are fed back. If the vehicle is operating fully or semi-automatically, traffic condition data, driving status, vehicle subsystem data, and causal relationships are also detected and / or provided in real time to determine actions for wear optimization and driving dynamics optimization.

[0074] Actions for emission optimization, wear optimization, and driving dynamics optimization, calculated by the control and evaluation unit as a data processing and decision-making element and depending on traffic conditions, driving status, vehicle subsystem data, and causal relationships, can be defined as regulatory interventions or feedback digital values ​​regarding acceleration, deceleration, and lateral forces. These are used to manipulate vehicle systems, for example, for deceleration regulation by means of an electric motor during generator operation. In addition to environmental data, data about the considered vehicle subsystems are also taken into account when determining actions for wear optimization and driving dynamics optimization.

[0075] Here, the solution according to the invention is not limited to completely prohibiting the emission of fine dust, but also to ensuring ideal operating conditions. For example, friction brakes maintain an ideal operating range for emergency braking situations through temporary operation. Therefore, driving decisions are simultaneously referred to as actions that optimize emissions, wear, and driving dynamics.

[0076] What is particularly advantageous is that, while taking into account the impact on driving power, it is possible to provide higher driving power without increasing emissions by creating an emissions budget and optimizing its distribution across various driving events.

[0077] The vehicle condition adjustment system according to the present invention has the advantage that it not only reduces the amount of fine dust emitted by the friction brake, but also ensures ideal operating conditions, such as maintaining an ideal operating range for emergency braking situations through temporary operation of the friction brake.

[0078] The vehicle condition adjustment system according to the present invention can reduce emissions not only in semi-autonomous driving, but also in fully autonomous driving.

[0079] The semi-automatic or fully automatic operation of a vehicle can be distinguished by its functions and the tasks performed by the driver or passengers.

[0080] With assistance, adjustments such as speed, acceleration, and deceleration can be made through various assistance systems in relation to the vehicle ahead.

[0081] In fully automated driving mode, the control of driving power is fully automatic.

[0082] The vehicle condition regulation system can provide optimized emissions operation for every type of vehicle structure or every type of drive design, wherein the electric motor for ensuring regenerative braking is advantageously integrated as an integral component. The vehicle can be equipped with sensing mechanisms (e.g., at least one ultrasonic sensor, radar, camera, or other physical measurement principle sensing mechanism) for detecting driving conditions in order to detect the state of the surrounding environment.

[0083] In order to reduce particulate wear on vehicle tires or friction brakes by changing the form of acceleration or deceleration of driving force, especially by limiting the intensity of acceleration torque and braking torque, this can be done in the case of using vehicle systems (such as transmission systems used to implement deceleration during generator operation, without the implementation of friction braking) and in the case of considering causality, related to condition-dependent adjustments.

[0084] In particular, the solution according to the invention addresses a compromise between driving dynamics / comfort and the acceleration power, deceleration power and lateral acceleration power necessary to perform driving tasks, wherein the latter is directly related to the particle formation process.

[0085] The vehicle condition adjustment system according to the invention is further characterized by the advantage that it can provide adjustment with emission reduction effects without measuring the vehicle's actual emissions.

[0086] Furthermore, a particular advantage lies in the ability to pre-adjust emissions independent of the drivetrain. This limitation, which is a primary predetermined parameter, allows for the achievement of potentially ideal driving dynamics while maintaining this limitation.

[0087] According to the advantageous first variant, the vehicle condition adjustment system is constructed as a system according to SAE (Society of Automotive Engineers) levels 2 to 5.

[0088] In this variant, the SAE rating is based on the following:

[0089] SAE Level 2 involves semi-autonomous driving. It involves using one or more driving assistance systems to perform steering, acceleration, and braking processes in relation to a specific driving mode, based on information about the driving environment, with the expectation that the human driver will perform all other aspects of the dynamic driving task.

[0090] SAE Level 3 refers to Conditional Full Automated, which encompasses all aspects of performing dynamic driving tasks through an automated driving system for a specific driving mode, with the expectation that the human driver will properly respond to any issues with the driving system.

[0091] At SAE Level 4, there is a high degree of automation. Here, if the human driver does not respond to a question from the driving system, the automated driving system will handle all aspects of the dynamic driving task itself.

[0092] At SAE Level 5, there is full automation, in which all aspects of dynamic driving tasks are consistently performed through an automated driving system. This applies to all driving conditions and environmental conditions that can be handled by a human driver.

[0093] According to another variant, the vehicle subsystem is the braking system and / or the tire system.

[0094] The vehicle's braking and tire systems are the main emission sources unrelated to the drivetrain.

[0095] According to this variant, at least one physical quantity of the braking system and / or tire system is detected by the vehicle subsystem detection unit of the state detection unit, and said physical quantity is incorporated as part of the state data into the generation of evaluation and control commands. Because the operating state of the braking system and tire system is particularly important for emissions performance, this variant achieves particularly large reduction potential. In particular, it is possible to monitor the temperature of the brake friction pair and, for example, preventively adjust the reduced driving speed after emergency braking accompanied by intense heat in the friction pair, thereby also preventing dangerously high temperatures in the friction pair for subsequent heavy braking operations.

[0096] According to another variant, the vehicle's state can be affected by the braking system, which acts as a deceleration unit.

[0097] The basis of this variant is that, especially when braking intervention is taken to decelerate the vehicle, the braking system, as the primary source of emissions, has an emission-enhancing effect.

[0098] What is particularly advantageous here is that control commands are generated so that deceleration is achieved, either entirely or partially, by the operation of the generator in the electric drive unit. Furthermore, control commands can be advantageously generated to avoid high brake pad temperatures that could lead to increased particulate emissions.

[0099] According to another variation, a control and evaluation unit and a database unit are used to construct the structural unit. Preferably, this involves a computer system with integrated data storage for accommodating both static and variable data. This structural unit may preferably be a component of the vehicle's control system.

[0100] According to another variant, data about the state history can be written to a dynamic database.

[0101] Data regarding state history could be, for example, data on braking operations in the recent past. For instance, when braking is particularly forceful while the friction pair is at high temperatures, the brake pads undergo thermodynamically determined surface changes. This affects not only braking performance but also emissions performance. Because this causal relationship is stored as other data in the database, it is incorporated into the generation of control commands with emissions-reducing effects.

[0102] According to another advantageous variant, the control and evaluation unit is configured to evaluate the degree of achievement of earlier final control commands with respect to emissions using state data, and to update the variable data using a data management module.

[0103] This variant advantageously enables the vehicle state control system to be constructed as a self-learning system. It then detects changes in state data, particularly changes in vehicle state data and vehicle subsystem data, based on the output of control commands. By considering both data and causal relationships, emissions can be indirectly evaluated, and the degree of achievement related to emissions can be assessed. Subsequently, the additional data obtained is written as variable data into a dynamic database via a data management module. This continuous optimization of the variable data database allows for intervention through control commands, further reducing emissions.

[0104] For example, a possible scenario involves equipping vehicles with tires optimized for rolling resistance to improve the range of, for instance, fully autonomous, battery-powered electric vehicles. This is particularly relevant during cornering, where increased lateral acceleration leads to greater tire wear due to the retention of force lock. Therefore, by applying neural networks, driving dynamics can be optimized advantageously through updates to variable data in a dynamic database at the level of learning elements. This also considers driving state data and vehicle system data, such as those related to tire changes and / or brake changes and / or road segment changes. Furthermore, vehicle subsystem data, such as ABS or ESP, are also utilized to evaluate various driving conditions for training purposes. Thus, driving dynamics are learned under new conditions.

[0105] To determine the final control command, information about the emission-related applications is needed in return to evaluate the actions triggered by the control command. This information is provided by a database unit, which in particular features dynamic database modules as learning elements. Information about the emission-related applications can exist as mathematical models to predict particulate emissions caused by a particular action, such as wear on friction brakes, tires, or road surfaces. Machine learning algorithms can be applied, taking into account factors such as friction characteristics, liner composition, and the branching relationships between environmental and detection conditions. It is conceivable that this information is trained.

[0106] The control and evaluation unit can evaluate actions triggered by control commands and calculate which process contributes the greatest possible success. This enables long-term improvement of actions. Furthermore, advantageous variants can be selected based on environmental observations, and these actions can be compared and evaluated against predefined standards.

[0107] The vehicle condition adjustment system acquires memory through variable data from a dynamic database module, thereby remembering the current environmental state. If the surrounding environment can still be partially observed, an internal model of the environmental state is created using the prepared information. The control and evaluation unit can then use this model to provide optimized control commands.

[0108] According to another aspect, the present invention relates to a road vehicle having a friction brake, which includes a vehicle condition adjustment system according to any one of the preceding claims. Regarding the vehicle condition adjustment system as a feature of such a road vehicle, reference may be made to the descriptive paragraphs of the preceding claims.

[0109] The particular advantage of such a road vehicle according to the invention is that it can reduce particulate emissions during road vehicle operation by adjusting the vehicle's state without requiring additional structural measures.

[0110] The method for adjusting a vehicle state using the vehicle state adjustment system according to any one of claims 1 to 7 according to the present invention comprises the following method steps:

[0111] a) As a parameterization, static data is written to a static database module.

[0112] b) Detect status data using a status detection unit and prepare it for transmission.

[0113] c) The control and evaluation unit obtains state data from the state detection unit and database data from the database unit.

[0114] d) Provide optional preliminary control commands through the control and evaluation unit and assign predictive emission characteristic values ​​to the optional preliminary control commands.

[0115] e) Calculate the emission budget for the driving unit from the status data and database data.

[0116] f) Calculate the rated emission characteristic value from the emission budget.

[0117] g) By comparing the predicted emission characteristic values ​​with the rated emission characteristic values, the final control command is selected from the available preliminary control commands.

[0118] h) Output the final control commands to the actuator unit and affect the vehicle's state.

[0119] i) Using the data management unit, write and / or delete variable data in dynamic database modules.

[0120] The description of the operation of the vehicle condition adjustment system is similarly and supplementarily applicable to the method according to the invention. The letter designations of the method steps are for identification and naming, not for determining their order. The order of the method steps is obtained from the accompanying description.

[0121] The method and steps are described in further detail below.

[0122] a) As a parameterization, static data is written to a static database module.

[0123] In method step a), static data is stored in a static database module. This method step occurs before the regular run and only needs to be performed once. The regular run then begins with the next method step b).

[0124] b) Detect status data through the status detection unit and prepare it for transmission.

[0125] In this method, a state detection unit, consisting of a traffic condition detection unit, a vehicle state detection unit, and a vehicle subsystem detection unit, detects state data such as the location of other traffic participants, vehicle speed, or tire pressure.

[0126] c) The control and evaluation unit obtains state data from the state detection unit and database data from the database unit.

[0127] In this method, the state detection unit transmits state data to the control and evaluation unit, the database unit transmits database data to the control and evaluation unit, and the control and evaluation unit obtains this data. Thus, all the data is used for evaluation.

[0128] d) Provide optional preliminary control commands through the control and evaluation unit and assign emission characteristic values ​​to the optional preliminary control commands.

[0129] In step d), the data is evaluated, and optional preliminary control commands are provided. Furthermore, predictive emission characteristics are assigned to these control commands, and the emission impact of the corresponding control commands is obtained from these emission characteristics.

[0130] e) Calculate the emission budget for the driving unit from the status data and database data.

[0131] In this method step, the emission budget is calculated by the calculation module of the control and evaluation unit. The emission budget refers to the total amount of emissions allowed to be emitted by the driving unit. The size of the emission budget is obtained from preset values ​​stored in the database unit. These preset values ​​can be, for example, given as emissions per kilometer, or optionally can also be adjusted by the driver.

[0132] f) Calculate the rated emission characteristic value from the emission budget.

[0133] In this step, the emissions budget is allocated to each driving event, thereby establishing a rated emissions characteristic for each driving event. The rated emissions characteristic gives the maximum allowable emissions for each driving event so that the total emissions do not exceed the emissions budget.

[0134] g) By comparing the predicted emission characteristic values ​​with the rated emission characteristic values, the final control command is selected from the available preliminary control commands.

[0135] Then, in method step e), a control command is selected as the final control command from a plurality of optional preliminary control commands, wherein the selection is also based on a comparison between the predictive emission characteristic value and the rated emission characteristic value. Thus, for example, a control command can be selected as the final control command from a plurality of possible control commands, the predictive emission characteristic value of which, individually, does not exceed the corresponding rated emission characteristic value. Furthermore, optimization can also be performed using the comparison in this method step by allowing a control command whose predictive emission characteristic value, individually, exceeds the corresponding rated emission characteristic value. In this case, compensation is achieved through one or more other control commands and their corresponding emission characteristic values, and the sum of the various results of the driving dynamics thus achieved is greater than the sum of the various results of the driving dynamics when selecting a control command by evaluating each driving event individually.

[0136] h) Output the final control command to the actuator unit and affect the vehicle status.

[0137] The final control command generated after the aforementioned method steps is output to the actuator unit in method step f). For example, the actuator unit of the electric drive motor running with a generator causes a change in the vehicle's state, such as deceleration.

[0138] i) Using the data management unit, write and / or delete variable data in dynamic database modules.

[0139] In method step g), variable data is written and / or deleted. This method step achieves a particular advantage of the method according to the invention: in addition to static data, condition-dependent variable data is available, which participates in the generation and selection of control commands and helps to further optimize the emission effects of the control commands. Simultaneously, this relieves the burden on the static database, as it eliminates the need for storing complex comprehensive characteristic curves involving emission-related causal relationships, a storage-intensive process with high statistical consumption.

[0140] The names of the method steps containing letters are for naming purposes only and do not restrict a fixed order. In terms of order, method steps a) through f) are performed in the listed order, while method step g) is not restricted by order.

[0141] In an advantageous variant of this method, steps a) to i) are first repeated. Furthermore, this variant additionally includes the following method steps:

[0142] j) Detect the actual emission characteristic values ​​of the final control commands issued by the driving unit.

[0143] k) Take actual emission characteristics into account in the emission budget and calculate the remaining emission budget for the remaining driving units.

[0144] 1) Calculate the updated rated emission characteristic values ​​from the remaining emission budget.

[0145] m) By comparing the predicted emission characteristic values ​​with the updated rated emission characteristic values, the final control command is selected from the optional preliminary control commands.

[0146] A favorable variant of this method is characterized by performing a new emission budget calculation without interruption by deducting the already consumed emission budget from the initially calculated emission budget and allocating the resulting remaining emission budget to the driving events of the remaining driving units. This is based on the fact that control commands with corresponding actual emission characteristic values, which could not be considered during the initial execution of steps d) to h), must also be selected in part, as they are derived, for example, from unpredictable state data, particularly from unpredictable traffic state data. This could be, for example, emergency braking caused by a pedestrian entering the driving segment. Conversely, lower actual emission characteristic values ​​may also exist in special cases, such as when driving slowly due to traffic constraints. In such cases, there is an emission surplus, which can be used for the driving events of the remaining driving units for the benefit of higher driving power.

[0147] The additional methodological steps listed in this advantageous variant are described in further detail below.

[0148] j) Detect the actual emission characteristics of the final control commands issued by the driving unit.

[0149] In method step j), the detection focuses on which emissions have already been generated in the driving unit. According to the invention, this step, as a particular advantage, is not performed through actual measurement, but rather by means of predictive emission characteristic values ​​associated with the issued final control command. Therefore, the actual emission characteristic values ​​in the context of this invention are predictive emission characteristic values ​​of the control commands actually used for implementation.

[0150] k) Take actual emission characteristics into account in the emission budget and calculate the remaining emission budget for the remaining driving units.

[0151] According to method step k), the actual emission characteristic values ​​are subtracted from the emission budget to calculate the remaining emission budget for the remaining driving units. The remaining driving units are the sum of driving events remaining after deducting the driving events already performed for each driving unit. Therefore, the remaining emission budget forms the basis for planned updates, which enable the calibration of unforeseen emission deviations from performed driving events.

[0152] 1) Calculate the updated rated emission characteristic values ​​from the remaining emission budget.

[0153] Step 1) is based on the same method as step f), however, the calculation basis for the rated emission characteristic value is solely the remaining emission budget. The updated rated emission characteristic value refers to the emission characteristic value calculated based on the remaining emission budget. Further descriptions of step f) are applied here in the corresponding manner.

[0154] m) By comparing the predicted emission characteristic values ​​with the updated rated emission characteristic values, the final control command is selected from the optional preliminary control commands.

[0155] The basis of method step m) is the same as that of method step g), wherein the comparison to be performed here is related to the predictive emission characteristic values ​​for the control commands used for the remaining driving units, and to the updated rated emission characteristic values. Further descriptions of method step g) are applied here accordingly.

[0156] The following steps (h) are then implemented. Attached Figure Description

[0157] The invention is further illustrated by the following figures and embodiments:

[0158] Figure 1 A block diagram of the vehicle adjustment system is shown.

[0159] Figure 2 A block diagram of a vehicle regulation system with a braking system as a vehicle subsystem is shown.

[0160] Even if not all figures are accompanied by all the figure references, the use of figure references in the figures below and in the description paragraphs is consistent. Detailed Implementation

[0161] Figure 1 An embodiment of the vehicle adjustment system according to the present invention is illustrated in block diagram.

[0162] The evaluation unit 3 and database unit 2 are integrated into a computer circuit with a processor and data storage in the structural unit. Here, static data is stored in the static database module 2.1. In addition, the database unit 2 has a dynamic database module 2.2. The data management module 2.3 not only controls the writing of variable data to the dynamic database module 2.2, but also controls the reading of static data from the static database module 2.1 and the reading of variable data from the dynamic database module 2.2, so that the static and variable data are provided as database data to the control and evaluation unit 3.

[0163] In addition, there is a structurally distributed state detection unit 1, which includes a traffic state detection unit 1.1, a vehicle state detection unit 1.2, and a vehicle subsystem detection unit 1.3. These state detection units specifically detect distance data and relative speed data with respect to other traffic participants, their own speed data, tire temperature data, brake temperature data, and other data, such as location data or navigation data, which serve as state data. The control and evaluation unit 3 acquires this state data via a data connection.

[0164] Therefore, the database data and status data are provided to the control and evaluation unit 3 for evaluation, for determining the driving events of the driving unit (i.e., the driving section), and for providing possible preliminary control commands.

[0165] The control and evaluation unit 3 derives preliminary selectable control commands and assigns descriptions of predictive emission characteristics (which emissions are expected when implementing the relevant control commands) to the control commands.

[0166] The control and evaluation unit 3 includes a calculation module 3.1 as a key component. In this embodiment, the calculation module 3.1 calculates the driving segment and the driving events associated with that driving segment, starting from a predetermined starting point and a predetermined target point, using state data and database data. In this embodiment, it also stores the permissible emissions per kilometer. An emission budget is calculated based on the driving segment and allocated to each driving event, thereby obtaining rated emission characteristic values ​​for preliminary optional control commands.

[0167] Furthermore, the control and evaluation unit 3 has an evaluation module 3.2. This evaluation module, in comparing predicted emission characteristic values ​​and rated emission characteristic values, weighs the degree of achievement of emission and driving power targets in the overall evaluation of driving events for the entire driving unit. This allows it to select the final control command from the preliminary control commands and subsequently output the final control command. The final control command optimizes the degree of achievement of different targets while ensuring that preset values ​​are met. These preset values ​​refer to the overall emission levels of each driving event not exceeding the emission budget, where emissions are allocated to achieve the best possible overall driving power result.

[0168] The final control command is applied to the actuator unit 4.

[0169] In addition to the control and evaluation unit 3, the data management module 2.3 is also data-connected to the state detection unit 1, and can thereby write variable, especially temporarily important data from the state data into the dynamic database module 2.2. In this way, the data management module is always responsible for the real-time inventory of these variable data, which may be important for providing control commands and emission characteristic values.

[0170] Figure 2 A modified embodiment of the vehicle status control system is shown.

[0171] This embodiment is largely consistent with the one based on Figure 1 The embodiments are consistent with those described herein.

[0172] The final control command acts on the basis of Figure 2In the embodiment, the actuator unit 4 is configured as part of the braking system 5. The braking system 5 is also a vehicle subsystem, and the vehicle subsystem state data is stored by the vehicle subsystem detection unit 1.3.

[0173] A first embodiment of the method according to the invention relates to a turning driving unit, which, for simplicity, has straight driving, turning driving, and a subsequent straight driving as driving events.

[0174] The key factor in tire wear is the force exerted by driving conditions.

[0175] In the case of traveling straight, the force to be transmitted between the tires and the road is basically generated only through acceleration, which can be acceleration and deceleration in the strict sense.

[0176] In cornering situations, lateral forces are generated through centripetal acceleration, which are particularly influenced by vehicle speed, turning radius, and vehicle mass. Inertial forces act in the opposite direction to vehicle acceleration. To enable the vehicle to pass through the turning radius at a speed predetermined by the driver or, in automated / fully automated driving, by the vehicle itself, lateral guiding forces are transmitted to the front and rear wheels. These lateral guiding forces are influenced by yaw angle, wheel load, slippage, friction value, and wheel camber angle. Associated with force transmission are increased emissions and tire wear rates, which are determined by the tires.

[0177] This makes it clear that the stronger the vehicle's acceleration or deceleration, and the faster the vehicle travels through a curve, the greater the force transmitted to the tires and the associated wear rate. During sharp deceleration, additional emissions occur due to the necessary operation of the friction brakes, but this does not occur during acceleration.

[0178] Therefore, before starting vehicle operation in method step a), the causal relationships shown above are written into the static database module 2.1 of the database unit 2, among other data, and provided for evaluation.

[0179] Other information necessary for assessment and decision-making is detected and provided as state data by the state detection unit 1 in method step b). In this embodiment, the state data is particularly data concerning the characteristics of the curve to be traversed, extracted as navigation data from map materials or from segment information. Specifically, the state data includes, for example, information about the turning radius, the maximum permissible speed, and the characteristics of the road segment. The vehicle position can be determined via GPS. For example, tire pressure is information about the tires as a vehicle subsystem, determined by a suitable sensing mechanism of the corresponding vehicle subsystem detection unit 1.3. Furthermore, information about vehicles ahead can be provided as traffic state data, which can be detected by radar.

[0180] Therefore, in method step c), the control and evaluation unit 3 obtains database data, particularly concerning the causal relationship, from the database unit 2, and also obtains state data from the state detection unit 1.

[0181] Based on this, in step d) of the method, where predictive emission characteristic values ​​are assigned by the control and evaluation unit 3, optional preliminary control commands are evaluated and provided. In this embodiment, the optional preliminary control commands are obtained in the following manner.

[0182] For straight-line driving, a possible first control command sequence is obtained, which refers to appropriate acceleration up to an appropriate speed, maintaining that appropriate speed, and appropriate deceleration up to the cornering phase when the friction brakes are engaged. A possible second control command sequence is obtained, which refers to stronger acceleration up to a higher speed and weak deceleration without a constant speed maintenance phase, followed by recovery and without friction brake engagement. Based on database data, each of these possible control commands is assigned an acceptable emission level as a predictive emission characteristic value.

[0183] For cornering, a possible first control command is obtained, which refers to the operation of the friction brake before reaching the turn to reduce speed. A possible second control command is obtained, which refers to cornering without the aforementioned deceleration. In the case of the first control command, the expected friction brake particulate emissions and the expected tire wear emissions as the cornering speed has decreased are calculated based on stored causal relationships, and these are assigned as predictive emission characteristic values ​​to the first control command. In the case of the second control command, there are no particulate emissions from the friction brake; instead, there are increased emissions due to tire wear and higher cornering speeds. This is assigned as an emission characteristic value to the second control command.

[0184] Furthermore, in method step e), the emission budget for the entire driving unit is calculated by the calculation module 3.1. In this embodiment, the emission budget is simplified and derived from the segment length and the stored emissions per kilometer. Starting from the emission budget available for all driving events, the driving events are allocated in method step f), thereby obtaining the rated emission characteristic values.

[0185] In step g) of the method, a comparison is made between the obtained rated emission characteristic value and the obtained predictive emission characteristic value of the optional preliminary control command, wherein the control command has a predictive emission characteristic value that does not exceed the rated emission characteristic value.

[0186] Based on the comparison results of these emission characteristic values, in step g) of the method, the final control command is selected from the various possible control commands for straight-line driving and turning driving presented by the control and evaluation unit.

[0187] Furthermore, in this embodiment, the driving power characteristic value is assigned to the initial selectable control command during the comparison. Subsequently, the comparison is further made using the ratio of the emission characteristic value to the driving power characteristic value. When selecting the final control command, consideration is taken into account which control commands achieve the highest total driving power characteristic value while simultaneously adhering to the emission budget in their total predicted emission characteristic values. Here, a single predicted emission characteristic value may exceed its corresponding rated emission characteristic value in a way that, relative to the relevant rated emission characteristic value, exceeds other predicted emission characteristic values, thereby achieving a balancing compensation. This can be achieved, for example, by facilitating a strong acceleration with high driving power, resulting in lower emissions through weaker deceleration over a longer distance, and subsequently slower cornering without additional braking intervention, where a better overall driving power result is achieved.

[0188] Furthermore, when selecting the final control command, consideration is given to whether the particulate emissions from the friction brakes are partially, fully, or over-compensated, for example, by reducing tire wear emissions. For instance, if over-compensation occurs, the control command for friction brake operation during deceleration is selected as the final control command. Conversely, if partial compensation occurs, the control command without braking operation is selected as the final control command. In the case of full compensation, there is a trade-off in emissions between possible control commands, so for better achievement of the target regarding short driving time (i.e., high driving power), the control and evaluation unit also selects the control command without braking operation as the final control command. In a modified version of this evaluation example, a threshold or characteristic curve is further stored in the evaluation module 3.2, which expresses the extent to which a slight increase in emissions is acceptable when selecting the final control command for significantly better driving power.

[0189] Subsequently, in step h) of the method, the final control command is transmitted to the braking system as a control command, thereby changing the vehicle state by deceleration during braking operations.

[0190] In this embodiment, during cornering and taking into account available information, the vehicle speed, which is related to lateral acceleration and the emission rate involving the tires, is determined in a wear-optimized, emission-optimized, and driving dynamics-optimized manner.

[0191] List of reference numerals

[0192] 1. State Detection Unit

[0193] 1.1 Traffic Condition Detection Unit

[0194] 1.2 Vehicle Status Detection Unit

[0195] 1.3 Vehicle Subsystem Detection Unit

[0196] 2 Database Units

[0197] 2.1 Static Database Module

[0198] 2.2 Dynamic Database Module

[0199] 2.3 Data Management Module

[0200] 3 Control and Evaluation Unit

[0201] 3.1 Calculation Module

[0202] 3.2 Evaluation Module

[0203] 4 Actuator Unit

[0204] 5. Braking System

Claims

1. A vehicle status adjustment system, It has a state detection unit (1), a database unit (2), and a control and evaluation unit (3). in, The state detection unit (1) is configured to provide state data, wherein the state data exists as traffic state data, vehicle state data, or vehicle subsystem data. The status detection unit includes a traffic condition detection unit (1.1), which is configured to detect traffic condition data and transmitibly provide the traffic condition data. The status detection unit further includes a vehicle status detection unit (1.2), which is configured to detect vehicle status data and transmitibly provide vehicle status data. The state detection unit further includes a vehicle subsystem detection unit (1.3), which is configured to detect vehicle subsystem data and transmitibly provide vehicle subsystem data. The database unit (2) is connected to the state detection unit (1) and has a static database module (2.1), a dynamic database module (2.2), and a data management module (2.3). The static database module (2.1) contains static data on the causal relationships of emissions unrelated to the transmission system. The dynamic database module (2.2) contains variable data regarding emissions independent of the transmission system. The data management module (2.3) is configured to write the variable data into the dynamic database module (2.2) or delete the variable data. Furthermore, the data management module is used to retrieve static data from the static database module (2.1) and variable data from the dynamic database module, and to provide them transmissibly as database data. The control and evaluation unit (3) is data-connected to the state detection unit (1) and the database unit (2). The control and evaluation unit is configured to obtain state data from the state detection unit (1), obtain database data from the database unit (2), and prepare alternative preliminary control commands from the state data and the database data. Predictive emission characteristic values ​​are assigned to the alternative preliminary control commands. The control and evaluation unit includes a calculation module (3.1) configured to calculate the emission budget of the driving unit from the state data and database data, and to derive rated emission characteristic values ​​for preliminary control commands as alternatives using the emission budget. The control and evaluation unit (3) has an evaluation module (3.2) configured to select a final control command from the alternative preliminary control commands by means of a comparison between the predicted emission characteristic value and the rated emission characteristic value, and wherein the control and evaluation unit is configured to output the final control command to the actuator unit (4), wherein the vehicle state is influenced by the actuator unit (4).

2. The vehicle status adjustment system according to claim 1, Its features are, The vehicle condition adjustment system is configured according to SAE levels 2 to 5, where the SAE levels are based on the following: SAE Level 2 is semi-automatic, where, in the application of information about the driving environment, one or more driving assistance systems are used to perform steering, acceleration or braking processes in relation to a specific driving mode, and the expectation associated with this is that the human driver performs all the remaining aspects of the dynamic driving task. SAE Level 3 is a conditional automation level, which covers all aspects of performing dynamic driving tasks through an automated driving system for a specific driving mode, and the expectation that the human driver will properly respond to the driving system's issues. SAE Level 4 is a highly automated level, where if the human driver does not respond to the driving system's requests, the automated driving system will handle all aspects of the dynamic driving task itself; and SAE Level 5 is the fully automated level, where all aspects of dynamic driving tasks are implemented through an automated driving system.

3. The vehicle status adjustment system according to claim 1, Its features are, The vehicle subsystems are the braking system (5) and / or the tire system.

4. The vehicle condition adjustment system according to any one of claims 1-3, Its features are, The vehicle state can be affected by the braking system (5) which acts as a deceleration unit.

5. The vehicle state adjustment system according to any one of claims 1-3, Its features are, The control and evaluation unit (3) and the database unit (2) constitute the structural unit.

6. The vehicle condition adjustment system according to any one of claims 1-3, Its features are, Data about the state history can be written to a dynamic database module (2.2).

7. The vehicle condition adjustment system according to any one of claims 1-3, Its features are, The control and evaluation unit (3) is configured to evaluate the degree of achievement of earlier final control commands with respect to emissions by means of state data, and to update the variable data by means of the data management module (2.3).

8. A road vehicle, It has a vehicle adjustment system according to any one of the preceding claims, and has a friction brake.

9. A method for adjusting a vehicle's state using a vehicle state adjustment system according to any one of claims 1 to 7, comprising the following method steps: a) As a parameterization, static data is written to the static database module (2.1). b) The state data is detected by the state detection unit (1) and prepared for transmission. c) The control and evaluation unit (3) obtains state data from the state detection unit (1) and database data from the database unit (2). d) The control and evaluation unit (3) provides alternative preliminary control commands and assigns predictive emission characteristic values ​​to the alternative preliminary control commands. e) Calculate the emission budget of the driving unit from the status data and database data. f) Calculate the rated emission characteristic value from the emission budget. g) By comparing the predicted emission characteristic values ​​with the rated emission characteristic values, the final control command is selected from the alternative preliminary control commands. h) The final control command is output to the actuator unit (4) and affects the vehicle state. i) Using the data management module (2.3), write and / or delete variable data in the dynamic database module (2.2).

10. The method for adjusting the vehicle state according to claim 9, which repeats steps a) to i), and has the following additional method steps: j) Detect the actual emission characteristic values ​​of the final control commands issued by the driving unit. k) The actual emission characteristics are taken into account in the emission budget, and the remaining emission budget for the remaining driving units is calculated. l) Calculate the updated rated emission characteristic values ​​from the remaining emission budget. m) By comparing the predicted emission characteristic value with the updated rated emission characteristic value, the final control command is selected from the alternative preliminary control commands.

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