Method and system for evaluating driver behavior while driving a vehicle

Abstract

Method for evaluating driver behavior when driving a vehicle (1) comprising a powertrain with a transmission (10) enabling manual shifting including synchronization, characterized by the steps - Determining the speed synchronization that occurs during a shift to perform the selected shift operation in order to assess the load on the synchronizer (O) associated with the shift operation as a basis for assessing driver behavior (S1), wherein the assessment of the load on the synchronizer (O) associated with the shift operation as a basis for assessing driver behavior is carried out against the background of reference data regarding limit values ​​that reflect a permissible load during such a shift operation, and - Presenting the assessment of the driver's behavior with regard to the gear changes performed to the driver of the vehicle (1).

Description

Technical field

[0001] The invention relates to a method for evaluating driver behavior while driving a vehicle according to the preamble of claim 1. The invention relates to a system for evaluating driver behavior while driving a vehicle. The invention further relates to a motor vehicle. The invention further relates to a computer program and a computer program product. background

[0002] In vehicles with a drivetrain that includes a transmission offering manual shifting capabilities and synchronization, driver behavior during shifting affects the lifespan of the synchronizer. This is because the stress on the synchronizer during synchronization depends on the force applied to the shift lever and the number of gears involved. Incorrect shifting can therefore damage the synchronizer, leading to driving problems and a shortened lifespan for the synchronizer, which may then need to be replaced.

[0003] DE 10 2008 001 688 A1 discloses an arrangement for assisting a driver with manual gear shifting. This arrangement includes a shift servo in which the assistance force can be controlled by an actuator. The actuator is coupled to a control unit for adapting the assistance force based on predetermined input parameters from the powertrain. Object of the invention

[0004] One object of the present invention is to provide a method and a system for evaluating driver behavior while driving a vehicle, which enables an extended service life of the synchronizing element of the transmission of the vehicle's drive train. Summary of the invention

[0005] These and other problems arising from the following description are solved by a method, a system, a motor vehicle, a computer program, and a computer program product of the type specified in the introduction, which further comprise the features specified in the characterizing part of the appended independent claims. The preferred embodiments of the method and the system are defined in the appended dependent claims.

[0006] According to the invention, the problems are solved by a method for evaluating the driver behavior when driving a vehicle comprising a drive train with a transmission that enables manual shifting including synchronization, comprising the step of determining the speed synchronization that occurs during shifting to carry out the selected shifting operation in order to evaluate the load on the synchronizing element associated with the shifting operation as a basis for evaluating the driver behavior.This allows for an extended service life of the synchronizer in the vehicle's drivetrain transmission by identifying and using as a basis for evaluation shift operations that are deemed to place excessive stress on the synchronizer. The driver can then be informed about shift operations that place unnecessary stress on the synchronizer, thus promoting more gentle shifting. In one variant, an assessment can then be carried out to give the driver an additional incentive to shift correctly.In transmissions with a shift servo, where the driver receives filtered feedback in the form of a feeling and varying resistance depending on the force of the shift lever movement during gear changes, this allows the driver to be notified if the shifting process has resulted in excessive stress on the synchronizer during synchronization. Furthermore, this allows the vehicle owner and / or the transport company associated with the vehicle to be informed about the driver's shifting behavior.

[0007] According to the inventive method, the assessment of the load on the synchronizing device associated with shifting is carried out as a basis for the assessment of driver behavior against the background of reference data regarding limit values ​​that reflect a permissible load during such shifting.

[0008] This provides a simple and efficient method for evaluating driver behavior during gear changes. Furthermore, it facilitates the assessment of driver behavior during gear changes.

[0009] According to one embodiment of the method, the step for detecting the occurring speed synchronization comprises the step of detecting the change in engine speed that causes the shifting and detecting the speed of the transmission's output shaft. This provides a simple and cost-effective method for detecting the occurring speed synchronization and thus the load on the synchronizer, in which means in the form of a sensor for detecting the engine speed and the output shaft speed are already present in the vehicle, and therefore no additional components or installations are required.

[0010] According to one embodiment of the method, the step for determining the occurring speed synchronization includes determining the number of gear shifts in the transmission during the shifting process. This provides a basis for evaluating whether the driver, when shifting gears, has used an appropriate number of gears with respect to the load on the synchronizer during synchronization, which depends on the situation, including driving resistance and road gradient. For example, shifting up through several gears on a steep incline is an inefficient shifting technique with respect to the load on the synchronizer.

[0011] According to one embodiment, the method includes the step of determining the power corresponding to the speed synchronization occurring under load of the synchronizer, as a basis for evaluating driver behavior. This allows for a more precise determination of the sequence of each gear change and the resulting speed synchronization, thus providing a better basis for evaluating driver behavior during gear changes.

[0012] According to one embodiment of the method, the step for determining the power output includes determining the time required for speed synchronization. By taking the synchronization time into account, a simple method for determining the average power output during synchronization is provided.

[0013] According to one embodiment of the method, the time required for speed synchronization is determined based on the position and changes in the position of the shift lever and / or corresponding transmission components. By considering and thus determining changes in the position of the shift lever and / or corresponding components such as shift forks, an efficient method for determining the synchronization time, and therefore the average power output, is enabled. In one variant, the synchronization time is determined by measuring the time the shift lever and / or corresponding components such as shift forks remain in a defined synchronization position. To achieve greater reliability, derivatives of these positions can also be evaluated, with the derivative in the synchronization position being zero or low.

[0014] According to one embodiment of the method, the time required for speed synchronization is determined based on the change in the rotational speed of the gearbox's countershaft. By considering and thus determining changes in the countershaft's rotational speed, an efficient method for determining the synchronization time, and therefore the power output, is provided. Since the speed difference and its derivatives, i.e., the angular acceleration, can be determined in each individual time step within the gearbox control unit, an instantaneous, time-dependent power output can also be calculated. This provides a better assessment of the resulting wear than the average power output. Temperature-dependent drag losses can also be taken into account, for example, by measuring or estimating the oil temperature and calculating the resulting drag losses.

[0015] According to one embodiment of the method, the assessment of the load on the synchronizer associated with shifting, as a basis for evaluating driver behavior, includes the step of taking into account the respective driving resistance during shifting. By considering and thereby determining the respective driving resistance during shifting, a better basis is provided for evaluating the extent to which shifting is carried out in a manner that is gentle on the synchronizer under the prevailing conditions, while still allowing the vehicle to be driven.

[0016] According to one embodiment, the method includes the step of presenting the vehicle's driver with an evaluation of their driving behavior regarding the gear changes performed. This facilitates improved driving behavior by drawing the driver's attention to gear changes that lead to unnecessary stress on the synchronizer. The driver can receive an assessment based on their driving behavior during the presentation. This further extends the service life of the synchronizer. According to one variant, the method also includes presenting an evaluation of the driver's behavior regarding the gear changes performed to the vehicle owner and / or the transport company to which the vehicle belongs.The vehicle owner and / or the transport company associated with the vehicle can thereby obtain an assessment of the driver during the presentation based on the driver's behavior regarding gear shifting operations.

[0017] The embodiments of the system have corresponding advantages over the corresponding embodiments of the above-mentioned method. Description of the characters

[0018] The present invention can be better understood by referring to the following detailed description in conjunction with the accompanying drawings, wherein the reference numerals refer to the same parts in all views. Fig. Figure 1 schematically shows a motor vehicle according to an embodiment of the present invention; Fig. 2a schematically shows a transmission of a drive train of a motor vehicle according to the present invention; Fig. Figure 2b schematically shows the actuation position during a full switching travel in a switching sequence; Fig. Figure 3a schematically shows a system for evaluating driver behavior when driving a vehicle according to an embodiment of the present invention; Fig. Figure 3b shows the performance changes over time during a synchronization process; Fig. Figure 4 schematically shows a block diagram of a method for evaluating driver behavior while driving a vehicle according to an embodiment of the present invention; and Fig. Figure 5 schematically shows a computer according to an embodiment of the present invention. Description of embodiments

[0019] The term "connection" refers to a communication link, which can be a physical line such as an optoelectronic communication line or a non-physical line such as a wireless connection, for example a radio or microwave link.

[0020] Fig. Figure 1 schematically shows a motor vehicle 1 according to an embodiment of the present invention. The vehicle 1 shown by way of example is a heavy vehicle in the form of a truck. Alternatively, the vehicle can be any type of vehicle, such as a bus or a passenger car. The vehicle comprises a system I according to the present invention. The vehicle includes a drive train with a transmission that enables manual shifting, including synchronization.

[0021] Fig. Figure 2a schematically shows an example of a transmission for a drive train of a motor vehicle according to the present invention. The transmission allows manual shifting including synchronization. The transmission according to the Fig. The embodiment shown in 2 is a manual transmission.

[0022] The transmission 10 comprises a drive shaft 20, a main shaft 30, a countershaft 40, and an output shaft 50. The drive shaft 20 is arranged according to this example to accommodate a disengageable gear 22 for producing the various gear stages.

[0023] The main shaft 30 is arranged to carry the disengageable gears 32, 34, and 36 for different gear ratios. The countershaft is arranged to accommodate fixed gears 42, 44, 46, and 48. This allows the driving force from the vehicle's engine to be transmitted to the transmission's input shaft 10, from where, in a first splitter group, it is translated from gear 22 to gear 42 on the countershaft. The power is then transmitted from the countershaft to the main shaft and from the main shaft to drive the vehicle's drive wheels. In a second splitter group, the power is transmitted from the input shaft 20 to gear 32, which drives the countershaft 40. From there, the power is transmitted to the main shaft 30 and from the main shaft to drive the vehicle's drive wheels.

[0024] The transmission 10 further comprises an output shaft 50 to transmit the drive force to the drive wheels. The transmission according to this embodiment is further equipped with a range gearbox arranged between the main shaft and the output shaft, comprising a planetary gear set arranged to transmit the drive force directly from the main shaft 30 via the output shaft 50 to the drive wheels in a so-called high-range position, or by reduction via the output shaft 50 in a so-called low-range position.

[0025] The transmission 10 includes the synchronizing element O arranged on the main shaft 30 following the disengageable gears 32, 34, 36. The synchronizing element O is arranged to adjust the speed between the main shaft and the gear on the main shaft that is engaged during shifting.

[0026] A synchronizing device can be configured in any number of ways. According to one variant, a synchronizing device comprises a drive gear coupled to the main shaft via a splined connection. The synchronizing device further comprises a clutch sleeve engaged around the drive gear, and two parts with conical surfaces that can be pressed together to form synchronizing cones. Alternatively, the synchronizing device includes a clutch ring engaged in a gear on the main shaft. The clutch sleeve is arranged to press the conical surfaces together with a sliding mechanism of the transmission.

[0027] When a gear is engaged during shifting, the synchronizer cones are pressed together by the clutch sleeve. The speed between the drive pin and the clutch ring is matched by the friction generated between the synchronizer cones. Once the drive pin and clutch ring reach the same speed, the clutch sleeve can engage the clutch ring. The gear is then coupled to the main shaft via the drive pin, allowing it to transmit the engine's power through the output shaft to the drive wheels.

[0028] The gearbox according to Fig. Figure 2a is merely an example of a transmission to provide context for the invention. Naturally, any transmission is conceivable, in which the number of disengageable gears on the main shaft and, if applicable, the input shaft can vary, as can the number of fixed gears on the countershaft. Furthermore, the gear on the input shaft can be fixed, i.e., without a splitting function, so that the power is continuously transmitted from the input shaft to the gear. Additionally, one or more gears can be fixedly integrated into the countershaft. The number of synchronizing elements varies depending on the transmission type.

[0029] The transmission according to the present invention can be any transmission in which manual shifting, including synchronization, is possible and in which the synchronizing element is therefore arranged on the main shaft downstream of the disengageable gears for synchronization during manual shifting. The transmission can be a manual transmission. The transmission can be a so-called automated manual transmission.

[0030] Fig. Figure 2b schematically shows the operating position during a full shift travel in a shift sequence. Here, (i) shows the initial gear engaged, (ii) the disengagement of the gear, (iii) the time spent in neutral, (iv) from neutral to the synchronization position, (v) the synchronization position, (vi) the engagement of the gear, and (vii) the gear finally engaged.

[0031] Fig. Figure 3a schematically shows a system I for evaluating driver behavior while driving a vehicle, wherein the vehicle comprises a powertrain with a transmission that allows manual shifting including synchronization, according to an embodiment of the present invention. According to one variant, the transmission must be from transmission 10 in Fig. 2a can exist.

[0032] System I includes a means 110 to determine the speed synchronization occurring during a shift in order to carry out the selected shift operation, in order to assess the load on the synchronizing element associated with the shift operation as a basis for assessing the driver's behavior.

[0033] The means 110 for detecting the occurring speed synchronization comprises a means 112 for detecting the change in engine speed that causes the shifting. The means 112 for detecting the change in engine speed that causes the shifting comprises a speed sensor. The means 112 for detecting the change in engine speed during each shifting operation comprises a means for detecting the engine speed, wherein the means for detecting the engine speed comprises the speed sensor.

[0034] The device 110 for determining the speed synchronization occurring during a shift includes a calculation tool for converting the engine speed into a speed for synchronization, also referred to as the delta speed of synchronization. The calculation tool is designed to determine the delta speed for synchronization based on the engine speed and the determined gear ratio.

[0035] The means 110 for detecting the occurring speed synchronization includes a means 114 for detecting the speed of the transmission's output shaft. The means 114 for detecting the speed of the transmission's output shaft is arranged to detect changes in the output shaft's speed. This allows for the consideration of speed changes, for example, due to road camber during gear changes.

[0036] The device 110 for determining speed synchronization therefore comprises device 112 for determining engine speed and device 114 for determining output shaft speed, whereby the gear ratio can be determined based on the engine speed and the output shaft speed. Using the gear ratio thus determined, as well as tables of gears and ratios, the gear before and after the shift can be determined. The difference in engine speed before and after the shift provides a simple method for estimating the synchronization load. Such an estimate of the synchronization load can be made somewhat more accurate if the change in output shaft speed is taken into account in the calculation. The vehicle's deceleration during shifting can be determined by the speed sensor on the output shaft.This delay can be accounted for when calculating the synchronization power by calculating the synchronized speed from the instantaneous vehicle speed, which yields the instantaneous speed of the main shaft. The countershaft speed can be measured or estimated based on the speed at clutch disengagement, the time from clutch disengagement to the start of synchronization, and the countershaft speed derivatives due to drag losses. The drag losses and the resulting countershaft speed derivatives can be modeled as temperature-dependent if the transmission oil temperature can be measured or calculated.

[0037] The means 110 for detecting the occurring speed synchronization includes a means 116 for detecting the time from clutch opening to the start of synchronization. According to one variant, the means for detecting the time from clutch opening to the start of synchronization includes a neutral acknowledgment sensor arranged to detect when the gearshift lever leaves its neutral position. This allows for a more accurate determination of the output speed difference for synchronization.

[0038] The means 110 for detecting the occurring speed synchronization is arranged to compare the detected change in engine speed that causes the respective shifting with the detected speed of the output shaft of the transmission.

[0039] Means 110 for determining the occurring speed synchronization includes means 118 for determining the number of gear stages of the transmission corresponding to a gear shift. According to one variant, means 118 for determining the number of gear stages of the transmission corresponding to a gear shift comprises means 112 and means 114.

[0040] System I includes a means 120 for determining the power corresponding to the speed synchronization occurring under load of the synchronizing device, as a basis for evaluating driver behavior.

[0041] The device 120 for determining the power includes a device 121 for determining the time required for speed synchronization. The device 121 for determining the time required for speed synchronization includes an instrument for measuring time.

[0042] The means 121 for determining the time required for speed synchronization comprises a means 122 for determining the position and changes in the position of the shift lever and / or corresponding components of the transmission. The means 122 for determining the position and changes in the position of the shift lever and / or corresponding components of the transmission, such as shift forks, comprises a sensor element in the form of a position sensor for determining the position of the shift lever and / or corresponding components of the transmission, as well as an element for measuring the time required for the change in the position of the shift lever and / or corresponding components of the transmission. The means 122 for determining the position and changes in the position of the shift lever and / or corresponding components of the transmission comprises an element for determining the force at the synchronizing element that generates the lever movement.The device 122 is arranged for detecting changes in the position of the gearshift lever and / or corresponding components of the transmission.

[0043] The means 121 for determining the time required for speed synchronization comprises a means 124 for determining the change in speed of the gearbox's countershaft. The means 121 for determining the time required for speed synchronization includes a means for comparing the change in the gearbox's countershaft speed, as determined by the means 124, with the change in the countershaft speed with only drag losses, in order to determine that synchronization has occurred, and, upon confirmation of synchronization, to determine the time the synchronization took using the time-measuring device. The means 124 is arranged to determine the countershaft speed.

[0044] The means 124 for detecting the change in the rotational speed of the secondary shaft of the gearbox includes a sensor element for detecting the time by which the secondary shaft acceleration differs positively or negatively from the expected value due to the drag losses of the gearbox or, for example, the synchronization in connection with split.

[0045] The method 121 for determining the time required for speed synchronization comprises detecting a speed difference at each individual time stage of an electronic control unit, such as the electronic control unit 100. The countershaft speed can be converted into the gear speed, and the output shaft speed can be converted into the main shaft speed. Furthermore, the countershaft acceleration (i.e., countershaft speed derivatives) and, in each case, the main shaft speed are determined, so that power changes over time can be ascertained. Temperature-dependent drag losses can be taken into account.

[0046] Fig. Figure 3b shows the changes in power P over time t during a synchronization process. By determining these changes in power over time, the wear of a synchronizing device can be accurately predicted.

[0047] System I includes a Means 130 for evaluating the load on the synchronizer associated with the shifting process as a basis for assessing driver behavior. The Means 130 for evaluation includes a Means 132 for determining the respective driving resistance during shifting. Driving resistance comprises one or more factors such as gradient resistance, friction characteristics of the drivetrain, air resistance, and rolling resistance.

[0048] The means 132 for determining the respective driving resistance comprises a means for determining the gradient resistance, including a means for determining the topology along the vehicle's path, i.e., any gradient of the road surface along the vehicle's path. According to one variant, the means for determining the gradient resistance includes an accelerometer. According to another variant, the means for determining the gradient resistance includes a map information unit, comprising map data, including the characteristics of the road surface along the vehicle's path and the topology along the vehicle's path, as well as a means for determining the vehicle's position, according to one variant, comprising a geographic positioning system (GPS) for continuously determining the vehicle's position along the path.

[0049] Means 132 for determining the respective driving resistance comprise a means for determining air resistance, including a modeling model for estimating air resistance with a drag coefficient and vehicle characteristics, including the frontal area and the square of the vehicle speed. According to one variant, the means for determining air resistance comprises a sensor for measuring the air flowing onto the vehicle, taking into account the vehicle geometry, and includes air guide devices for reducing air resistance.

[0050] The means 132 for determining the respective driving resistance includes a means for determining the rolling resistance comprising a modeling model for estimating the rolling resistance with a vehicle characteristic including the number of axles of the vehicle, the vehicle weight and, if applicable, the tire type.

[0051] The mean 130 for assessing the load on the synchronizing device associated with shifting as a basis for assessing driver behavior includes a mean 134 for comparison with reference data regarding limit values ​​that reflect a permissible load during such shifting.

[0052] The reference data regarding the limit values ​​that reflect a permissible load during a specific shifting operation include the type of shifting operation, such as the force of the shifting movement and / or the number of shift stages, while also taking driving resistance into account. The reference data regarding the limit values ​​that reflect a permissible load during a specific shifting operation also include limit values ​​for the material of a synchronizer, including the friction linings of the synchronizer cones. With high driving resistance, the power requirement at the transmission increases because the countershaft must be braked against a main shaft speed, which decreases with the deceleration of the vehicle. The opposite relationship applies during downshifting. The reference values ​​may take this into account, but are not required to do so.In certain cases, high power must be applied during synchronization to enable switching. In such a case, a poor rating is not necessarily expected, provided the upper limit is not exceeded. Conversely, switching that naturally results in low power levels can lead to a poor rating at the same value.

[0053] System I includes a means 140 to present the driver of the vehicle with an evaluation of the driver's behavior with regard to the gear changes performed.

[0054] Means 140, to present to the driver of the vehicle an evaluation of the driver's behavior with regard to the shifting operations performed, includes means 142 to present an evaluation of the driver's behavior with regard to the shifting operations performed visually, and / or means 144 to present an evaluation of the driver's behavior with regard to the shifting operations performed audibly, and / or means 146 to present an evaluation of the driver's behavior with regard to the shifting operations performed tactilely.

[0055] The device 142, which visually presents an assessment of the driver's behavior with regard to the shifting operations performed, includes, according to one variant, a display unit which is located after the driver's seat, or, according to another variant, after the dashboard in the vehicle.

[0056] According to one variant, the device 144, which is used to acoustically present an assessment of the driver's behavior with regard to the gear changes performed, includes an alarm unit arranged to acoustically alert the driver by means of an alarm / voice message.

[0057] According to one variant, the means 146, to tactually present an assessment of the driver's behavior with regard to the gear changes performed, includes a means for acting on the gearshift lever and / or the vehicle steering wheel and / or a vehicle pedal such as the brake pedal and / or the driver's seat.

[0058] According to one variant, System I includes a device 150 for detecting a gear shift. This device 150 is designed to measure the time from changing the position of the gearshift lever until a new gear is engaged. The device 150 is configured to compare this time with a predetermined time. If the time exceeds the predetermined time, it is determined that the gearshift lever change did not constitute a genuine gear shift. According to one variant, the predetermined time is on the order of 4 seconds. If the time exceeds the predetermined time, the vehicle is presumably coasting in neutral to conserve fuel.This makes it possible to avoid an unnecessary warning to the driver regarding gear shifting.

[0059] According to one variant, the system must also include a means of determining, when the vehicle is detected rolling in neutral, whether the clutch pedal is depressed, and in that case, according to one variant, informing the driver that the vehicle should not be driven with the clutch pedal depressed while rolling in neutral.

[0060] System I comprises a means 160 to present an evaluation of the driver's behavior regarding the gear changes performed to the vehicle owner and / or the transport company to which the vehicle is connected. The means 160 for presenting this evaluation to the vehicle owner and / or the transport company to which the vehicle is connected includes a visual presentation device, such as a display unit, and / or an audible presentation device. The means 160 for presenting this evaluation to the vehicle owner and / or the transport company to which the vehicle is connected can be any device, including any unit such as a server unit, computer, tablet, mobile phone, or similar device.

[0061] The electronic control unit 100 has a signal connection on the center 110 to determine the speed synchronization that occurs during a shift. This allows the unit to assess the load on the synchronizer associated with the shift, which is then used to evaluate driver behavior via connection 110a. The electronic control unit 100 is connected via connection 110a to receive a signal from the center 110 to display the synchronization data for evaluating the associated load on the synchronizer.

[0062] The electronic control unit 100 has a signal connection on the center 112 for detecting the change in engine speed caused by the switching operation, via a connection 112a. The electronic control unit 100 is arranged via connection 112a to receive a signal from the center 112 to display engine speed data, including data on the change in engine speed.

[0063] The electronic control unit 100 has a signal connection on the center 114 for determining the speed of the output shaft of a gearbox via a connection 114a. The electronic control unit 100 is arranged via the connection 114a to receive a signal from the center 114 to display the speed data for the speed of the output shaft.

[0064] The electronic control unit 100 has a signal connection on the center 116 for determining the time from the opening of the clutch until the start of synchronization via a connection 116a. The electronic control unit 100 is arranged via connection 116a to receive a signal from the center 116 to display the time data for the time from the opening of the clutch until the start of synchronization.

[0065] The electronic control unit 100 has a signal connection on the center 118 for determining the number of gear stages of the transmission corresponding to a shift operation via a connection 118a. The electronic control unit 100 is arranged via connection 118a to receive a signal from the center 118 to display the data for the gear stages during the respective shift operation.

[0066] The electronic control unit 100 has a signal connection on the center 120 for determining the power corresponding to the speed synchronization occurring under load of the synchronizer, as a basis for evaluating driver behavior via a connection 120a. The electronic control unit 100 is arranged via connection 120a to receive a signal from the center 120 to display the power data for the power corresponding to the speed synchronization.

[0067] The electronic control unit 100 has a signal connection on the center 121 for determining the time required for speed synchronization via a connection 121a. The electronic control unit 100 is arranged via connection 121a to receive a signal from the center 121 to display the time data for the time required for speed synchronization.

[0068] The electronic control unit 100 has a signal connection on the device 122 for determining and changing the position of the gearshift lever and / or corresponding transmission components via a connection 122a. The electronic control unit 100 is arranged via connection 122a to receive a signal from the device 122 to display data for the position of the gearshift lever and / or corresponding transmission components.

[0069] The electronic control unit 100 has a signal connection on the center 124 for detecting the change in the rotational speed of the gearbox's countershaft via a connection 124a. The electronic control unit 100 is arranged via connection 124a to receive a signal from the center 124 to display the rotational speed data for the respective rotational speed of the countershaft, including data on the change in rotational speed of the countershaft.

[0070] The electronic control unit 100 has a signal connection on the center 130 for evaluating the load on the synchronizer associated with a shift operation as a basis for evaluating driver behavior via a connection 130a. The electronic control unit 100 is arranged via connection 130a to receive a signal from the center 130 to display the load data for the load on the synchronizer.

[0071] The electronic control unit 100 has a signal connection on the center 134 for comparison with reference data regarding limit values ​​that reflect a permissible load during a switching operation, via a connection 134a. The electronic control unit 100 is arranged via the connection 134a to receive a signal from the center 134 for displaying comparison data comprising load data for the load during the respective synchronization and / or data for the number of switching stages during the respective switching operation, as well as, where applicable, driving resistance data during the respective switching operation, for comparison with reference data regarding limit values ​​that reflect a permissible load during a corresponding switching operation.

[0072] The electronic control unit 100 has a signal connection on the center 132 for determining the respective driving resistance during switching via a connection 132a. The electronic control unit 100 is arranged via the connection 132a to receive a signal from the center 132 for displaying driving resistance data including data for inclination resistance, data for the friction characteristics of the drivetrain, data for air resistance and / or data for rolling resistance.

[0073] The electronic control unit 100 has a signal connection on the means 140 for presenting an evaluation of the driver's behavior with regard to the shift operations performed to the driver via a connection 140a. The electronic control unit 100 is arranged via connection 140a to send a signal to the means 140 for the display of presentation data in order to present the driver of the vehicle with an evaluation of the driver's behavior with regard to the shift operations performed, wherein the presentation data includes data for visual presentation, data for acoustic presentation and / or data for tactile presentation.

[0074] The electronic control unit 100 has a signal connection on the center 150 for detecting a shifting operation via a connection 150a. The electronic control unit 100 is arranged via connection 150a to receive a signal from the center 150 to display shifting data for a detected shifting operation, in order to ensure that, for example, coasting in neutral is not incorrectly classified as a shifting operation and subsequently avoids an unnecessary presentation to the driver.

[0075] The electronic control unit 100 has a signal connection on the means 160 for presenting an evaluation of the driver's behavior with regard to the gear changes performed to the vehicle owner and / or the transport company to which the vehicle is connected, via a connection 160a. The electronic control unit 100 is arranged via connection 160a to send a signal to the means 160 for the display of presentation data in order to present to the vehicle owner and / or the transport company to which the vehicle is connected an evaluation of the driver's behavior with regard to the gear changes performed, wherein the presentation data includes data for visual presentation, data for acoustic presentation and / or data for tactile presentation.

[0076] The electronic control unit 100 is arranged to process and, if necessary, store one or more of the synchronization data, engine speed data, output shaft speed data, shift stage data, power data, time data, data for the position of the shift lever and / or corresponding transmission components, countershaft speed data, load data for the load on the synchronizer, driving resistance data, comparison data and shift data in order to determine whether the respective shifting operation and the synchronization occurring during shifting and the associated load on the synchronizer constitute a shifting operation with permissible load.The electronic control unit 100 is arranged according to one variant in order to evaluate the shifting operations based on the data and thereby carry out a balanced assessment of the driver's shifting operations, which can be used for presentation to the driver and / or to the vehicle owner and / or the transport company with which the vehicle is associated.

[0077] If the respective shifting operation does not represent a shifting operation with permissible load on the synchronizing device under the respective conditions, the electronic control unit 100 is arranged to send a signal to the means 140 in order to present the driver with an evaluation of the driver's behavior with regard to the current shifting operation.

[0078] The electronic control unit 100 is arranged to send a signal to the means 160 to present an evaluation of the driver's behavior with regard to the respective shifting operations for the vehicle owner and / or the transport company with which the vehicle is connected.

[0079] Fig. Figure 4 schematically shows a block diagram of a method for evaluating driver behavior when driving a vehicle comprising a powertrain with a transmission that enables manual shifting including synchronization, according to an embodiment of the present invention.

[0080] According to one embodiment, the method for evaluating driver behavior while driving a vehicle comprises a step S1. In this step, the speed synchronization occurring during a gear change is determined to evaluate the load on the synchronizer associated with the gear change, thus serving as the basis for evaluating driver behavior.

[0081] In relation to Fig. Figure 5 shows a diagram of an embodiment of a device 500. The control unit 100, which relates to Fig.As described in Section 3a, one embodiment may comprise a device 500. The device 500 comprises a non-volatile memory 520, a data processing unit 510, and a read / write memory 550. The non-volatile memory 520 has a first memory section 530 on which a computer program, such as an operating system, is stored to control the function of the device 500. Furthermore, the device 500 comprises a bus controller, a serial communication interface, an I / O unit, an A / D converter, an input and transmission unit for time and date, an event computer, and a termination controller (not shown). The non-volatile memory 520 also has a second memory section 540.

[0082] A computer program P is provided, which includes routines for evaluating driver behavior when driving a vehicle according to the innovative procedure. Program P includes routines to determine the engine speed synchronization that occurs during a gear change to execute the selected shift operation, in order to evaluate the load on the synchronizer associated with the shift operation as a basis for evaluating driver behavior. Program P can be stored in an executable or compressed form on memory 560 and / or in read / write memory 550.

[0083] The description that the data processing unit 510 performs a certain function is to be understood as meaning that the data processing unit 510 executes a certain part of the program that is stored in memory 560, or a certain part of the program that is stored in read / write memory 550.

[0084] The data processing device 510 can communicate with a data interface 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended for communication with the data processing unit 510 via a data bus 511. The read / write memory 550 is intended for communication with the data processing unit 510 via a data bus 514. Connections to the control unit 100, for example, can be connected to the data interface 599.

[0085] When data is received at data interface 599, it is temporarily stored in the second memory unit 540. Once the received input data has been temporarily stored, the data processing unit 510 is able to execute the code as described above. The signals received at data interface 599 can be used by the device 500 to determine the speed synchronization required to perform the selected shift operation during a gear change, in order to assess the load on the synchronizer associated with the shift operation as a basis for evaluating driver behavior.

[0086] Parts of the methods described here can be executed by the device 500 using the data processing unit 510, which executes the program stored in the memory 560 or read / write memory 550. When the device 500 executes the program, the procedure described here is carried out.

[0087] The preceding description of preferred embodiments of the present invention is provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the described variants. It is clear to those skilled in the art that many modifications and variations are possible. The embodiments were chosen and described to best explain the principles of the invention and its practical applications, and thus to enable those skilled in the art to understand the invention in its various embodiments and with the various modifications suitable for the intended task.

Claims

[1] Method for evaluating driver behavior when driving a vehicle (1) comprising a powertrain with a transmission (10) enabling manual shifting including synchronization, characterized by the steps - Determining the speed synchronization that occurs during a shift to perform the selected shift operation in order to assess the load on the synchronizer (O) associated with the shift operation as a basis for assessing driver behavior (S1), wherein the assessment of the load on the synchronizer (O) associated with the shift operation as a basis for assessing driver behavior is carried out against the background of reference data regarding limit values ​​that reflect a permissible load during such a shift operation, and - Presenting the assessment of the driver's behavior with regard to the gear changes performed to the driver of the vehicle (1). [2] Method according to claim 1, wherein the step for determining the occurring speed synchronization comprises the step for determining the change in engine speed that causes the switching and determining the speed of the output shaft of the transmission (10). [3] Method according to claim 1 or 2, wherein the step to determine the occurring speed synchronization comprises determining the number of gear stages corresponding to the shifting process. [4] Method according to any one of claims 1 to 3 comprising the step of determining the power corresponding to the speed synchronization occurring when the synchronizing device (O) is loaded, as a basis for evaluating the driver's behavior. [5] Method according to claim 4, wherein the step to determine the power includes determining the time required for speed synchronization. [6] Method according to claim 5, wherein the determination of the time required for speed synchronization is based on the position and change in the position of the shift lever and / or corresponding components of the transmission (10). [7] Method according to claim 5 or 6, wherein the determination of the time required for speed synchronization is based on the change in speed of the auxiliary shaft (40) of the transmission (10). [8] Method according to any one of claims 1 to 7, wherein the evaluation of the load on the synchronizing device (O) associated with shifting as a basis for evaluating driver behavior includes the step of taking into account the respective driving resistance during shifting. [9] Method according to any one of claims 1 to 8 comprising the step of presenting the assessment of the driver's behavior with regard to the shifting operations carried out to the driver visually, in particular by means of a display unit, and / or acoustically, in particular via an alarm unit, and / or tactilely, in particular via a means for acting on a gearshift lever and / or a vehicle steering wheel and / or a brake pedal and / or a driver's seat. [10] Method according to any one of claims 1 to 9, comprising the step of presenting the assessment of the driving behavior with regard to the shifting operations performed to a vehicle owner and / or a transport company with which the vehicle is associated. [11] System (I) for evaluating driver behavior when driving a vehicle (1), wherein the vehicle (1) comprises a powertrain with a transmission (10) that enables manual shifting including synchronization, characterized bya means (110) for determining the speed synchronization occurring during a shifting operation to carry out the selected shifting operation for the purpose of evaluating the load on the synchronizing element (O) associated with the shifting operation as a basis for evaluating the driver's behavior, wherein the means (130) for evaluating the load on the synchronizing element (O) associated with the shifting operation as a basis for evaluating the driver's behavior comprises a means (134) for comparison with reference data regarding limit values ​​that reflect a permissible load during such a shifting operation, further comprising a means (140) for presenting to the driver of the vehicle (1) the evaluation of the driver's behavior with regard to the shifting operations carried out. [12] System (I) according to claim 11, wherein the means (110) for detecting the occurring speed synchronization comprises a means (112) for detecting the change in engine speed that causes the switching, and a means (114) for detecting the speed of the output shaft of the transmission (10). [13] System (I) according to claim 11 or 12, wherein the means (110) for detecting the occurring speed synchronization comprises a means (116) for detecting the number of gear stages of the transmission (10) to which the shifting operation corresponds. [14] System (I) according to any one of claims 11 to 13 comprising a means (120) for determining the power corresponding to the speed synchronization occurring when the synchronizing device (O) is loaded, as a basis for evaluating driver behavior. [15] System (I) according to claim 14, wherein the means (120) for determining the power comprises a means (121) for determining the time which the speed synchronization takes. [16] System (I) according to claim 15, wherein the means (121) for determining the time required for speed synchronization comprises a means (122) for determining the position and changing the position of the shift lever and / or corresponding components of the transmission (10). [17] System (I) according to claim 15 or 16, wherein the means (121) for determining the time required for speed synchronization comprises a means (124) for determining the change in speed of the countershaft (40) of the transmission (10). [18] System (I) according to one of claims 11 to 17 comprising a means (130) for evaluating the load on the synchronizing device (O) associated with shifting as a basis for evaluating driver behavior, wherein the means (130) for evaluation comprises a means (132) for determining the respective driving resistance during shifting. [19] System (I) according to any one of claims 11 to 18, wherein the means (140) to present to the driver the evaluation of the vehicle behavior with regard to the shift operations performed comprises: - a means (142) to visually present the assessment of driving behavior with regard to the gear changes performed, in particular a display unit, - a means (144) to acoustically present the assessment of driving behavior with regard to the gear changes performed, in particular an alarm unit arranged to alert the driver acoustically by means of an alarm or a voice message, and / or - a means (146) to tactilely present the assessment of driving behavior with regard to the gear changes performed, in particular a means to act on a gearshift lever and / or a vehicle steering wheel and / or a brake pedal and / or a driver's seat. [20] System (I) according to any one of claims 11 to 19 comprising a means (140) to present to a vehicle owner and / or a transport company with which the vehicle (1) is associated the assessment of the driving behavior with regard to the shift operations carried out. [21] Motor vehicle (1) comprising a system (I) according to any one of claims 11 to 20. [22] Computer program (P) for evaluating driver behavior when driving a vehicle (1) comprising a powertrain with a transmission (10) that enables manual shifting including synchronization, wherein the computer program (P) comprises program code which, when operated by an electronic control unit (100) or another computer (500) connected to the electronic control unit (100), enables the electronic control unit (100) to perform the steps according to claims 1 to 10. [23] Computer program product comprising a digital storage medium which stores the computer program according to claim 22.

Images