Method for determining routes for a group of vehicles

Abstract

The invention relates to a method for determining routes for a group (110) of vehicles (111, 112, 113), comprising: obtaining (200) several planned routes (201, 202, 203, 204) for the group (110) of vehicles, wherein the planned routes are to be traveled by the group of vehicles as a whole, determining (210) for each of the several planned routes, a first measure (211) of future damage that is likely to be caused to one of the vehicles of the group when traveling on the respective route, determining (230) a distribution (231) of the several planned routes, taking into account the first measures (211), among the vehicles of the group such that damage to the vehicles of the group meets at least one predetermined criterion, and providing (240) the determined distribution of the several planned routes.

Description

[0001] The present invention relates to a method for determining travel routes for a group of vehicles, as well as a computing unit and a computer program for carrying out the method. Background of the invention

[0002] Vehicles, especially trucks, but also HCVs, LCVs, cars, and two-wheelers (e.g., scooters) can be deployed in so-called fleets (or groups). Individual vehicles are typically inspected after a certain period of use and, if necessary, repaired (or generally maintained). Disclosure of the invention

[0003] According to the invention, a method, in particular a computer-implemented method, for determining travel routes for a group of vehicles, as well as a computing unit and a computer program for implementing the method, are proposed, having the features of the independent patent claims. Advantageous embodiments are the subject of the dependent claims and the following description.

[0004] The invention deals with groups of vehicles, preferably trucks, but also, for example, heavy commercial vehicles (HCVs), light commercial vehicles (LCVs), cars, and two-wheelers, and their routes. Fleets are often referred to instead of groups. Freight forwarders often have a group or fleet of vehicles, with different routes to be served by these (possibly different) vehicles. This raises the question of how the routes can be distributed as optimally as possible among the individual vehicles in the group.

[0005] Within the scope of the present invention, it is proposed that several planned routes be maintained (or provided) for the group of vehicles. The planned routes are to be followed by the group of vehicles as a whole. A route can, for example, comprise a specific distance to be covered by a particular vehicle.

[0006] For each of the several planned routes, an initial measure of future damage is then determined (or estimated) that is likely to be caused to this vehicle when one of the vehicles in the group travels the respective route. The idea behind this is that different routes cause different levels of damage to the vehicle. This depends not only on the length of the route, but also in particular on the elevation profile, e.g., gradients and inclines. Temperatures or weather conditions, general environmental conditions, can also have an influence (depending on the route in, for example, different areas of operation or countries). Likewise, downtimes (within a route or between different routes for a vehicle) can have an influence on the damage. A (typical) traffic volume can also have an influence, as this, for example,may require frequent braking and starting.

[0007] The calculation of the relative damage caused by the respective route with the respective vehicle (caused damage divided by the maximum permissible damage over the service life or a respective reference damage) is carried out, for example, using damage models for the individual damage mechanisms of the components considered (preferably drive components such as the electric motor, inverter, transmission, e-drive, e-axle, battery). Depending on the available component expertise, this damage can be calculated either exactly or based on pseudo-damage. Both methods are sufficiently accurate, as a ratio of caused (pseudo-)damage to the maximum permissible (pseudo-)damage over the service life is always calculated, which in turn can be compared with other relative (pseudo-)damage of other vehicles.

[0008] In this context, damage to a vehicle is preferably considered to be damage to a drive or drivetrain. In the case of at least partially electrically powered vehicles, this particularly includes damage to an electric drive system, e.g., an electric axle. The drive system is influenced by factors such as the length of the route, but especially frequent or steep inclines, as well as driving style.

[0009] Specific values ​​for the initial measurements can then be determined based on knowledge of the routes, especially the aforementioned aspects, and their influence on the vehicles. For example, models that consider the influence of a gradient on the drivetrain load can be used. In particular, thermal models that consider thermal influences and damage caused by drivetrain stress are considered.

[0010] In the case of identical or new vehicles in the group, it can be assumed, for example, that the damage or the initial measurements are the same for each vehicle; in the case of new vehicles, this can even be zero, or at least almost zero. However, if there are different vehicles in the group, the initial measurement can also be determined for each route and each vehicle (or vehicle type).

[0011] The multiple planned routes are then allocated to the vehicles in the group, taking the initial measurements into account. This is done in such a way that damage to the vehicles in the group meets at least one predefined criterion. The allocation of the multiple planned routes thus determined is then made available for further use.

[0012] The at least one predefined criterion can, for example, include minimizing damage to each of the vehicles in the group within a predefined period of time. It can also include minimizing damage to the vehicles in the group as a whole (total damage) within a predefined period of time. It is also conceivable that damage to the vehicles across the group is compensated for within a predefined period of time per vehicle (average damage). The predefined period of time can be understood, for example, as the (anticipated or usual) service life of the vehicles or, for example, as a period from vehicle purchase to resale.

[0013] In this way, premature or unnecessary vehicle failures due to damage or generally excessive stress can be avoided or at least delayed.

[0014] In one embodiment, a second measure of damage is obtained or provided for at least one, preferably several or even each of the plurality of vehicles. This concerns damage that has already occurred to the respective vehicle, i.e. in particular actual damage. This setting or determination of the second measure or the respective actual damage of the vehicles can precede the determination or receiving of the first measures. This can be useful if the vehicles have not just come from the factory but already have significant actual damage. For this purpose, information on the distances traveled so far or simply the kilometers and / or the operating time of the individual vehicles can be used to calculate such a second measure.In principle, the first measure and the second measure can be determined or calculated in the same way, but the first measure relates to future damage and the second measure relates to past damage.

[0015] The allocation of the multiple planned routes among the group's vehicles is still determined taking the second metric into account. This allows for just-in-time analysis.

[0016] To determine the first and / or second measure, a suitable wear function can be defined, for example, which more precisely determines damage based on the current load on the vehicle or drive. Damage to individual components of a vehicle can also be summarized or added together, if necessary, taking appropriate weighting into account (for example, damage to one drive may be more severe than to another component).

[0017] This allows for more precise consideration of actual damage and / or pseudo-damage (calculated damage for relative comparison of the damaged objects under consideration), thus further reducing the overall damage. For example, it is conceivable that a particular vehicle was or will be more severely damaged than expected due to unexpected problems on a route. This can therefore be taken into account in further planning.

[0018] The first and / or second measure can, for example, be or have been determined based on a wear model of the vehicle. This can include, for example, temperature models, possibly with measured or estimated temperatures of components in the drive. Operating parameters such as the power consumed by an electric drive (e.g. via current, voltage, torque, speed) can also be taken into account, or temperatures or volume flows of lubricants or coolants. Such a wear model can be individual for the vehicles and, for example, be implemented in the specific vehicle or its software. The first and / or second measure can then, for example, be determined and provided directly there.

[0019] The first and / or second measurement can, for example, also be or have been determined based on measured values ​​from one or more of the vehicle's sensors. Such sensors are in particular integrated or built into the vehicle or a component thereof. Sensors that can detect or record vibrations, e.g. so-called IMUs (inertial measuring units), are particularly suitable. This allows conclusions to be drawn about mechanical loads, which allows an even more precise determination of the damage or the second measurement. Sensors can preferably be used to determine, for example, structure-borne sound, airborne sound, temperatures, electrical currents, voltages, volume flows or pressures. Using the variables mentioned, for example, a first or second measurement for a damage calculation can be determined. For example, based on a sensor, previous damage to a component can be detected that would otherwise not be known; this allows the measurements to be determined much more precisely.

[0020] It should be noted that the first and / or second measure can also be determined using a simulation and / or wear function on the one hand and using sensors on the other hand, whereby the results can then be calculated accordingly.

[0021] By repeatedly executing the proposed procedure, a constantly updated distribution of routes can be achieved to minimize damage to the vehicles. Previously planned routes can thus be gradually taken into account via the second measure after they have been driven.

[0022] Such fleet management optimizes the service life of the entire fleet (group of vehicles), minimizes vehicle downtime, and results in cost savings through less downtime, higher resale values ​​of the vehicles, longer use of the vehicles without, or at least with fewer, repairs, and longer operating phases until a new purchase.

[0023] A computing unit according to the invention, e.g. a computer, is configured, in particular in terms of programming, to carry out a method according to the invention.

[0024] The implementation of a method according to the invention in the form of a computer program or computer program product with program code for carrying out all method steps is also advantageous, since this entails particularly low costs, in particular if an executing control unit is also used for other tasks and is therefore already present. Finally, a machine-readable storage medium is provided with a computer program stored thereon, as described above. Suitable storage media or data carriers for providing the computer program are, in particular, magnetic, optical, and electrical memories, such as hard disks, flash memories, EEPROMs, RAMs, DVDs, and others. Downloading a program via computer networks (Internet, intranet, etc.) is also possible. Such a download can be wired or cable-based or wireless (e.g., via a WLAN network, a 3G, 4G, 5G, or 6G connection, etc.).

[0025] Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings.

[0026] The invention is illustrated schematically in the drawing using an embodiment and is described below with reference to the drawing. Short description of the drawings Fig. 1 shows schematically an arrangement for explaining the invention. Fig. 2 shows schematically a sequence of a method according to the invention in a preferred embodiment. Embodiment(s) of the invention

[0027] In Fig. Figure 1 schematically shows an arrangement for explaining the invention. By way of example, a computing unit 100 and a group (or fleet) 110 with, for example, three vehicles 110, 111, 112 are shown. The three vehicles can be of the same type, e.g., trucks of a certain type or model. Vehicle 111 is shown in somewhat more detail.

[0028] The vehicle 111 has a computing unit 120 designed as a control unit, which, for example, has a communication module for wireless communication. Instead of the communication module, an interface for connecting a measuring device between the respective journeys can also be provided, for example. The vehicle 111 also has a drive 122 designed, for example, as an electric drive, e.g., a so-called electric axle; this is only indicated schematically here. Thus, the vehicle 111 can, for example, be a purely, or at least also, electrically powered vehicle. The vehicle 111 also has, for example, a sensor 124, e.g., an inertial measuring unit (IMU), by means of which, for example, vibrations, in particular in the electric drive, can be detected.

[0029] Computing unit 100 can be, for example, a computer or a computing system, e.g., a so-called cloud. Computing unit 100 also has, for example, a communication module for (possibly indirect) wireless communication and can thus communicate with vehicles 111, 112, 113 or their communication modules, e.g., via the Internet and mobile communications.

[0030] In Fig. 2 schematically shows a sequence of a method according to the invention in a preferred embodiment. This is to be illustrated by way of example with the group 110 of vehicles 111, 112, 113 according to Fig. 1 will be explained.

[0031] In step 200, several planned routes are obtained for the group of vehicles. For example, these are four different planned routes: 201, 202, 203, and 204. The planned routes are to be followed by the entire group of vehicles, meaning that at this point in time, there is no allocation as to which vehicle should follow which route.

[0032] Then, in step 201, a first measure 211 is determined for each of the several planned routes 201, 202, 203, 204. Only one such first measure 211 is shown as an example. The first measure 211 is intended to be a measure of future damage that is likely to be caused to one of the vehicles in the group when traveling along the respective route.

[0033] In addition, in step 220, in one exemplary embodiment, a second measure 221 of damage is obtained for each of the multiple vehicles. Only one such second measure 221 is shown by way of example. The second measure 221 is intended to be a measure of existing or already occurred damage that has already occurred in the respective vehicle, i.e., through journeys already completed or routes already traveled. Step 220 can, in particular, also be performed before step 210.

[0034] As already mentioned, the issue here is that different routes cause different levels of damage to the vehicle. This depends not only on the length of the route, but also in particular on the elevation profile, e.g. gradients and inclines, as well as the speed profile. Temperatures or weather conditions, and general environmental conditions, can also have an influence (depending on the route in, for example, different areas of operation or countries). Likewise, downtimes (within a route or between different routes for a vehicle) can influence the damage. The (typical) volume of traffic can also have an influence, as this may require, for example, frequent braking and starting.

[0035] For example, damage to a vehicle is considered to be damage to a drive or drivetrain, such as the electric axle. Specific values ​​for the first and second dimensions can then be determined based on knowledge of the routes, particularly the aforementioned aspects, and their influence on the vehicles. Models that consider the influence of a gradient on the drivetrain load can be used, for example. Thermal models, which consider thermal influences and damage caused by drivetrain stress, are particularly suitable here.

[0036] For example, if the vehicles to be considered are of the same type, four different initial measurements can be obtained, one for each planned route. It should be noted that the total number of routes to be distributed may also include some identical routes that are simply traveled multiple times. In this case, it may be sufficient to determine the initial measurement for only one of these identical routes. However, if the vehicle types are different, it may be necessary, for example, to determine the initial measurement for each route and each vehicle type.

[0037] For example, a suitable wear function can be determined or used, which, based on the current load on the vehicle or drive, determines a more precise level of damage. Damage to individual components of a vehicle can also be summarized or added together, if necessary, taking appropriate weighting into account (for example, damage to one drive may be more severe than to another component).

[0038] The first or second measure can be determined, or have been determined, based on a wear model of the vehicle. This can include, for example, temperature models, possibly with measured or estimated temperatures of drive components. Operating parameters such as the power consumption of an electric drive (e.g., via current, voltage, torque, speed) or even coolant temperatures or volume flows can also be taken into account.

[0039] In one embodiment, the first or second measure can also be determined or have been determined based on measured values ​​of one or more sensors of the vehicle, such as by means of the sensor 124 according to Fig. 1. This allows conclusions to be drawn about stress, which allows an even more precise determination of the damage or the extent of the damage.

[0040] It should be noted that while the second measure 221 is preferably obtained for each of the multiple vehicles, it does not necessarily have to be obtained. The first or second measure may also have been determined in different ways for different vehicles, e.g., if some vehicles have specific sensors for this purpose, while others have different sensors or no sensors suitable for this purpose.

[0041] In step 230, a distribution 231 of the multiple planned routes is then determined, taking into account the first metrics 211 and the second metrics 221. The distribution is made among the vehicles in the group such that damage to the group of vehicles satisfies at least one predefined criterion, e.g., is minimal overall. For example, planned route 202 is assigned to vehicle 111, planned route 204 to vehicle 112, and planned routes 201 and 203 to vehicle 113.

[0042] In step 240, the determined distribution of the multiple planned routes is then provided so that the vehicles can travel the routes accordingly.

[0043] In this way, the service life of the entire fleet (group of vehicles) is optimized, vehicle downtime is minimized, and cost savings are achieved through less downtime.

Claims

[1] A method for determining travel routes for a group (110) of vehicles (111, 112, 113), comprising: Obtaining (200) several planned routes (201, 202, 203, 204) for the group (110) of vehicles, wherein the planned routes are to be traveled by the group of vehicles as a whole, Determining (210), for each of the several planned routes, a first measure (211) of future damage that is likely to be caused to the vehicle when one of the vehicles of the group travels the respective route, Determining (230) a distribution (231) of the plurality of planned routes, taking into account the first measures (211), among the vehicles of the group such that damage to the vehicles of the group satisfies at least one predetermined criterion, and Providing (240) the determined distribution of the multiple planned routes. [2] The method of claim 1, further comprising: Obtaining (220), for at least one, preferably each, of the plurality of vehicles, a second measure (221) of damage that has already occurred in the respective vehicle, wherein the determination (230) of the distribution (231) of the plurality of planned routes among the vehicles of the group continues to take into account the second dimensions (221). [3] Method according to claim 1 or 2, wherein the first measure and / or the second measure is or has been determined based on a wear model of the vehicle. [4] Method according to one of the preceding claims, wherein the second measure is or has been determined based on measured values of one or more sensors (124) of the vehicle. [5] Method according to one of the preceding claims, wherein the at least one predetermined criterion comprises that damage to each of the vehicles in the group is minimized within a given period of time, or that damage to the group’s vehicles as a whole is minimized within a specified period of time, or that damage to vehicles across the group is compensated within a specified period of time per vehicle. [6] Method according to one of the preceding claims, wherein damage to a drive (122) of the vehicle is taken into account as damage to a vehicle. [7] Method according to one of the preceding claims, wherein one or more of the vehicles of the group are at least partially electrically driven, wherein in particular damage to an electric drive of the vehicle is taken into account as damage to a respective vehicle. [8] Computing unit (100) which is configured to carry out all method steps of a method according to one of the preceding claims. [9] Computer program which causes a computing unit (100) to carry out all method steps of a method according to one of claims 1 to 7 when it is executed on the computing unit. [10] A machine-readable storage medium having stored thereon a computer program according to claim 9.

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