Methods for controlling a mobility concept and for controlling energy distribution

Abstract

Method for controlling a mobility concept for traffic relief in an agglomeration by means of at least one driving unit (1, 1') operating autonomously with an electric drive unit and an energy distribution system with at least one electrical energy storage device (3) and for controlling an energy distribution by means of the energy distribution system, characterized in that - when a vehicle (2) requests a ride with a driving unit (1, 1'), the vehicle (2) transmits its planned route, an estimated charge level of its electrical energy storage upon arrival of the vehicle (2) at a pick-up point for a driving unit (1, 1'), an estimated energy requirement for carrying out an individual journey of the vehicle (2) from a starting point to a destination point, and an amount of electrical energy that the vehicle (2) may make available to the energy distribution system to an application program (A), - using the application program (A) depending on traffic data and / or weather data and / or energy costs relating to the route, a fare (M) for the vehicle (2) as well as a possible pick-up location and a predicted travel time are determined and sent to the vehicle (2) and to the driving unit (1, 1'), wherein - if the vehicle (2) is confirmed as having been taken along, a driving unit (1, 1') is assigned to the vehicle (2), whereby if the vehicle (2) uses the electrical energy provided by the energy distribution system during the transport of the vehicle (2) with the driving unit (1, 1') or if the vehicle (2) feeds energy into the energy distribution system of the driving unit (1, 1'), the determined transport price (M) for the vehicle (2) is adjusted accordingly.

Description

[0001] The invention relates to a method for controlling a mobility concept for traffic relief in an urban area by means of at least one driving unit operating autonomously with an electric drive unit and an energy distribution system with at least one electrical energy storage device, and for controlling an energy distribution by means of the energy distribution system.

[0002] From US patent 2020 / 0372805A1, a device and a method for controlling the autonomous platooning of electric vehicles are known. The device comprises a communication unit configured to communicate with multiple autonomous platooning vehicles, an index assignment unit configured to assign indices to the multiple autonomous platooning vehicles, a driving order determination unit configured to acquire battery information from the assigned autonomous platooning vehicles via the communication unit and to determine a driving order of the assigned autonomous platooning vehicles based on the acquired battery information, and a controller configured to rearrange the multiple autonomous platooning vehicles based on the determined driving order.

[0003] Furthermore, DE 10 2020 111 148 A1, US 2019 / 0 351 783 A1 and DE 10 2017 210 541 A1 demonstrate the refueling of vehicles being towed by a driving unit. DE 10 2018 209 066 A1 describes a concept for supplying highly automated or autonomous means of transport, and US 2020 / 0 372 805 A1 concerns a device and method for controlling the formation of vehicle fleets.

[0004] The present invention is based on the objective of providing a method for implementing a mobility concept to relieve traffic congestion in a metropolitan area.

[0005] The problem is solved according to the invention by a method which has the features specified in claim 1.

[0006] Advantageous embodiments of the invention are the subject of the dependent claims.

[0007] According to the invention, a method for controlling a mobility concept for traffic relief in a metropolitan area by means of at least one driving unit operating autonomously with an electric drive unit and an energy distribution system with at least one electrical energy storage device, and for controlling an energy distribution, provides that - when a vehicle requests a ride with a transport unit, the vehicle transmits its planned route, an estimated charge level of an electrical energy storage device upon arrival at a transport unit pickup location, an estimated energy requirement for an individual journey from a starting point to a destination point, and an amount of electrical energy that the vehicle can make available to the energy distribution system to an application program. - using the application program, a transport price for the vehicle, a possible pick-up location and a predicted travel time are determined based on traffic data and / or weather data and / or energy costs relating to the route and sent to the vehicle and the driving unit, whereby - if the vehicle uses electrical energy provided by the energy distribution system during transport with the driving unit, or if the vehicle feeds energy into the energy distribution system of the driving unit, the determined transport price for the vehicle will be adjusted accordingly.

[0008] By applying this method, it is possible to achieve a holistic control and coordination of vehicles and driving units to be taken along, taking into account route guidance, route selection, traffic volume, energy requirements and travel time.

[0009] The method enables efficient coordination and alignment between driving units and vehicles, taking into account traffic data and / or weather data and / or road conditions and / or traffic volume and / or energy costs provided by real-time databases.

[0010] Furthermore, the method enables control of the energy distribution system between the driving unit and the vehicles, as well as between the vehicles themselves, with a uniform payment system available for all functions used by the driving unit.

[0011] In one embodiment, the vehicle transmits the minimum charge level of its electrical energy storage system available at a destination point, particularly the destination, to the application program. This charge level is transmitted to the application program to ensure, as far as possible, that this charge level is available to the vehicle at the destination point. For this purpose, the vehicle may be charged during transport using the energy distribution system of the driving unit. Alternatively, if the vehicle has a higher charge level than that required at the destination point, the difference can be fed into the energy distribution system to provide the electrical energy to the driving unit or to other vehicles of the driving unit.

[0012] In a further embodiment of the method, when the vehicle's electrical energy storage is to be charged by the energy distribution system of the driving unit, a vehicle-specific preferred charging interface and / or charging speed is transmitted to the application program. For example, the vehicle can thus be positioned according to a preferred charging interface on the driving unit. If the vehicle is to be charged relatively quickly, it can be positioned relative to a fast-charging interface. Furthermore, a choice, particularly regarding the charging speed, determines the energy costs to be incurred, with higher costs if the vehicle is charged faster.

[0013] One possible implementation of the procedure involves transmitting current and predicted energy demand and / or current charge level and / or current energy feed-in to the energy distribution system of the respective driving unit to the application program. This enables the application program to determine an optimized charging and / or discharging strategy for the vehicle based on the transmitted data.

[0014] In a further implementation, data from each vehicle on the driving unit, including the current charge level and / or remaining travel time on the driving unit and / or an estimated charge level upon leaving the driving unit and / or the amount of electrical energy required from the driving unit's energy distribution system, are transmitted to the application program. This data serves, in particular, to ensure efficient utilization of the driving unit and to increase the energy efficiency of both the driving unit and the vehicles currently being transported or planned to be transported.

[0015] Another possible configuration involves charging at least one electrical energy storage device of the drive unit's energy distribution system using electricity generated by photovoltaics and / or energy provided by the transported vehicles. Here, too, the data transmitted by the vehicles serves to optimize the drive unit's energy planning, ensuring its operation and fulfilling services booked by the vehicles, particularly regarding energy demand and energy feed-in.

[0016] In one version, the user of the transported vehicle remains in their vehicle during transport with the driving unit, so that the respective driver does not have to forgo their privacy and individual comfort of a privately used vehicle during their transport to the destination.

[0017] In one embodiment of the process, the vehicle is positioned laterally to the transport unit for transport, and one of the vehicle's front axles is raised by a lifting device on the transport unit. The vehicle is then transported laterally to the transport unit with its front axle raised. The vehicle is thus coupled to the transport unit, particularly electrically, and is also connected for transport. Depending on the vehicle's position relative to the transport unit, a charging interface and charging speed can be selected.

[0018] In a further training step, the transport unit reduces its speed, the vehicle positions itself laterally to the transport unit, and is then lifted and positioned on the transport unit using an additional lifting device. This allows the vehicle to be positioned on the transport unit according to the user's preferences regarding the charging interface and / or charging speed.

[0019] Exemplary embodiments of the invention are explained in more detail below with reference to drawings.

[0020] This shows: Fig. 1 schematically a side view of a driving unit with a number of semi-transparent vehicles coupled to the driving unit, Fig. 2 schematically a section of a sectional view of an alternatively designed driving unit with a number of vehicles positioned on it and Fig. 3. Schematically, an overview of the implementation of a procedure for controlling a mobility concept.

[0021] Corresponding parts are marked with the same reference symbols in all figures.

[0022] Fig. Figure 1 shows a side view of a driving unit 1 with a number of semi-transparent vehicles 2 coupled to the driving unit 1.

[0023] Fig. Figure 2 shows a section of a cross-sectional view of an alternative to the one in Fig. 1 driving unit 1 shown, wherein a number of vehicles 2 are positioned on the alternatively designed driving unit 1'.

[0024] It is generally known that individual transport takes place primarily in passenger cars, and traffic flow can be hampered, for example, by the need to maintain minimum distances and comparatively less-than-optimized individual driving behavior. Particularly during peak hours and / or in metropolitan areas, slow-moving traffic and congestion lead to comparatively high time losses.

[0025] To enable autonomous and flowing motorized individual transport without sacrificing self-determined time use and privacy in a vehicle 2, the vehicles 2 must be equipped with comparatively complex sensor technology, for example with radar-based and / or lidar-based sensors as well as cameras and intelligent control units with relatively high computing power.

[0026] Using the mobility concept described below, as well as a procedure for controlling this concept, it is possible to use a private vehicle for individual transport independently for a period of time in a comparatively cost-effective, pragmatic, and largely without high-tech requirements. In particular, the mobility concept essentially makes it possible to enable autonomous and smooth motorized individual transport for short and long distances in a comparatively cost-effective, sustainable, and efficient manner, without requiring high-tech solutions, and without having to forgo the advantages of individual transport.

[0027] Furthermore, the mobility concept offers a way to relieve traffic congestion in metropolitan areas and to combine a desire for privacy with individual travel.

[0028] For this purpose, a driving unit 1, 1' is designed to transport a number of vehicles 2, aggregated and collected, over relatively long distances. Since several vehicles 2 can be transported using one driving unit 1, 1', the overall efficiency of such transport can be significantly optimized compared to individual transport.

[0029] Such a driving unit 1, 1' provides the transported vehicles 2 with a charging option to recharge the electrical energy storage of each transported vehicle 2, so that each vehicle 2 can commence its individual driving operation after being transported by a driving unit 1, 1'. In particular, the transported vehicles 2 can be charged via electrical interfaces of the driving unit 1, 1', and energy distribution between transported vehicles 2 can also take place using a further method described below.

[0030] In one possible embodiment, the respective vehicle 2 is designed to accommodate such a driving unit 1, 1', wherein the respective vehicle 2, for example, has comparatively small dimensions and is designed to be resource-optimized, without compromising driver comfort. For example, the vehicles 2 are not equipped with complex technologies and costly sensors, while still ensuring privacy both during long-distance journeys and when being transported by a driving unit 1, 1'.

[0031] The more such transport units 1, 1' with high occupancy, meaning a high number of transported vehicles 2, are operating in congested urban areas, the more traffic flow can be optimized. In the event of a traffic jam or slow-moving traffic, time in the transported vehicles 2 can still be used individually for entertainment, work, and / or social activities.

[0032] Such a driving unit 1, 1' has an electric drive unit and operates particularly in autonomous driving mode. Furthermore, the driving unit 1, 1' has an energy distribution system with at least one electrical energy storage device 3 to supply the transported vehicles 2 with electrical energy.

[0033] For example, at least one electrical energy storage device 3 can be charged at a charging station, whereby the one in the Fig. 1 and Fig. The two driving units 1, 1' shown are equipped with photovoltaics 4 to convert light energy, especially sunlight, into electrical energy. The electrical energy is then supplied to the electrical energy storage 3 and thus also to the energy distribution system of driving unit 1, 1'.

[0034] In one possible embodiment, between 4 and 6 vehicles 2 can be transported or electrically coupled using a driving unit 1, 1', so that the vehicles 2 can be transported in a comparatively energy-efficient manner by optimizing flow resistance and rolling resistance.

[0035] The vehicles 2 can be coupled to and uncoupled from the driving unit 1, 1' during its operation without interrupting the driving activity of either the vehicles 2 or the respective driving unit 1, 1' and without impeding the flow of traffic.

[0036] Between the driving unit 1, 1' and the respective coupled vehicle 2, there is the possibility of transferring electrical energy, whereby the driving unit 1, 1' and the respective coupled vehicle 2 via an exemplary and highly simplified in Fig. 3. Application program A, a so-called Trip Broker, is digitally connected.

[0037] The routes of the respective driving unit 1, 1' are determined algorithmically according to an expected transport volume, i.e. passenger volume, and can be changed and adjusted using the application program A.

[0038] A vehicle 2, transportable by means of the driving unit 1, 1', is designed in particular for local transport, has at least one electric drive unit, and can be driven manually and autonomously. For longer distances, such a vehicle 2 uses a driving unit 1, 1', by which the vehicle 2 is transported. A transport capacity of the vehicle 2 includes several people with luggage. The purpose of such a vehicle 2 is, in particular, the transport of people between a starting point and a destination point, i.e., between two destinations, with the most optimized use of resources in terms of road space and energy, without having to forgo, for example, the privacy and comfort of private transport.

[0039] The application program A is distributed multiple times and performs a determination for the optimized design of the routes of the driving units 1, 1', especially for the vehicle connections, as well as time control, energy management of its energy distribution system, price determination and billing, prediction and problem solving in case of malfunctions.

[0040] Using application program A, which is stored on a mobile device, in particular a smartphone, of a user of vehicle 2, the user can enter their request for a ride and application program A then determines an optimized route by using existing driving units 1, 1', whereby the vehicle 2 and the driving unit 1, 1' are coordinated and controlled.

[0041] In order to develop and optimize an entire traffic area, a distinction must be made between two versions of the driving unit 1, 1'. The in Fig. The driving unit 1 shown is designed specifically for relatively short routes, particularly for use in metropolitan areas, i.e., for short distances and areas with high traffic flow. The vehicles 2 to be transported can be coupled to the driving unit 1 relatively quickly and easily, especially by docking, and primarily benefit from the transport and the possibility of charging electrical energy during transport on commuter routes.

[0042] The in Fig. The alternative driving unit 1' shown is intended for use on long-distance routes between metropolitan areas and cities. The vehicles 2 are loaded onto driving unit 1' and are therefore not exposed to relatively poor road conditions and weather conditions during individual operation.

[0043] Due to the different training and intended areas of operation of the driving units 1, 1', different coupling or pickup procedures are provided for the vehicles 2.

[0044] Regarding the in Fig. The driving unit 1 shown is designed so that, based on real-time communication between the driving unit 1 and the vehicle 2 to be picked up, as well as relatively simple vehicle sensors, the vehicle 2 can adjust its speed to that of the driving unit 1 and position itself laterally to the driving unit 1 to a minimum distance. The front axle 2.1 of the vehicle 2 is coupled to a lifting device 5 of the driving unit 1, whereby the front axle 2.1 is raised by a predetermined amount, particularly to reduce driving resistance.

[0045] In a training scenario for driving unit 1, the front of the driving unit 1 is equipped with an aerodynamic windscreen for the vehicles 2, with the vehicles 2 being stably connected to the driving unit 1 via their front axle 2.1. Furthermore, each vehicle 2 is coupled to the energy distribution system of the driving unit 1 via corresponding interfaces.

[0046] Regarding the in Fig. The alternative driving unit 1' shown is also designed so that, based on real-time communication between the driving unit 1 and the vehicle 2 to be picked up, as well as relatively simple vehicle sensors, the vehicle 2 adjusts its speed to match the driving unit 1' and positions itself laterally to the driving unit 1 to a minimum distance. Using a further lifting device (not shown in detail), the vehicle 2 is lifted and loaded onto the driving unit 1'.

[0047] The alternative driving unit 1', especially for comparatively long routes, also features such wind protection and interfaces for connecting the vehicles 2 to the energy distribution system.

[0048] For use, for example, in Fig. In Figure 1, the driving unit 1 is designed so that a user of a vehicle 2, who, for example, intends to travel individually to a metropolitan area, books their trip using application program A. Application program A generates a travel plan and allocates available driving units 1 and 1', calculating energy consumption, costs, and travel time. The user is then notified of the next available departure time.

[0049] The user enters their vehicle 2, which they then use to drive to a designated pickup location, either manually or in automated mode. For example, shortly after entering a highway or main road, vehicle 2 meets its assigned transport unit 1', is charged, and transported to it. During transport, vehicle 2 can charge its electrical energy storage using energy provided by the transport unit 1', or vehicle 2 can provide some of its available electrical energy to the transport unit 1', thus charging its electrical energy storage 3. In one possible configuration, the transport unit 1' hands over vehicle 2 to another transport unit 1, 1' at a predetermined intersection, or unloads vehicle 2 at a destination, for example, with a fully charged electrical energy storage unit.The vehicle 2 then drives to its destination point in manual and / or automated driving mode, with the user completing their journey from a starting point to a destination point in their own vehicle 2.

[0050] Fig. Figure 3 shows an overview of the implementation of a procedure for controlling a mobility concept and for controlling energy distribution between a respective driving unit 1, 1' and the respective transported vehicle 2 coupled with the energy distribution system, as well as between the transported vehicles 2. The control of the energy distribution is carried out in particular to increase the respective range.

[0051] For the application of the procedure, it is envisaged, by way of example, that a user residing in a rural area travels with their vehicle 2 towards or through a metropolitan area. Such a metropolitan area has a comparatively high volume of traffic.

[0052] For example, once vehicle 2 reaches a metropolitan area and encounters a relatively high volume of traffic, it is possible to use a driving unit 1, 1'. All communication between vehicle 2 and driving unit 1, 1' takes place via application program A.

[0053] To use such a driving unit 1, 1' when needed, the user specifies a planned route from a starting point to a destination point, an estimated charge level upon arrival at a potential pick-up location for transport with a driving unit 1, 1', an estimated energy requirement (i.e., estimated energy consumption) for an individual trip from the starting point to the destination point, if desired by the user, an estimated amount of energy that the vehicle 2 may wish to feed into the energy distribution system of the driving unit 1, 1', and the dimensions of the vehicle 2. The user can also specify desired "transfer points".

[0054] The data D1 entered by the user is processed by an algorithm of the application program A, which also considers external data D2, such as traffic data relating to the route specified by the user (e.g., occupancy), weather data, energy charging costs, energy discharging costs, etc. In particular, some of this external data D2 is also provided by means of a respective driving unit 1, 1'.

[0055] The application program A then makes a preselection of the travel units 1, 1' based on the route planned by the user from the starting point to the destination point. For this purpose, a query F is performed on all possible travel units 1, 1'.

[0056] Using application program A, vehicle 2 is then assigned to one or more driving units 1, 1' depending on the specified "transfer points". Furthermore, the time and geoposition of driving unit 1, 1' for the arrival and departure of the requesting vehicle 2, a transport price M (in particular a base price), and a price for electrical energy charged by vehicle 2 or for electrical energy fed into the grid by vehicle 2 are determined, which is then offset against the transport price M.

[0057] Furthermore, data D3 regarding current and predicted energy demand, the current charge level of vehicle 3, potential energy feed-in to the electrical energy storage 3 of the respective vehicle 1, 1' (particularly by the transported vehicle 2), and a preference for charging interfaces and charging speeds are transmitted to the pre-selected driving units 1, 1' located on the route. If a fast-charging interface is preferred when a vehicle 2 uses a driving unit 1, 1', the transport price M increases, whereas slower charging is less costly for the transported vehicle 2.

[0058] Furthermore, the application program A receives data D4 from the currently transported vehicle 2 regarding a current charge level, a predicted remaining time on the driving unit 1, 1', an estimated charge level of the respective vehicle 2 when leaving the driving unit 1, 1' and an energy contribution requested from the energy distribution system of the driving unit 1, 1'.

[0059] If the vehicle 2 is located on a driving unit 1, 1' and is transported by means of this or several of them essentially from the starting point to the destination point, whereby the vehicle 2 uses the energy distribution system of the corresponding number of driving units 1, 1' either to charge its electrical energy storage or to feed energy into the electrical energy storage 3 of the respective driving unit 1, 1', then an energy withdrawal or an energy feed-in is charged at the transport price M, which is updated and transmitted to the vehicle 2 at regular intervals. Reference symbol list 1, 1' driving unit 2 vehicles 2.1 Front axle 3 electrical energy storage 4 Photovoltaics 5 Lifting device A Application program D1 to D4 data F query M Takeaway price

Claims

Method for controlling a mobility concept for traffic relief in an urban area by means of at least one autonomous driving unit (1, 1') with an electric drive unit and an energy distribution system with at least one electrical energy storage device (3) and for controlling energy distribution by means of the energy distribution system, characterized in that – when a vehicle (2) requests a ride with a driving unit (1, 1'), the vehicle (2) transmits its planned route, an estimated charge level of its electrical energy storage device upon arrival of the vehicle (2) at a pick-up point for a driving unit (1, 1'), an estimated energy requirement for carrying out an individual journey of the vehicle (2) from a starting point to a destination point, and a possible energy input to the energy distribution system by the vehicle (2).The amount of electrical energy to be made available is transmitted to an application program (A), - using the application program (A), a transport price (M) for the vehicle (2), as well as a possible pick-up location and a predicted travel time, are determined based on traffic data and / or weather data and / or energy costs relating to the route and sent to the vehicle (2) and to the driving unit (1, 1'), wherein - if transport is confirmed, a driving unit (1, 1') is assigned to the vehicle (2), wherein if, during the transport of the vehicle (2) with the driving unit (1, 1'), the vehicle (2) uses electrical energy made available by the energy distribution system or if the vehicle (2) feeds energy into the energy distribution system of the driving unit (1, 1'), the determined transport price (M) for the vehicle (2) is adjusted accordingly. Method according to claim 1, characterized in that the vehicle (2) transmits to the application program (A) a charge level of the electrical energy storage of the vehicle (2) that is available at least at a destination for transport. Method according to claim 1 or 2, characterized in that when charging the electrical energy storage of the vehicle (2) is intended by the energy distribution system of the driving unit (1, 1') during transport by the driving unit (1, 1'), a type of vehicle-side preferred charging interface and / or charging speed is transmitted to the application program (A). Method according to one of the preceding claims, characterized in that for each driving unit (1, 1') a current and predicted energy demand and / or a current charge level and / or a current energy feed into an energy distribution system of the respective driving unit (1, 1') is transmitted to the application program (A). Method according to one of the preceding claims, characterized in that data (D4) of a respective vehicle (2) on the driving unit (1, 1') are transmitted to the application program (A) as current charge level and / or remaining travel time on the driving unit (1, 1') and / or an estimated charge level when leaving the driving unit (1, 1') and / or an amount of electrical energy required by an energy distribution system of the driving unit (1, 1'). Method according to one of the preceding claims, characterized in that the at least one electrical energy storage device (3) of the energy distribution system of the driving unit (1, 1') is charged by means of electrical energy generated by photovoltaics (4) and / or by energy provided by transported vehicles (2). Method according to one of the preceding claims, characterized in that a user of the respective vehicle (2) transported by means of the driving unit (1, 1') remains in his vehicle (2) during his transport with the driving unit (1, 1'). Method according to one of the preceding claims, characterized in that the vehicle (2) is positioned laterally to the driving unit (1) for transport by a driving unit (1) and a front axle (2.1) of the vehicle (2) is raised by means of a lifting device (5) of the driving unit (1) and the vehicle (2) is transported laterally to the driving unit (1) with the front axle (2.1) raised by means of the driving unit (1). Method according to one of the preceding claims, characterized in that the driving unit (1') reduces its driving speed to transport the vehicle (2), the vehicle (2) positions itself laterally to the driving unit (1') and the vehicle (2) is lifted and positioned on the driving unit (1') by means of a further lifting device.

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