Control device for longitudinal and / or transverse guidance in a vehicle convoy

Description

[0001] The invention relates to a control device for the longitudinal and / or transverse guidance of a vehicle, in particular a commercial vehicle, relative to at least one other vehicle in a vehicle convoy.

[0002] Document US 2013 / 080018 A1 describes a method for providing information about aerodynamic forces to improve fuel consumption and driving stability of a vehicle. Specifically, a plurality of pressure sensors are provided in a vehicle body and configured to measure the air pressure received by each of a plurality of points on the vehicle when the vehicle is being driven. A first unit then calculates an air resistance value by measuring aerodynamic force data received by the vehicle from the air, based on an air pressure value detected by the pressure sensor and driving information dependent on the vehicle's travel. A unit is configured to measure a distance between a subject vehicle and other vehicles traveling around the subject vehicle.The aerodynamic force data measured by the first unit is provided to a vehicle dynamic control system (VDC) and a vehicle stability management system (VSM).

[0003] Document WO 2018 / 111177 A1 describes a control unit for adjusting a vehicle separation distance between vehicles in a vehicle group, which can also be referred to as a platoon. The control unit is configured to obtain a geographical position for a vehicle in the platoon, determine a zone in which the obtained geographical position is located, determine a minimum separation distance limit between the vehicles associated with the determined zone, and adjust the separation distance between the vehicles in the platoon according to the determined minimum separation distance limit by sending a control signal to the vehicle in the platoon.

[0004] Document WO 2019 / 068397 A1 describes a method for arranging vehicles, in particular commercial vehicles, in a platoon. Target longitudinal offsets and / or target transverse offsets between the individual vehicles are determined. For this purpose, at least one wind effect variable is determined, which indicates how the prevailing wind in a vehicle environment affects at least one of the vehicles in the platoon. The target transverse offset and / or the target longitudinal offset for the respective vehicle in the platoon are determined depending on the wind effect variable in such a way that the air resistance acting on at least one of the vehicles in the platoon is reduced under the prevailing wind. Preferably, the position of each vehicle in the platoon is also determined based on the aerodynamic properties of the respective vehicle.Not only the vehicle height, the vehicle length and the vehicle width are relevant here, but also the vehicle geometry within the external dimensions, such as front or rear air guidance systems, in particular spoilers, the geometry of the vehicle body, but also the type of vehicle body, since, for example, with the same vehicle geometry, a body consisting of a tarpaulin and mirrors differs aerodynamically from a box body.

[0005] In other words, it is known that for vehicles within a platoon, fuel savings can be achieved by reducing the aerodynamic drag of the individual vehicles. It is also known that the aerodynamic drag of the individual vehicles within the convoy varies depending on their distances from one another. In order to be able to set energetically optimal vehicle spacing within the convoy, precise knowledge of the relationship between the aerodynamic drag of the vehicles and the vehicle spacing is of key importance. State-of-the-art energy-efficient and automated control systems for convoy driving assume a fixed relationship, usually determined by simulation, between aerodynamic drag and vehicle spacing.

[0006] However, these conventional systems do not take into account the actual aerodynamic drag of the vehicles participating in the convoy. The actual aerodynamic drag may not only be individual for the participating vehicles. The actual aerodynamic drag may be specific to the respective journey of the participating vehicles and / or may change during the journey due to characteristics of the participating vehicles, for example, due to a variable body or a load-dependent exterior geometry and / or exterior surface.

[0007] Furthermore, the actual relationship between vehicle drag and distance between vehicles can be more complex and cannot be assumed to be constant due to changing conditions during convoy driving. This means that the energy efficiency of convoy driving can be further improved with better knowledge of distance-dependent drag.

[0008] The invention is based on the object of operating a convoy comprising at least two vehicles more energy-efficiently, preferably minimizing the energy consumption of the entire convoy. An alternative or more specific object is to base the energy-efficient operation of a convoy on the actual air resistance during the journey. An alternative or more specific object is to take into account influences on air resistance that are specific to the journey or that change during the journey during the energy-efficient operation of a convoy, with the properties of the participating vehicles preferably being the basis for the influences.A further or alternative task is to determine the relationship between the current air resistance of the vehicles in a convoy and the vehicle distances within the convoy during the journey and to set the energetically optimal vehicle distances between the vehicles in the convoy.

[0009] This object or objects are achieved by a device having the features of the independent claim. Advantageous embodiments and applications of the invention emerge from the dependent claims and are explained in more detail in the following description, with partial reference to the figures.

[0010] According to one aspect, a control device for the longitudinal and / or transverse guidance of a vehicle, in particular a commercial vehicle, relative to at least one other vehicle in a vehicle assembly is provided. The control device comprises a determination unit designed to determine a vehicle air resistance, FL, of the vehicle and a further vehicle air resistance, wFL, of the at least one other vehicle. The control device further comprises a control unit designed to control a control variable of the longitudinal and / or transverse guidance of the vehicle and / or of the at least one other vehicle in the vehicle assembly. The control device further comprises a memory unit designed to store the determined FL and wFL in association with the controlled control variable in a characteristic map.

[0011] According to a further aspect, which can be combined with the aforementioned aspect, the control unit is designed to vary the control variable, the determination unit is designed to determine the FL and the wFL in the state of the varied control variable, and the storage unit is designed to store the FL and wFL determined in the state of the varied control variable in the characteristic map in association with the varied control variable.

[0012] According to a further aspect, which can be combined with the aforementioned aspects, the control device further comprises a computing unit which is designed to calculate a control variable optimizing the FL and the wFL on the basis of the stored characteristic map.

[0013] According to a further aspect, which can be combined with the aforementioned aspects, the control unit is further designed to control the control variable of the longitudinal and / or transverse guidance of the vehicle and / or of the at least one further vehicle in the vehicle assembly according to the optimized control variable.

[0014] The control device can be implemented as a device for energy-efficient control of a vehicle convoy.

[0015] The control device can be configured for electronic data processing and its function can be determined by, among other things, the following units. The control device can have additional units so that the function can be adapted to the task of the control device. For example, the control device can be a computer or a microcomputer, which can be configured as a digital computer or a hybrid computer, whereby the size of the control device can be determined by the installation location.

[0016] The control device can be implemented in the vehicle and / or the or one of the at least one further vehicle.

[0017] The vehicle or the at least one further vehicle can be a motor vehicle driven by an engine and designed to move on a roadway, for example, a road. In a specific embodiment, the vehicle or the at least one further vehicle can be a commercial vehicle, a bus, a passenger car, an industrial truck, or an agricultural machine.

[0018] The vehicle combination can comprise the vehicle and the at least one additional vehicle. The vehicle combination can comprise exclusively commercial vehicles, for example, exclusively trucks and / or semi-trailer trucks. Alternatively or additionally, the vehicle combination can be heterogeneous. For example, the vehicle and the at least one additional vehicle can differ in their respective external geometry. The external geometry of the vehicle and the at least one additional vehicle can be trip-specific, for example, depending on the load of the respective vehicle.

[0019] One of the vehicles in the convoy (for example, the vehicle or at least one other vehicle) can be configured as a lead vehicle that controls the convoy. The lead vehicle can also be a vehicle following the convoy (or a follower vehicle), or the lead vehicle's role can be transferred to a vehicle following the convoy.

[0020] The vehicle formation can, for example, be a platoon and / or a convoy, which describes the movement of vehicles with and / or relative to each other. The vehicle formation (preferably the controlling vehicle) can impose specifications on the vehicles regarding their behavior (preferably longitudinal and / or lateral guidance), for example, the distances to be used between the vehicles and / or the speeds to be used.

[0021] Vehicle air resistance (FL) can, for example, be understood as the flow resistance of the vehicle and / or describe the force acting on the vehicle that opposes its movement. Vehicle air resistance can adversely affect the operation of the vehicle in such a way that its operation requires more energy than would be required for kinetic operation. The same can apply to the additional vehicle air resistance (wFL) of at least one other vehicle.

[0022] The determination unit can be configured to determine data relating to the vehicle's air resistance. For this purpose, different influences of the vehicle's air resistance on the vehicle can be determined and calculated using an equation, for example, a determination equation for the vehicle's air resistance.

[0023] The control variable can be derived from the vehicle's air resistance data. Alternatively or additionally, the control variable or one of the control variables can be designed to control the vehicle's relative movement to at least one other vehicle. The control variable can have different parameters that depend on the operation or operating state of the vehicle and the at least one other vehicle in the vehicle convoy.

[0024] The control unit can use the control variable to position the vehicle and the at least one other vehicle relative to each other. The control variable can be used to consistently position the vehicle in the vehicle convoy relative to the at least one vehicle. During operation of the vehicle convoy, the control unit can vary the control variable, with a variation in the control variable occurring based on the FL and / or the wFL.

[0025] The characteristic map can be implemented using a field storage structure, for example, an array, a vector, or a matrix, a polynomial function, or an interpolation, preferably a linear regression. The characteristic map can at least be configured for storage or perform functional assignments during or after storage. The storage unit can store the characteristic map and / or perform the assignments.

[0026] When the vehicle group is created, the map can be initialized using values ​​for the FL and the wFL that are measured or stored in the respective vehicle when driving outside the vehicle group.

[0027] The computing unit can be embodied, for example, as an electronic data processing unit of the control device. The computing unit can be a dedicated electronic data processing unit for calculating the characteristic map in the control device.

[0028] The optimizing control variable can be understood as a more optimal control variable for reducing the FL and / or the wFL, whereby it can be used by the control unit to control the vehicle.

[0029] The control device can be configured, by means of the determination unit, the control unit, the memory unit, and the computing unit, to control the operation of the vehicle and the at least one other vehicle within a vehicle convoy. During its creation (i.e., its assembly), the vehicle convoy can be arranged relative to one another using predetermined control variables. The predetermined control variables can be determined and / or calculated based on previous operation of the vehicle convoy or another vehicle convoy.

[0030] During operation of the vehicle convoy, the storage unit can adapt the characteristic map (e.g., supplement or update it) based on the determined FL and wFL. The characteristic map can specify the actual FL and wFL (i.e., previously determined during the variation) in relation to the set control variable (i.e., the one resulting from the variation). Using the relationship of the characteristic map and, optionally, the set control variable (i.e., the one most recently resulting from the variation), the computing unit calculates an optimized control variable. For example, a local optimum of the FL and wFL can be calculated, which is the next local optimum based on the set control variable (i.e., the one most recently resulting from the variation). In this way, a vehicle maneuver can be simplified when controlled according to the optimized control variable.

[0031] By arranging the vehicle convoy based on the optimized control variable, a minimum total air resistance, formed from the FL and the wFL, can be achieved. This minimum total air resistance is achieved by adjusting the optimized control variable using the computing unit, which is generated using the characteristic map and, optionally, the set control variable. Optionally, the characteristic map is continuously adjusted using the specific FL and / or wFL, so that the vehicle convoy can be regularly adapted to changing influences (e.g., vehicle-specific or environmental influences). Regular adjustment ensures that the vehicle convoy operates energy-efficiently.

[0032] Embodiments of the control device can solve the underlying task of energy-efficient operation of a vehicle convoy, for example, by regularly determining the FL and the wFL and the associated control variable and / or regularly calculating the optimized control variable for energy-efficient operation of the vehicle convoy. The regularly updated characteristic map and / or the regularly calculated optimized control variable can enable the control unit to minimize the FL and wFL during operation and lead to energy-efficient operation of the vehicle convoy.

[0033] The determination unit can measure the FL and / or the wFL or calculate it based on data from at least one sensor of the vehicle and / or the at least one other vehicle.

[0034] The sensor can, for example, be a sensor already present in the vehicle, such as an acceleration sensor and / or a sensor for determining the vehicle's fuel consumption during operation. For example, the sensor can be added to the vehicle to operate the control device, ensuring proper operation within the vehicle assembly.

[0035] The determination unit can be configured to determine the FL and / or the wFL and determine them using data from different sources. This data can include measuring the FL and / or the wFL and / or acquiring data from the vehicle's sensors, whereby the measured and / or acquired data can be used to determine the FL and / or the wFL.

[0036] The control variable (or the optimized control variable) can comprise at least a longitudinal distance between the vehicle and / or the at least one further vehicle and / or a lateral offset between the vehicle and / or the at least one further vehicle. For example, the control variable (or the optimized control variable) can comprise a set or vector with target values ​​for each vehicle in the vehicle group. Furthermore, the control variable can comprise a driving speed of the vehicle and / or the at least one further vehicle and / or the vehicle group. Alternatively or additionally, the control variable can comprise a driving level and / or a position (or orientation) of an aerodynamic element (for example an air guide surface on the outer skin, preferably a roof of the driver's cab) of the vehicle and / or the at least one further vehicle.

[0037] Alternatively or additionally, the control variable may include a longitudinal distance of the or any other vehicle relative to the vehicle.

[0038] Alternatively or additionally, the control variable may include a lateral offset of the vehicle relative to the or any other vehicle. Alternatively or additionally, the control variable may include a lateral offset of the or any other vehicle relative to the vehicle.

[0039] The transverse offset can be a relative transverse offset between the vehicle and the at least one other vehicle. Alternatively or additionally, the transverse offset can be a transverse offset of the vehicle and / or the at least one other vehicle relative to a roadway, for example, the road marking.

[0040] The longitudinal offset can be a distance between the vehicle and the at least one other vehicle. For example, the longitudinal distance can be a longitudinal offset minus a vehicle length.

[0041] The at least one further vehicle may comprise another vehicle driving ahead of the vehicle (preferably immediately) in the vehicle convoy and / or another vehicle driving behind the vehicle (preferably immediately) in the vehicle convoy.

[0042] The driving speed (e.g., a speed of movement relative to the road) can comprise the speed of movement of the vehicle and / or of the at least one other vehicle and / or of the vehicle convoy across the roadway. For example, the driving speed can indicate how much distance is covered per unit of time, preferably in kilometers per hour.

[0043] The driving level can, for example, comprise the distance of a vehicle body of the vehicle and / or of the at least one further vehicle to the roadway and / or an adaptation of a wheel and / or several wheels of the vehicle and / or of the at least one further vehicle to a characteristic (preferably unevenness) of the roadway.

[0044] The aerodynamic element can, for example, influence the air resistance of the vehicle and / or the at least one other vehicle and / or the airflow (or airflow characteristics) around the vehicle and / or the at least one other vehicle. The aerodynamic element can, for example, comprise a spoiler or an attachment or structure of the vehicle and / or the at least one other vehicle. The aerodynamic element can be configurable (for example, controllable with regard to its orientation), preferably during movement or operation of the vehicle and / or the at least one other vehicle.

[0045] The control variable can be used to control or regulate the vehicle and / or the at least one other vehicle. For example, a position and / or speed of the vehicle and / or the at least one other vehicle relative to one another can be controlled or regulated, and / or a position and / or speed of the vehicle and / or the at least one other vehicle can each be controlled or regulated. The control can be influenced by the control variable and indicate the extent of the control (for example, a deviation between the target value and the actual value of the control variable).

[0046] The storage unit can further be configured to calculate, prior to storage, a deviation between, on the one hand, the determined FL and wFL and, on the other hand, the FL and wFL stored in the characteristic map in association with the varied control variable. The computing unit can be configured to calculate the optimized control variable if (for example, only if or only when) the deviation is smaller than a threshold value.

[0047] The deviation (for example, when stored in association with many different values ​​of the control variable) can be a measure of the accuracy of the already stored characteristic map. The threshold can be a limit value for exceeding and / or falling below the absolute deviation. Accordingly, exceeding and / or falling below the absolute deviation can lead to a reaction from the system, for example, the storage unit and / or the control device.

[0048] If the deviation falls below the threshold, the characteristic map may be sufficiently accurate to calculate the optimized control variable. Optionally, the storage unit calculates several deviations between, on the one hand, the determined FL and wFL and, on the other hand, the FL and wFL stored in the characteristic map, which are stored in association with control variables that are adjacent to the control variable resulting from the variation.

[0049] The storage unit can further be configured to calculate, prior to storage, a deviation between, on the one hand, the determined FL and wFL and, on the other hand, the FL and wFL stored in the characteristic map in association with the varied control variable. The control unit can be configured to continue the variation of the control variable if (for example, only if or only when) the deviation is greater than or equal to a threshold value, for example, greater than or equal to the aforementioned threshold value.

[0050] The control device can further comprise a communication device which is designed to send the control variable and / or the optimized control variable to the further vehicle in the vehicle group and / or to receive the wFL from the further vehicle in the vehicle group. Optionally, the control device is implemented in the vehicle in the vehicle group. Alternatively or additionally, the communication device is designed to send the control variable and / or the optimized control variable from a data processing device outside the vehicle group to the vehicle and the further vehicle in the vehicle group and / or to receive the FL from the vehicle and the wFL from the further vehicle in the vehicle group. Optionally, the control device is implemented in the data processing device outside the vehicle group.

[0051] The communication device and / or the data communication device can be configured to transmit information, preferably transmitting digital data. The communication device can transmit the data, among other things, via a wired or wireless transmission interface.

[0052] The data processing device can be designed to process and / or manipulate digital data, wherein it can be, for example, a computer or a microcomputer which is designed as a digital computer or a hybrid computer.

[0053] The communication device can enable the vehicles of the convoy to be controlled or remotely controlled by one vehicle of the convoy and / or by the data processing device. In this case, one vehicle can communicate with the other vehicles, one vehicle can communicate with the data processing device for all vehicles, or all vehicles can communicate with the data processing device.

[0054] The optimized control variable calculated by the computing unit is designed to align the vehicle by means of the longitudinal and / or transverse guidance to the at least one other vehicle in such a way that an average value formed by the FL and the wFL is minimal.

[0055] The mean value can be weighted. For example, the weight of the weighted mean value can depend on the drive power or efficiency of the respective vehicle's drive system.

[0056] The mean value can be an arithmetic mean formed by at least the FL and the wFL. Alternatively or additionally, the optimized control variable can minimize or reduce a sum of the FL and the at least one wFL.

[0057] The computing unit can be configured to determine the total air resistance of the vehicle convoy. The computing unit can calculate the optimized control variable for reducing or minimizing the total air resistance. Controlling all vehicles in the convoy according to the optimized control variable can optimize the energy efficiency of the entire convoy.

[0058] The storage unit can comprise a neural network representing the characteristic map. The computing unit can be configured to calculate the control variable optimizing the FL and the wFL using the neural network.

[0059] The neural network can, for example, be an artificial neural network that supports or executes the calculation of the optimized control variable. For example, the computing unit can be configured to train the neural network to calculate the optimized control variable. The computing unit can be configured to train the neural network when using the vehicle combination (e.g., when varying the control variable) to calculate the optimized control variable.

[0060] The control device can be arranged outside the vehicle and / or the at least one other vehicle. The control device can further comprise a data communication device configured to receive data for determining the FL and the wFL, by means of which data the determination unit determines the FL and the wFL. The control unit can send the control variable to the vehicle and / or the at least one other vehicle using the data communication device for the longitudinal and / or transverse guidance of the vehicle and / or the at least one other vehicle in the vehicle assembly.

[0061] A control device arranged outside the vehicle can, for example, be designed to centrally control one or more vehicle convoys, whereby each vehicle of the one or more vehicle convoys can be controlled. For example, the at least one control variable can be transmitted between the control device and the respective vehicle.

[0062] The computing unit can be implemented in a computing network or cloud server.

[0063] The computing network can, for example, comprise one or more computers, which can be configured as servers, among other things. The respective server can have an interface for communication with the vehicle or with other vehicles in the vehicle convoy. For example, the computing network can include one or more cloud servers.

[0064] The computing network can support the control system, for example, in calculating the optimized control variable and adapting the characteristic map. Furthermore, the computing network can enable and / or facilitate the inclusion of additional influencing factors on the operation of the vehicle combination. These additional influencing factors can include, for example, weather data and / or geographical data, including data about the road surface.

[0065] The computing unit can calculate the optimized control variable based on the FL and the wFL to minimize a drive power of the vehicle and the at least one other vehicle.

[0066] The optimization of the drive power can, for example, be used to increase the energy efficiency of the vehicle combination, whereby the most optimal drive power for the vehicle and the at least one other vehicle can be determined by reducing the FL and / or the wFL.

[0067] The control unit can be configured to regulate the control variable for the longitudinal and / or lateral guidance of the vehicle and / or of the at least one other vehicle in the vehicle assembly. The control variable can be a controlled variable.

[0068] The control unit can be designed to align the vehicle and / or the at least one further vehicle to each other in a controlled manner, wherein the controlled variable for alignment is continuously or regularly adjusted and thus any disturbances can be compensated.

[0069] The control device can be arranged in the vehicle and / or in at least one other vehicle and can be configured to control and / or regulate multiple vehicles or all vehicles in the vehicle convoy. For example, one vehicle can be configured to control the longitudinal and / or transverse guidance of the at least one other vehicle using the control device.

[0070] The storage unit can be configured to store the FL and wFL determined in the state of the varied control variable in the characteristic map in association with the varied control variable and at least one parameter. The parameter can influence the FL and / or the wFL without being controlled by the control unit. For example, the parameter can include a wind speed and / or a vehicle geometry.

[0071] According to a further aspect, a vehicle, in particular a commercial vehicle, is provided, which is designed for longitudinal and / or transverse guidance in a vehicle convoy comprising two or more vehicles. The vehicle can comprise a control device for longitudinal and / or transverse guidance of the vehicle according to one of the aforementioned aspects.

[0072] The above-described preferred embodiments and features of the invention can be combined with one another as desired. Further details and advantages of the invention are described below with reference to the accompanying drawings. They show: Figure 1 shows a schematic representation of an exemplary vehicle combination with two vehicles, at least one of which includes an embodiment of the control device; Figure 2 shows a schematic representation of an exemplary vehicle combination with two vehicles and a control device outside the vehicles for controlling the two vehicles; and Figure 3 shows a flowchart of an exemplary operation of the control device according to the invention.

[0073] The Figure 1 shows a first embodiment of a control device, which is generally designated by the reference numeral 100. The Figure 1schematically shows a vehicle convoy 106 formed from a vehicle 102 and at least one further vehicle 104. The at least one further vehicle 104 is arranged following the vehicle 102 by a longitudinal distance 116 and a transverse distance 118.

[0074] The vehicle 102 and the at least one further vehicle 104 each have the control device 100. Alternatively, only one of the vehicles in the vehicle assembly can include an embodiment of the control device 100. The respective control device 100 comprises a determination unit 108, a control unit 110, a memory unit 112, a computing unit 114, and a communication device 120. The communication device 120 enables communication between the control device 100 of the vehicle 102 and the control device 100 of the at least one further vehicle 104.

[0075] Furthermore, a vehicle air resistance, FL, acts on the vehicle 102 and a further vehicle air resistance, wFL, acts on the vehicle 104, which counteracts the operation (ie the driving operation) of the vehicle 102 and the at least one further vehicle 104.

[0076] A radio modem, an antenna amplifier, and an antenna can be connected to the communication device 120, for example, according to a 3GPP radio access technology, in particular according to "Long Term Evolution" (LTE) or "New Radio" (NR). Radio communication via the communication device 120 can be a direct vehicle-to-vehicle (V2V) radio connection, optionally with a control channel to a base station, in particular according to 3GPP Licensed-Assisted Access (LAA).

[0077] Furthermore, the control device 100 of the vehicle 102 exchanges signals with the communication device 120 of the vehicle 102 and is designed to communicate, during operation of a vehicle convoy 106, signals for longitudinal and / or lateral guidance from the vehicle 102 to another vehicle, for example, the at least one other vehicle 104. Alternatively, the control device 100 of the at least one other vehicle 104 exchanges signals with the communication device 120 of at least one other vehicle 104 and is designed to communicate, during operation of a vehicle convoy 106, signals for longitudinal and / or lateral guidance from the at least one other vehicle 104 to another vehicle, for example, the vehicle 102.

[0078] The vehicle assembly 106 is moved by means of the control device 100 of the vehicle 102 or of the at least one further vehicle 104 in a longitudinal and / or transverse guidance mode on a roadway 122 and the longitudinal distance 116 and / or the transverse distance 118 are controlled by the control unit 110.

[0079] The Figure 2 shows a further embodiment of a control device 100, which is generally designated by the reference numeral 100. The Figure 1 schematically shows a vehicle convoy 106 formed from a vehicle 102 and at least one further vehicle 104. The at least one further vehicle 104 is arranged following the vehicle 102 by a longitudinal distance 116 and a transverse distance 118.

[0080] The vehicle 102 and the at least one further vehicle 104 each have a control unit 110, a communication device 120, and a sensor 204. The control unit 110 of the vehicle 102 and of the at least one further vehicle 104 is configured to carry out longitudinal and / or lateral guidance of the vehicle assembly 106.

[0081] Furthermore, a vehicle air resistance, FL, acts on the vehicle 102 and a further vehicle air resistance, wFL, acts on the vehicle 104, which counteracts the operation (ie the driving operation) of the vehicle 102 and the at least one further vehicle 104.

[0082] The control unit 110 and / or the sensor 204 of the vehicle 102 and of the at least one further vehicle 104 are in signal exchange with the respective communication devices 120 and are designed by means of the respective communication devices 120 to communicate with a data communication device 202 of a data processing device 200, which is designed as the control device 100, outside the vehicle assembly 106.

[0083] The data processing device 200 comprises a determination unit 108, a control unit 110, and a computing unit 114, and is configured to store control variables of the vehicle 102 and / or the at least one further vehicle 104 in a characteristic map and to determine and / or vary the FL and the wFL. For this purpose, the data processing device 200 can, among other things, use a neural network and / or rely on artificial intelligence or machine learning algorithms.

[0084] The vehicle convoy 106 is moved by means of the data processing device 200 in a longitudinal and / or transverse guidance mode on a roadway 122, and the longitudinal distance 116 and / or the transverse distance 118 are controlled by the data processing device 200. Alternatively, the data processing device 200 can be configured to control the vehicle convoy or to control the longitudinal distance 116 and / or the transverse distance 118 of the vehicle 102 from the at least one other vehicle 104.

[0085] The Figure 3 shows an exemplary sequence of operation of the control device according to the invention in a vehicle assembly 106 for controlling an energetically optimal operation of the vehicle assembly 106 with the following steps.

[0086] In a first step 351, the vehicle convoy 106 is formed from at least one vehicle 102 and at least one further vehicle 104. The vehicles 102 are arranged relative to one another by means of a predetermined longitudinal distance 116 and a predetermined transverse distance 118.

[0087] In a second step 352, at least one control variable 300 and / or at least one parameter 308 is determined, which and / or which influences a vehicle air resistance, FL, of the vehicle 102 and / or a further vehicle air resistance, wFL, of the at least one further vehicle 104. Existing sensors 204 of the vehicle 102 and / or of the at least one further vehicle 104 can be used and / or further sensors can be arranged on the vehicle 102 and / or the at least one further vehicle 104.

[0088] In a third step 353, a characteristic map 302 is selected based on the at least one control variable 300 and / or the at least one parameter 308, wherein the characteristic map 302 describes the dependence of the FL and / or the wFL on the at least one control variable 300 and / or the at least one parameter 308.

[0089] In a fourth step 354, the FL and / or the wFL is determined based on the at least one control variable 300 and / or the at least one parameter 308.

[0090] In a fifth step 355, the characteristic map 302 is updated based on the FL and wFL determined in the fourth step 354. For example, the FL and / or the wFL can be stored in the characteristic map 302 using a storage unit 112. At least one optimized control variable 304 is derived from the characteristic map.

[0091] In a sixth step 356, the accuracy of the characteristic map 302 or of the FL and / or the wFL is checked in relation to the at least one control variable 300, wherein the at least one control variable 300 is designed, for example, to control the longitudinal distance 116 and / or the lateral distance 118 of the vehicle 102 from the at least one other vehicle 104. The deviation of the current longitudinal distance 116 and / or the current lateral distance 118 from the at least one control variable 300 is calculated and compared using a threshold value 306, wherein an A branch of the exemplary sequence is executed if the threshold value is undershot and a B branch is executed if the threshold value is overshot.

[0092] In a further step 357A, if an inaccurate characteristic map is detected, the arrangement or sequence of vehicle 102 relative to the at least one other vehicle 104 is adjusted with respect to, for example, the longitudinal distance 116, the lateral distance 118, a speed of travel, a ride height, and / or an aerodynamic element by varying the controllable variables. Following this, the program returns to the fourth step 354.

[0093] In a further first step 357B, upon determining an exact characteristic map, an attempt is made to calculate at least one energetically optimized control variable 304 for the longitudinal distance 116 and / or the transverse distance 118, wherein the at least one energetically optimized control variable 304 for arranging the vehicle 102 relative to the at least one further vehicle 104 is designed such that an average value of FL and wFL is preferably minimized.

[0094] In a further second step 358B, the longitudinal distance 116 and / or the transverse distance 118 of the vehicle 102 to the at least one further vehicle 104 is adjusted based on the at least one energetically optimized control variable 304.

[0095] In a further third step 359B, the control variable 300 and / or at least one parameter 308 is determined and stored in the characteristic map 300. Subsequently, the program returns to the sixth step 356.

[0096] Alternatively, the exemplary sequence for operating the control device according to the invention in a vehicle assembly 106 for controlling an energetically optimal operation of the vehicle assembly 106 can be described as follows.

[0097] First, a vehicle convoy 106 is formed from at least two vehicles 102, 104. Fixed, initial vehicle spacings, including a longitudinal spacing 116 and a lateral spacing 118, are set. Subsequently, non-controllable variables that influence a vehicle air resistance, FL, of the vehicle 102 and / or a further vehicle air resistance, wFL, of the at least one further vehicle 104 are determined.

[0098] Non-influenceable variables include, for example, the arrangement or sequence of the two vehicles 102, 104, a different vehicle geometry of the two vehicles 102, 104, wherein the composition of the vehicle convoy 106 can change during the journey, wherein changing can include leaving one of the two vehicles 102, 104 and / or adding another vehicle to the vehicle convoy 106. Non-influenceable variables also include environmental conditions such as the incline or decline of the roadway 122, curve radii, wind speed, or wind direction. Data on the wind speed or wind direction from external sources, such as the data processing device 200 or other network-capable sources, or existing and / or arranged sources, such as sensors 204, can be used.

[0099] The characteristic map 302 can be formed from the non-influenceable and influenceable variables (in particular, the vehicle distances) that influence the FL and / or the wFL. For this purpose, in the next step, a previously stored characteristic map 302 is selected that best represents the FL and / or the wFL depending on the current influenceable and non-influenceable variables. Such a characteristic map 302 can be stored in the vehicle 102, 104 or on the data processing device 200, such as a server or a cloud, outside the vehicle.

[0100] The variables that can be influenced can each include vehicle distances, such as the longitudinal distance 116 and the lateral distance 118 and the speed of the vehicle group 106 and / or the individual vehicles 102, 104 as well as other variables, such as a driving level of the vehicles 102, 104 within the vehicle group 106 or active elements or elements that can be adjusted while driving, such as aerodynamic elements such as roof spoilers.

[0101] After selecting a first characteristic map 302, the current FL and / or wFL of the vehicles 102, 104 is calculated, thus updating the existing characteristic map 302. This process is repeated until the characteristic map 302 is determined with sufficient accuracy. For example, a characteristic map 302 is considered to be sufficiently accurately determined if, after a certain number of map updates, no significant changes occur in the characteristic map 302. Before the FL and / or the wFL are recalculated to update the characteristic map 302, a targeted and automatic variation of the actively influenceable variables takes place. Instead of the characteristic map 302 described in the figure, the relationship between the air resistance of the individual vehicles and the influenceable or non-influenceable variables can be represented, for example, using polynomial functions or neural networks.

[0102] As soon as the characteristic map 302 is sufficiently accurate, the energetically optimal vehicle distances, such as the longitudinal distance 116 and / or the lateral distance 118, and other actively controllable variables are determined and adjusted in the vehicle assembly 106. Subsequently, the non-controllable variables are continuously determined, and the optimal vehicle distances, such as the longitudinal distance 116 and / or the lateral distance 118, are adjusted from these according to the applicable characteristic map 302.

[0103] The determination of the FL and / or the wFL during the journey makes it possible to react to changes in variables that cannot be actively influenced within the framework of an energy-efficient control of the vehicle assembly 102.

[0104] To determine the FL and / or the wFL, the control device 100 can proceed using the following steps. In a first step, a current driving force of one of the two and / or two vehicles 102, 104 is determined from current vehicle data such as fuel consumption, engine speed, engine torque, transmission ratio, power loss maps of individual components such as the transmission or differential, and power requirements of auxiliary units or auxiliary consumers of the respective one of the two vehicles 102, 104. This vehicle data can preferably be data that is available to the respective one of the two vehicles 102, 104 and is typically transmitted via a CAN bus. Alternatively, data such as the vehicle's unladen weight and loaded mass, estimated total vehicle mass, or rotational inertia of the respective one of the two vehicles 102, 104 can be used to determine the driving force.In a second step, the rolling resistance of one of the two and / or two vehicles 102, 104 is determined from the current vehicle mass, if applicable, the mass distribution of the respective one of the two vehicles 102, 104, and the rolling resistance coefficient of the tires. Alternatively, instead of a constant rolling resistance coefficient, a function that takes into account, for example, the current speed or the corresponding axle loads of the respective one of the two vehicles 102, 104 can be used to determine the rolling resistance coefficient. In a third step, the acceleration resistance of one of the two and / or two vehicles 102, 104 is determined from the vehicle mass of the respective one of the two vehicles 102, 104, the current vehicle acceleration, and the current rotational mass surcharge factor.In a fourth step, the gradient resistance of one of the two vehicles 102, 104 is determined from the vehicle mass of the respective one of the two vehicles 102, 104 and a current gradient of the roadway 122. For example, available road data from the respective one of the two vehicles 102, 104, from which the current gradient is derived, can be used. In step five, the FL and / or the wFL are determined according to the following equation.

[0105] The respective air resistance can be calculated either individually in each of the two vehicles 102, 104 or collectively in one of the two vehicles 102, 104. A calculation on a server or a cloud outside the vehicles 102, 104, such as the data processing device 200, is also conceivable. The same applies to the determination of the energetically optimal vehicle distances, which include the longitudinal distance 116 and the lateral distance 118. The two vehicles 102, 104 should therefore have a suitable communication device 120 in order to be able to exchange relevant information, such as the control variable 300 and / or the optimized control variable 304. The amount and type of information that needs to be exchanged depends heavily on where the individual calculations for the FL and / or the wFL and the energetically optimal vehicle distances take place. Relevant information can be all of the above-mentioned active ornon-actively controllable variables that affect the FL and / or the wFL as well as all data necessary to calculate the air resistance.

[0106] Alternatively, the vehicle convoy 106 may comprise vehicles that are not designed and / or suitable for operating the control device 100 according to the invention. Unsuitable may include the lack of vehicle data, sensors, or communication capabilities. Furthermore, the vehicle convoy 106 may comprise vehicles that do not adapt their longitudinal and / or lateral guidance according to the specifications of the control device 100 according to the invention, for example, due to other, in-vehicle, energy-efficient driving strategies. The control device 100 according to the invention may be designed to control only individual vehicles 102, 104 of the vehicle convoy 106. Alternatively, it is conceivable for a vehicle 102, 104 to only adapt the longitudinal distance 116 and / or the lateral distance 118 to a preceding vehicle based on the FL and / or the wFL.In the course of this alternative, it is expedient to receive data on the longitudinal and / or lateral guidance of the non-controllable vehicles, whereby this data includes, for example, information on the planned speed trajectory of the non-controllable vehicles.

[0107] Although the invention has been described with reference to exemplary embodiments, it will be apparent to one skilled in the art that various changes may be made and equivalents may be substituted. Furthermore, many modifications may be made to adapt a particular application of the internal combustion engine or a particular material to the teachings of the invention. Consequently, the invention is not limited to the disclosed embodiments, but includes all embodiments falling within the scope of the appended claims. List of reference symbols

[0108] 100Control device 102Vehicle 104Additional vehicle 106Vehicle group 108Determination unit 110Control unit 112Storage unit 114Calculation unit 116Longitudinal distance 118Lateral distance 120Communication device 122Roadway 200Data processing device 202Data communication device 204Sensor 300Control variable 302Characteristic map 304Optimized control variable 306Threshold value 308Parameter 351Formation of the vehicle group 352Determination of the influencing variables on the FL and wFL 353Selecting a characteristic map 354Determining the air resistance 355Adapting the characteristic map 356Checking the characteristic map 367AVariation of the vehicle distances 367BBetermining optimal vehicle distances 368BCertifying the optimal vehicle distances 369B Determination of the influencing factors on the FL and wFL

Claims

1. A control apparatus (100) for the longitudinal and / or lateral guidance of a vehicle (102), in particular of a utility vehicle, relative to at least one further vehicle (104) in a vehicle group (106), comprising: - a determination unit (108), which is configured to determine a vehicle air resistance, FL, of the vehicle (102) and a further vehicle air resistance, wFL, of the at least one further vehicle (104); - a control unit (110), which is configured to control a control variable (300) of the longitudinal and / or lateral guidance of the vehicle (102) and / or of the at least one further vehicle (104) in the vehicle group (106); - a memory unit (112), which is configured to store the determined FL and wFL in association with the controlled control variable (300) in a characteristic map (302), wherein the control unit (110) is configured to vary the control variable (300), the determination unit (108) is configured to determine the FL and the wFL in the state of the varied control variable (300), and the memory unit (112) is configured to store the FL and wFL determined in the state of the varied control variable (300) in the characteristic map (302) in association with the varied control variable (300); and - a computational unit (114), which is configured to calculate a control variable (304) optimizing the FL and the wFL on the basis of the stored characteristic map (302), wherein the control unit (110) is further configured to control the control variable (300) of the longitudinal and / or lateral guidance of the vehicle (102) and / or of the at least one further vehicle (104) in the vehicle group (106) in accordance with the optimized control variable (304), and wherein the optimized control variable (304) calculated by the computational unit (114) is configured to orient the vehicle (102) by means of the longitudinal and / or lateral guidance in relation to the at least one further vehicle (104) such that an average formed from the FL and the wFL is minimal.

2. The control apparatus (100) according to Claim 1, characterized in that the determination unit (108) measures the FL and / or the wFL or calculates the FL and / or the wFL on the basis of data from at least one sensor (204) of the vehicle (102) and / or of the at least one further vehicle (104).

3. The control apparatus (100) according to either of Claims 1 and 2, characterized in that the control variable (300) comprises at least a longitudinal distance (116) of the vehicle (102) and / or of the at least one further vehicle (104) in relation to one another and / or a lateral offset (118) of the vehicle (102) and / or of the at least one further vehicle (104) in relation to one another and / or a vehicle speed of the vehicle (102) and / or of the at least one further vehicle (104) and / or a driving level of the vehicle (102) and / or of the at least one further vehicle (104) and / or a setting of an aerodynamic element of the vehicle (102) and / or of the at least one further vehicle (104).

4. The control apparatus (100) according to any of Claims 1 to 3, characterized in that the memory unit (112) is furthermore configured to calculate, before the storing operation, a deviation between the determined FL and wFL on the one hand and the FL and wFL stored in the characteristic map in association with the varied control variable (300) on the other hand, wherein the computational unit (114) calculates the optimized control variable (304) if the deviation is less than a threshold value (306).

5. The control apparatus (100) according to any of Claims 1 to 4, characterized in that the memory unit (112) is furthermore configured to calculate, before the storing operation, a deviation between the determined FL and wFL on the one hand and the FL and wFL stored in the characteristic map in association with the varied control variable (300) on the other hand, wherein the control unit (112) is configured to continue the variation of the control variable (300) if the deviation is greater than or equal to a threshold value (306).

6. The control apparatus (100) according to any of Claims 1 to 5, characterized in that the control apparatus (100) furthermore comprises a communication device (120; 202), which is configured to transmit the control variable (300) and / or the optimized control variable (304) to the further vehicle (104) in the vehicle group and / or to receive the wFL from the further vehicle (104) in the vehicle group, optionally wherein the control apparatus (100) is implemented in the vehicle (102) in the vehicle group; and / or to transmit the control variable (300) and / or the optimized control variable (304) from a data processing apparatus (200) outside the vehicle group to the vehicle (102) and the further vehicle (104) in the vehicle group and / or to receive the FL from the vehicle (102) and the wFL from the further vehicle (104) in the vehicle group, optionally wherein the control apparatus (100) is implemented in the data processing apparatus (200) outside the vehicle group.

7. The control apparatus (100) according to any of Claims 1 to 6, characterized in that the memory unit (112) comprises a neural network representing the characteristic map and the computational unit (114) is configured to calculate the control variable (304) optimizing the FL and the wFL by means of the neural network.

8. The control apparatus (100) according to any of Claims 1 to 7, characterized in that the control apparatus (100) is arranged outside of the vehicle (102) and / or of the at least one further vehicle (104), wherein the control apparatus (100) furthermore comprises a data communication device (202), which is configured to receive data for determining the FL and the wFL, by means of which data the determination unit (108) determines the FL and the wFL, wherein the control unit (110) transmits the control variable (300) by means of the data communication device (202) for the longitudinal and / or lateral guidance of the vehicle (102) and / or of the at least one further vehicle (104) in the vehicle group (106) to the vehicle (102) and / or to the at least one further vehicle (104).

9. The control apparatus (100) according to Claim 8, wherein the computational unit (114) is implemented in a computational network or cloud server.

10. The control apparatus (100) according to any of Claims 1 to 9, characterized in that the computational unit (114) calculates the optimized control variable (304) on the basis of the FL and of the wFL to minimize a drive power of the vehicle (102) and of the at least one further vehicle (104).

11. The control apparatus (100) according to any of Claims 1 to 10, characterized in that the control unit (110) is configured to control the control variable (300) of the longitudinal and / or lateral guidance of the vehicle (102) and / or of the at least one further vehicle (104) in the vehicle group (106) in a closed loop.

12. The control apparatus (100) according to any of Claims 1 to 11, characterized in that the control apparatus (100) is arranged in the vehicle (102) and / or in the at least one further vehicle (104) and is configured to control a plurality of vehicles (102, 104) or all vehicles (102, 104) of the vehicle group (106) in an open and / or closed loop.

13. The control apparatus (100) according to any of Claims 1 to 12, characterized in that the memory unit (112) is configured to store the FL and wFL, determined in the state of the varied control variable (300), in the characteristic map (302) in association with the varied control variable (300) and at least one parameter (308), wherein the parameter (308), preferably a wind speed and / or a vehicle geometry, influences the FL and / or the wFL without being controlled by the control unit (110).

14. A vehicle (102), in particular a utility vehicle, configured for the longitudinal and / or lateral guidance in a vehicle group (106) of two or more vehicles, characterized in that the vehicle (102) comprises: a control apparatus (100) according to any of Claims 1 to 13 for the longitudinal and / or lateral guidance of the vehicle (102).