Method for determining an energy efficient operation mode of a vehicle and vehicle

Abstract

The invention relates to a method for determining an energy-saving driving style for a vehicle, in particular a rail vehicle, traveling on a route between a starting point and a destination point while adhering to a predetermined maximum travel time. An initial driving style is determined in the form of speed values ​​over a given location according to a specification, wherein the initial driving style is described by output nodes and output edges forming an output graph. Based on the output graph, an augmented graph is created by adding further edges to the output edges, the augmented graph defining alternative driving styles to the initial driving style. Subsequently, it is checked which of the alternative driving styles comply with the predetermined maximum travel time, and a tree is generated based on the augmented graph that describes the possible driving styles while adhering to the maximum travel time.Based on the tree, the driving style that requires the least energy consumption for the journey is selected.

Description

[0001] The invention relates to a method for determining an energy-saving driving style for a journey of a rail vehicle on a route to be travelled between a starting point and a destination point while adhering to a predetermined maximum travel time.

[0002] Driver assistance systems are increasingly being used to optimize the driving behavior of rail vehicles. The goal of this optimization is often to reduce energy consumption and / or improve punctuality. The best results to date have been achieved by simulating journeys for rail vehicles, incorporating route, timetable, and vehicle data. For optimization purposes, it is advantageous to conduct many such simulations with different driving styles in order to identify energy-efficient driving styles that still achieve on-time delivery. However, this typically involves a very high computational effort, as good results are only achieved when as many parameters as possible are taken into account.

[0003] Another challenge is that deviations from the pre-calculated driving pattern can occur during the journey. These can be operational in nature, partly due to the driver's failure to follow driving instructions, and / or caused by incorrect or overlooked parameters (e.g., wind).

[0004] Pre-existing systems in rail vehicles typically react to changes or sudden events with a complete recalculation to optimize the driving style for the remaining route. However, due to the robustness of the computer hardware installed in rail vehicles, which is selected primarily for its robustness rather than maximum processing speed and is used for many years, such a recalculation can take a considerable amount of time, up to several minutes.

[0005] Document DE 10 2010 029 467 A1 discloses a method for supporting the driver of a motor vehicle in a fuel-saving driving style, in which a partial driving distance is determined in advance that allows driving at a constant target speed, the constant target speed is determined, a target acceleration for approaching the target speed is determined, and the target acceleration is displayed to the driver.

[0006] The invention is based on the objective of providing a method for determining an energy-saving driving style that is simple and quick to implement.

[0007] This problem is solved according to the invention by a method and the vehicle with the respective features of the independent claims. Advantageous embodiments are specified in the respective dependent claims.

[0008] According to the invention, an initial driving mode of the vehicle is determined in the form of speed values ​​of the vehicle above the respective location of the vehicle on the route to be traveled, according to a specification for the initial driving mode. The initial driving mode is then represented by a discretization using an initial graph, which is described by initial nodes and initial edges according to mathematical graph theory. Each of the initial edges connects two successive initial nodes corresponding to the temporal sequence of the vehicle's travel along the route. Based on the initial graph, an augmented graph is formed by adding further edges to the initial edges of the initial graph. Each of the added edges connects two nodes that are not directly connected in the initial graph or of which at least one is not present there.where the augmented graph, through the added edges to the initial driving mode, defines alternative driving modes, it is checked which of the alternative driving modes comply with the specified maximum driving time, and on the basis of the augmented graph a tree is generated according to mathematical graph theory, which describes the possible driving modes while complying with the maximum driving time, and on the basis of the tree the driving mode that requires the least energy consumption for the journey is selected and considered the energy-saving driving mode to be determined.where each node defines a location of the vehicle and the vehicle's speed at that location, and where each edge describes a driving strategy from a predefined finite number of permissible driving strategies, the energy consumption for the journey between the nodes connected by the respective edge, and a time for the journey between the nodes connected by the respective edge, while operating the vehicle on the route, it is checked whether the actual driving style corresponds to the determined energy-saving driving style, and in case of deviations, it is checked on the basis of the supplemented graph which of the driving styles defined there are still applicable in order to reach the target point while adhering to the predefined maximum travel time, and from the applicable driving styles, the most energy-saving alternative driving style is determined using the tree.and the vehicle is operated according to the most energy-efficient alternative driving style.

[0009] A significant advantage of the method according to the invention is that, after the initial driving mode has been converted into an output graph as provided for in the invention, heuristics can be applied very easily to supplement the output graph and to determine meaningful alternative or substitute driving modes. The supplemented graph thus created then defines a multitude of driving modes and describes them in a computationally easy-to-handle form. After the determination of the supplemented graph, it can be used, for example, to determine an energy-saving and timetable-compliant driving mode before the start of the journey, but also later during the journey, by reading and considering the edge properties of edges—be they output edges, auxiliary edges, or other edges of the supplemented graph—that were calculated at the time of the supplemented graph's creation.

[0010] It is advantageous if the specification for the initial driving style defines the fastest possible driving style between the starting point and the destination point.

[0011] Preferably, additional auxiliary edges of the first kind are added, each connecting two output nodes that are not directly connected to each other in the output graph.

[0012] When forming the augmented graph, auxiliary nodes of the first kind are preferably added as further nodes by connecting selected starting nodes, each by means of an auxiliary edge of the second kind, to an intermediate point on one of the auxiliary edges of the first kind or to an intermediate point on one of the starting edges with which they were not previously connected.

[0013] The selected output nodes, which are connected to an intermediate point on one of the auxiliary edges of the first type or to an intermediate point on one of the output edges, are preferably those on a trajectory of the output graph.

[0014] Each of the intermediate points preferably forms one of the auxiliary nodes of the first kind, and each of the auxiliary edges of the second kind preferably defines a different driving strategy than the edge containing the intermediate point. Through the added auxiliary edges of the second kind, the augmented graph preferably defines further alternative driving strategies in addition to the initial driving strategy.

[0015] It is advantageous to check which of the other alternative driving styles comply with the specified maximum driving time and to create the tree by including those other alternative driving styles that comply with the maximum driving time.

[0016] It is particularly advantageous if, during the formation of the augmented graph, further additional auxiliary nodes and further additional auxiliary edges are added according to further supplementary specifications, thereby defining further alternative driving modes.

[0017] In the latter case, it is advantageous to check which of the other alternative driving styles comply with the specified maximum driving time and to form the tree by including those other alternative driving styles that comply with the maximum driving time.

[0018] All edges, in particular starting edges, auxiliary edges of the first and, if present, of the second kind, preferably each describe a driving strategy from the given finite number of permissible driving strategies, the energy consumption for the journey between the nodes connected by the respective edge and the time for the journey between the nodes connected by the respective edge.

[0019] It is particularly advantageous if all edges, regardless of edge type, have an identical data structure.

[0020] For the edges of the original graph and the augmented graph, the permissible driving strategies preferably provided are acceleration with at least one predetermined acceleration, maintaining a speed, rolling and / or braking.

[0021] In a preferred embodiment of the method, it is provided that the auxiliary edges of the first kind always define a maintaining speed as a driving strategy.

[0022] Alternatively or additionally, it may be advantageously provided that the auxiliary edges of the second type always define a rolling as a driving strategy.

[0023] The invention also relates to a vehicle, in particular a rail vehicle. According to the invention, the vehicle is equipped with a detection device configured to carry out a method as described above.

[0024] Regarding the advantages and advantageous embodiments of the vehicle according to the invention, reference is made to the above statements in connection with the method according to the invention.

[0025] The investigative device advantageously features a computing unit and a storage unit.

[0026] It is particularly advantageous if a program module is stored in the memory which, when executed by the computing device, causes the computing device to recognize deviations of the current driving style of the vehicle from an optimal driving style determined from a supplemented graph and to determine a new alternative driving style based on the supplemented graph and a possible change of the driving strategy.

[0027] Alternatively or additionally, a program module can be stored in the memory which, when executed by the computing device, causes the computing device to determine an initial driving mode, an initial graph, an augmented graph and a tree based on a specification for the initial driving mode and speed limits on a route to be traveled between a starting point and a destination point.

[0028] Preferably, the vehicle according to the invention is designed as a rail vehicle.

[0029] The invention is explained in more detail below with reference to exemplary embodiments; these show, by way of example, Fig. 1-5 shows an embodiment of a method according to the invention for determining a supplemented graph, Fig. 6 shows a tree based on the supplemented graph according to Figure 5 has been created, Fig. 7-8 the use of the supplemented graph according to Figure 5 and of the tree according to Figure 6 to determine a substitute driving method, Fig. 9 shows an embodiment of a rail vehicle according to the invention, and Fig. 10 shows a further embodiment of a rail vehicle according to the invention.

[0030] The same reference symbols are always used in the figures for identical or comparable components.

[0031] The Figure 1Figure 1 shows a simplified schematic representation of an energy-saving driving style, hereinafter referred to as the initial driving style AFW, for a journey of a vehicle between a starting point X1 and a destination point X8 while adhering to a specified maximum travel time or a corresponding timetable.

[0032] The energy-saving initial driving mode AFW is determined in a first procedural step in the form of speed values ​​V above the respective location X according to a predefined specification for the initial driving mode AFWVO and takes into account a speed limit Vmax that must not be exceeded. It is particularly advantageous if the specification defines the fastest possible driving mode between the starting point X1 and the destination point X8, as in the Figure 1 This is shown as an example.

[0033] In a subsequent second procedural step, which takes place in the Figure 2As shown, the initial driving mode AFW is modeled within a discretization by an output graph AG, which is described by nodes, hereinafter referred to as output nodes a to h, and edges, hereinafter referred to as output edges K1 to K7, in the sense of mathematical graph theory. The output nodes are preferably arranged in constant velocity steps V0.

[0034] Each of the output nodes a to h defines a location of the vehicle and the vehicle's speed at that location; for example, output node b indicates that, according to the output driving mode AFW, the vehicle should have a speed of 2V0 at location X2: b = X 2 , 2 V 0 .

[0035] Each of the output edges K1 to K7 connects two consecutive output nodes. Each output edge K1 to K7 describes a driving strategy from a predefined finite number of permissible driving strategies, the energy consumption for the journey between the nodes connected by the respective edge, and the time for the journey between the nodes connected by the respective edge.

[0036] The following example assumes that the finite number of permissible driving strategies is four and includes the driving strategies "Accelerate", "Coast", "Maintain speed", and "Brake". Of course, other driving strategies can be provided, such as "Hard braking", "Normal braking", "Light braking", "Hard acceleration", "Normal acceleration", "Light acceleration", etc.

[0037] The edge K2 can therefore be described, for example, in the following form: K2 = (driving strategy = "accelerate", travel time for the journey between locations X2 and X3, energy consumption for the journey between locations X2 and X3)

[0038] The calculation of the travel time and energy consumption for the journey between locations X2 and X3 can be based on the simulation methods described above in connection with the prior art and preferably takes into account a large number of parameters, such as gradient, vehicle weight, engine type, etc. The calculation for the other edges of graph AG or the augmented graph AG2 described below is preferably carried out in a corresponding manner.

[0039] Based on the initial graph AG, a supplementary graph AG2 is generated in a third process step (see below). Figure 3) formed by adding further edges K8 and K9, hereinafter referred to as auxiliary edges of the first kind, to the original edges K1 to K7 of the original graph AG. Each of the auxiliary edges K8 and K9 of the first kind connects two original nodes that are unconnected in the original graph AG. In the example according to Figure 3 The auxiliary edge K8 connects nodes c and f, and the auxiliary edge K9 connects nodes b and g.

[0040] The auxiliary edges of the first kind are preferably formed by adding an edge with the driving strategy "maintain speed" for output nodes whose respective subsequent output nodes in the output graph AG are reached by the driving strategy "accelerate".

[0041] The added auxiliary edges of the first type result in the initial driving mode AFW according to Figure 1 alternative driving styles are defined that result in a longer travel time than the fastest possible driving style, as defined in the Figure 1has been shown to lead.

[0042] In the formation of the completed graph AG2, a fourth process step is performed (see below). Figure 4 ) further nodes, hereinafter referred to as auxiliary nodes of the first kind, are added by connecting selected starting nodes to an intermediate point on one of the auxiliary edges of the first kind using an auxiliary edge of the second kind.

[0043] In the embodiment according to Figure 4 An edge with the "Roll" driving strategy is added to each of those output nodes reached in the output graph AG by the "Brake" driving strategy, recursively in the opposite direction of travel. In the embodiment according to Figure 4 These are the output nodes f and g.

[0044] By adding an edge using the "Roll" driving strategy as described, the following results are created in the Figure 4 Auxiliary edges K10 and K11 of the second type.

[0045] The auxiliary edge K10 intersects the auxiliary edge K8 of the first kind; the intersection point or the intermediate point on the auxiliary edge K8 now forms an auxiliary node i of the first kind.

[0046] The auxiliary edge K11 intersects the starting edge K4 of the starting graph AG; the intersection point or the intermediate point on the starting edge K4 now forms an auxiliary node j of the first kind.

[0047] It is also possible, as part of a fifth procedural step (see below), Figure 5 ) at the intersection point(s) on auxiliary edges of the first kind or at the auxiliary nodes of the first kind, an edge with the movement strategy "Roll" is added, recursively against the direction of travel. In the embodiment according to Figure 5 This is only possible at the starting node i, to which an additional auxiliary edge K12 is added.

[0048] By adding auxiliary edges K10, K11 and K12, the supplemented graph AG2 defines further alternative driving modes to the initial driving mode AFW according to Figure 1.

[0049] Subsequently, in a sixth procedural step, it is checked which of the alternative driving styles comply with the specified maximum driving time.

[0050] For this purpose, a tree structure or tree B is constructed based on the supplemented graph AG2 (see below). Figure 6 ) generates a visualization of the possible driving styles. It can be found in the Figure 5 recognize that the edges K4 and K8 intersected by the intersection points or auxiliary nodes i, j and k still need to be examined with regard to the properties of their subsections K4a, K4b and K4c and K8a and K8b respectively (see Figure 6 ) must be calculated.

[0051] The Figure 6shows the resulting tree B, assuming by way of example that the driving style via nodes a, b, g and h is too slow and can be disregarded for further consideration; all other driving styles are in accordance with the timetable or comply with the maximum permitted driving time.

[0052] Based on tree B according to Figure 6 It is then easy to determine the branch that has the smallest energy consumption from the root or starting node a to the target node h, which can also be called the leaf node; for this, only the energy consumptions defined by the respective edges need to be summed up.

[0053] Based on tree B according to Figure 6 and the supplemented Graphen AG according to Figure 5 It is now possible to control a vehicle, for example a rail vehicle, in such a way as to achieve a very energy-saving driving style.

[0054] If the vehicle deviates from the determined driving style, the speed Vist of the rail vehicle will no longer correspond to the respective location Xist of the rail vehicle (see Figure 7 ); the corresponding point (Vist, Xist) in the VX diagram is in Figure 7 The example is shown and is subsequently referred to as the actual node Z.

[0055] In the event of such a deviation, it can be checked on the basis of the supplemented graph AG2 which of the driving modes defined there can still be applied in order to reach the target point X8 while adhering to the specified maximum travel time.

[0056] A particularly simple way to find the still applicable driving modes is to start from the current node Z and search for all edges that can be crossed by accelerating and / or at least one edge that can be crossed by rolling. The corresponding intersection points form the Figure 7new nodes, hereinafter referred to as correction nodes, which are marked with the reference symbols 1, m and n, as well as additional edges between the respective actual node Z and the determined correction nodes 1, m and n, which are to be recalculated with regard to their properties.

[0057] The position of the actual node Z and the correction nodes l, m and n in tree B is shown by way of example in the Figure 8 The branches that have one of the correction nodes and are connected to the actual node Z via this node are subsequently compared with regard to their energy consumption in the remaining section of the route to be traveled between the actual node Z and the leaf node h, as well as with regard to the respective travel time, and the branch that has the lowest energy consumption while adhering to the remaining permissible travel time or adhering to the timetable is selected.

[0058] A significant advantage of the method described above is that, in the event of a deviation from the desired driving style, the driving style does not need to be recalculated for the entire remaining distance. It is sufficient to perform the recalculation only from the actual node Z for edges up to the nearest subsequent nodes of the augmented graph AG2 calculated before the start of the journey, in this case up to nodes j and i; from then on, the already available data or already calculated edges of tree B can be used as described above. Figure 6 Recourse will be made to calculations that were already made before the start of the journey.

[0059] In connection with the Figures 1 to 8It was explained by way of example how, based on an initial driving style AFW and an initial graph AG, alternative driving styles can be developed using driving strategy changes that are conceivable during the journey and could potentially be advantageous, i.e., based on heuristics, and then the most advantageous of the alternative driving styles developed in this way can be selected.

[0060] At a later time, for example during a vehicle's journey, the previously determined alternative driving styles can be used again without having to completely recalculate the distance still to be traveled, thus saving considerable computing time compared to a complete recalculation.

[0061] In connection with the Figures 1 to 8Driving strategy changes from "accelerating" to "maintaining speed," from "maintaining speed" to "coasting," and from "coasting" to "braking" were explained; in addition to or as an alternative to these, other strategy changes are also conceivable, particularly if the finite number of permissible driving strategies exceeds four and further driving strategies are provided, such as "braking hard," "braking normally," "braking lightly," "accelerating hard," "accelerating normally," "accelerating lightly," etc. This does not change the basic principle of only allowing or considering driving strategy changes that appear sensible, preferably based on heuristics.

[0062] The Figure 9Figure 1 shows an embodiment of a rail vehicle 10 equipped with a driving mode detection device 11. The detection device 11 comprises a computing unit 100 and a memory 110 containing a program module SPM1 and an augmented graph AG2, which, for example, corresponds to the augmented graph AG2 according to... Figure 5 can correspond, and a tree B that corresponds to tree B according to Figure 6 can correspond to, are stored. When the program module SPM1 is executed, the computing unit will detect 100 deviations of the current driving style of the rail vehicle 10 from an optimal driving style determined from the supplemented graph AG2 and determine a new alternative driving style based on conceivable driving strategy changes, as is the case in connection with the Figure 7 and 8 As explained above.

[0063] The alternative driving mode determined by the computing unit 100 can be transmitted to a driver assistance system 12 of the rail vehicle or – in the case of an autonomously driving rail vehicle 10 – to a vehicle control unit 13. Alternatively, the determination unit 11 can also be integrated as an additional component in the driver assistance system 12 or in the vehicle control unit 13.

[0064] The Figure 10 shows an embodiment for a rail vehicle 10 in which the detection device 11 is additionally equipped with the program module SPM1 according to Figure 9 , hereinafter referred to as the first program module, has a second program module SPM2.

[0065] When executed by the computer unit 100, the second program module SPM2 Based on a determination specification AFWVO and speed limits Vmax on a route to be traveled between a starting point X1 and a destination point X8, an initial driving mode AFW is defined, which, for example, corresponds to the initial driving mode AFW according to Figure 1 This can correspond to an output graph AG, which, for example, corresponds to the output graph AG according to Figure 2 can correspond to an augmented graph AG2, which, for example, corresponds to the augmented graph AG2 according to Figure 5 can correspond to, and a tree B that corresponds to tree B according to Figure 6 can correspond and preferably as described above in connection with the Figures 1 to 6 and the heuristic solution approach described there was explained using an example.

[0066] Based on the results of the second program module SPM2, namely the supplemented graph AG2 and the tree B, the first program module SPM1 can operate, as is the case in connection with the Figure 9was explained.

[0067] Investigation Unit 11 according to Figure 10 can be a separate component or be integrated as an additional component in the driver assistance system 12 or in the vehicle control unit 13. Reference symbol list

[0068] 10 Rail vehicle 11 Driving mode determination device 12 Driver assistance system 13 Vehicle control device 100 Computing device 110 Memory a to h Output node AFW Output driving mode AFWVO Determination specification for output driving mode AG Output graph AG2 Augmented graph B Tree i First-type auxiliary node j First-type auxiliary node k Auxiliary node K1 to K7 Output edges K4a Subsection K4b Subsection K4c Subsection K8a Subsection K8b Subsection K8 First-type auxiliary edge K9 First-type auxiliary edge K10 Second-type auxiliary edge K11 Second-type auxiliary edge K12 Auxiliary edge l Correction node m Correction node n Correction node SPM1 Program module SPM2 Program module V Speed ​​value Vist Speed ​​Vmax Speed ​​limit X Location X1 Start point X8 Destination point X is location ZIst node

Claims

1. Method for determining an energy-efficient operation mode for a journey of a vehicle on a route to be travelled between a starting point (X1) and a destination point (X8) while adhering to a predetermined maximum travel time, wherein - an initial operation mode (AFW) of the vehicle is determined in the form of speed values (V) of the vehicle over a respective location (X) of the vehicle on the route to be travelled according to a specification (AFWVO) for the initial operation mode, - the initial operation mode (AFW) is reproduced by means of a discretisation by way of an initial graph (AG), which is described by initial nodes (a-h) and initial edges (K1 - K7) according to the mathematical graph theory, wherein each of the initial edges (K1 - K7) connects in each case two initial nodes (a - h) which follow on from one another in accordance with the temporal sequence of the vehicle travelling the route, - on the basis of the initial graph (AG), a supplemented graph (AG2) is formed, by further edges being added to the initial edges (K1 - K7) of the initial graph (AG), wherein each of the further edges added connects in each case two nodes which are not directly connected in the initial graph (AG) or of which at least one is not available there, wherein the supplemented graph (AG2) defines alternative operation modes by way of the further edges added to the initial operation mode (AFW), - a check is carried out to determine which of the alternative operation modes adhere to the predetermined maximum travel time and on the basis of the supplemented graph (AG2), a tree (B) is generated according to the mathematical graph theory, which describes the possible operation modes while adhering to the maximum travel time, and - on the basis of the generated tree (B), that operation mode which requires a lowest energy consumption for the journey is selected and considered to be the energy-efficient operation mode to be determined, - wherein each of the nodes in each case defines a location (X) of the vehicle and the speed (V) of the vehicle at this location (X), and - wherein each of the edges in each case describes a travel strategy from a predetermined final number of permissible travel strategies, the energy consumption for the journey between the nodes connected by way of the respective edge and a time for the journey between the nodes connected by way of the respective edge, - during operation of the vehicle during the journey on the route, a check is carried out to determine whether the actual operation mode corresponds to the energy-efficient operation mode determined and in the event of variations on the basis of the supplemented graph (AG2), a check is carried out to determine which of the operation modes defined there can still be applied in order to reach the destination point (X8) while adhering to the predetermined maximum travel time, and an energy-efficient replacement operation mode is determined from the applicable operation modes by means of the tree (B) and the vehicle is operated according to the most energy-efficient replacement operation mode.

2. Method according to claim 1, wherein the specification (AFWVO) for the initial operation mode defines the fastest possible operation mode between the starting point (X1) and the destination point (X8).

3. Method according to claim 1 or 2, wherein auxiliary edges of the first type (K8, K9) are added as further edges, each of which connects two initial nodes (c-f, b-g), which are unconnected in the initial graph (AG).

4. Method according to claim 3, wherein with the formation of the supplemented graph (AG2), auxiliary nodes of the first type (i, j, k) are added by selected initial nodes (f, g) each being connected by means of an auxiliary edge of a second type (K10) to a waypoint (i) on one of the auxiliary edges of a first type (K8) or to a waypoint (j) on one of the initial edges (K4), to which they were previously not connected, - wherein each of the waypoints (i, j) forms in each case one of the auxiliary nodes of a first type, - wherein each of the auxiliary edges of a second type (K10, K11) defines another travel strategy as the auxiliary edge of a first type (K10) forming the waypoint (i) or the initial edge (K4) forming the waypoint (j), - wherein the supplemented graph (AG2) defines further alternative operation modes by way of the auxiliary edges of a second type (K10, K11) added to the initial operation mode (AFW), and - a check is carried out to determine which of the further alternative operation modes adhere to the predetermined maximum travel time and the tree (B) is formed by including those further alternative operation modes which adhere to the maximum travel time.

5. Method according to claim 4, wherein - with the formation of the supplemented graph (AG2), yet other additional auxiliary nodes (k) and yet other additional auxiliary edges (K12) are added in accordance with further supplementary specifications, as a result of which yet further alternative operation modes are defined, and - a check is carried out to determine which of the yet further alternative operation modes adhere to the predetermined maximum travel time and the tree (B) is formed by also including those yet further alternative operation modes which adhere to the maximum travel time.

6. Method according to claim 4 or 5, wherein provision is made in each case for an acceleration with at least one predetermined acceleration, a holding of a speed, a rolling and / or braking for the initial edges of the initial graph (AG) and the further edges of the supplemented graph (AG2) as permissible travel strategies.

7. Method according to claim 6, wherein the auxiliary edges of a first type (K8, K9) define the holding of a speed as a travel strategy.

8. Method according to claim 6 or 7, wherein the auxiliary edges of a second type (K10, K11) define the rolling as a travel strategy.

9. Vehicle, wherein it is equipped with a determination facility (11) for operation modes, which determination facility is designed to carry out a method according to one of claims 1 to 8.

10. Vehicle according to claim 9, wherein - the determination facility (11) has a computing facility (100) and a storage device (110), in which a program module (SPM1) is stored, and - when the program module (SPM1) is executed by the computing facility (100), the computing facility (11) identifies variations in a current operation mode of the vehicle from an optimal operation mode determined from a supplemented graph (AG2, AG2) and determines a new alternative operation mode on the basis of the supplemented graph (AG2) and a possible change in the travel strategy.

11. Vehicle according to claim 9 or 10, wherein the determination facility (11) has a computing facility (100) and a storage device (110), in which a program module (SPM2) is stored, and - when the program module (SPM2) is executed by way of the computing facility (100), the computing facility determines an initial operation mode (AFW), an initial graph (AG), a supplemented graph (AG2) and a tree (B) on the basis of a specification (AFWVO) and speed limits on the route to be travelled between the starting point (X1) and the destination point (X8).

12. Vehicle according to one of claims 9 to 11, wherein it is designed as a rail vehicle (10).

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