Method for controlling a vehicle fleet

Abstract

The invention relates to a method for improving the control of a vehicle fleet (1), in particular for individually optimising the operation of each vehicle (2) in the vehicle fleet (1). In the method, the vehicle parameters (FP) and the control parameters (SP), which are determined therefrom, of a number of vehicles (2) from the plurality of vehicles (2) in the vehicle fleet (1), preferably from all of the vehicles (2) in the vehicle fleet (1), are collected in order to determine a change over time in a vehicle parameter (FP) and / or control parameter (SP) depending on the ageing state of the number of vehicles (2), and the at least one model parameter (MP) of a model (M) of at least one vehicle (2) in the vehicle fleet (1), preferably at least one vehicle (2) of the number of vehicles (2) from the plurality of vehicles (2) in the vehicle fleet (1) from which the vehicle parameters (FP) and the control parameters (SP) determined therefrom are collected, is changed depending on the change over time in the vehicle parameter (FP) and / or control parameter (SP) in order to ensure compliance with a predetermined target specification of an operating characteristic (BK) of the at least one vehicle (2) in the vehicle fleet (1) despite ageing of the at least one vehicle (2).

Description

[0001] Method for controlling a vehicle fleet

[0002] The present invention relates to a method for controlling a vehicle fleet, wherein the vehicle fleet comprises a plurality of vehicles and in each vehicle of the vehicle fleet at least one vehicle parameter of at least one vehicle component of the vehicle is detected by at least one sensor unit of the vehicle, wherein the at least one vehicle parameter describes a state of the at least one vehicle component, wherein in a computing unit external to the vehicles of the vehicle fleet, a model of the vehicle is operated with at least one model parameter for each vehicle of the vehicle fleet, wherein the at least one model parameter describes a physical property of the vehicle,and the model determines at least one control parameter of the associated vehicle from the at least one vehicle parameter of the at least one vehicle component, and the at least one determined control parameter is transmitted to the associated vehicle and used by a control unit of the associated vehicle to control a function of the vehicle for operating the vehicle.

[0003] Due to the increasing complexity of modern vehicles and the multitude of sensors and actuators, control units with high computing power are being installed in vehicles to process the corresponding volume of data. These control units not only contribute to higher vehicle manufacturing costs, but also, due to their high computing power, increase the vehicle's energy consumption. This reduces the range, particularly in purely battery-powered vehicles. In conventionally powered vehicles with combustion engines, energy consumption (e.g., gasoline or diesel consumption) and, consequently, pollutant emissions increase.

[0004] Essentially, a control unit (also known as an ECU) is used to determine control parameters based on vehicle parameters (e.g., battery charge, engine operating temperature, residual oxygen content in the exhaust gas, etc.) that are determined by the vehicle's sensors. These control parameters are then used to control a vehicle function for the operation of the vehicle, such as adjusting the drive torque, injecting fuel, adjusting the cooling system or exhaust gas aftertreatment settings, etc. A vehicle parameter is measured on the vehicle, for which the corresponding sensors are present on the vehicle, or is determined (e.g., by the control unit) from other vehicle parameters, for example, by calculation or by taking it from existing characteristic maps.A digital model of the real (physical) vehicle or of certain vehicle components is stored in the control unit, which model maps the behavior of the real vehicle or at least one vehicle component and determines at least one control parameter for controlling the real vehicle based on at least one vehicle parameter. The model basically comprises inputs, outputs (which comprise at least the at least one control parameter), and model parameters. In order to operate the model, model parameter values ​​must be assigned to the model parameters, which is generally referred to as parameterizing the model. The model parameters describe physical properties (e.g., geometric, kinematic, etc.) of the real vehicle, with the model being parameterized with the at least one model parameter in order to map the behavior of the real vehicle as realistically as possible.The model parameters, specifically the model parameter values, define how the model reacts to certain inputs, i.e., which values ​​the outputs assume. The model parameters are based on data obtained using real vehicles or vehicle components in tests (e.g., test benches, test tracks) or using empirical models of the vehicle (e.g., numerical simulations).

[0005] The model is typically reduced to the most necessary model parameters of the real vehicle in order to keep the required computing power of the control unit as low as possible. The model is often stored as a mathematical model and can be implemented as software code that is executed on the control unit.

[0006] However, in order to be able to simulate the real vehicle or vehicle component more realistically with the model, for example, in US2022258751 AA or US2022176938 AA, the model is outsourced from the control unit in the vehicle to an external computing unit (e.g., a cloud server). This reduces the demands on the control unit in the vehicle, such as computing power, and consequently lowers energy consumption. Due to the significantly higher computing power of the external computing unit, a more complex and more realistic model of the real vehicle can be operated.

[0007] The model is used for each vehicle in a fleet and is updated over time based on customer and workshop data. However, the vehicles and their components age differently over time (e.g., due to driving style, area of ​​use, weather conditions, etc.). This results in deviations between the behavior of the real (aged) vehicle and the behavior of the vehicle represented by the model, i.e., the non-aged vehicle. Consequently, the model determines the control parameters based on the non-aged vehicle, which means that the respective vehicle does not operate optimally (e.g., due to increased energy consumption or deteriorated exhaust gas aftertreatment). This may result in statutory targets for compliance with an operating parameter, such as maximum energy consumption or permissible pollutant emissions of the vehicle, not being met.

[0008] It is therefore an object of the present invention to improve the control of vehicles in a vehicle fleet, in particular to optimize the operation of the respective vehicle in the vehicle fleet.

[0009] According to the invention, the object is achieved with a method for controlling vehicles of a vehicle fleet in that the vehicle parameters and the control parameters determined therefrom of a number of vehicles from the majority of vehicles in the vehicle fleet, preferably of all vehicles in the vehicle fleet, are collected in order to determine a temporal change of a vehicle parameter and / or control parameter as a function of the aging state of the number of vehicles, and the at least one model parameter of a model of at least one vehicle in the vehicle fleet, preferably at least one vehicle of the number of vehicles from the majority of vehicles in the vehicle fleet for which the vehicle parameters and the control parameters determined therefrom are collected, is changed as a function of the temporal change of the vehicle parameter and / or control parameter,to ensure compliance with a specified target for an operating parameter of at least one vehicle in the vehicle fleet despite the aging of at least one vehicle. This makes it possible to individually adapt the model parameters for each vehicle in order to take the aging of the respective vehicle into account in its model and to adapt the control of the respective vehicle accordingly. This results in more realistic and efficient vehicle models, as they can better reflect the behavior of the aged vehicle. Collecting the vehicle parameters and the control parameters of the vehicles in the vehicle fleet determined from them results in further advantages. For example, maintenance intervals for the vehicles in the vehicle fleet can be better planned, e.g., before a vehicle component fails. In addition, the development of new vehicles can be improved.For example, by comparing the collected vehicle and control parameters with those from prototypes. Furthermore, the vehicles in a fleet traveling on the same route can be better coordinated, for example, to avoid fully booked charging stations along the route.

[0010] Advantageously, the vehicle parameters and the control parameters determined therefrom for the number of vehicles from the majority of the vehicles in the vehicle fleet are collected in the external processing unit. This allows them to be easily retrieved and used, for example, for the development of new vehicles. Preferably, the temporal change in the vehicle parameter and / or control parameter is determined using a target / actual comparison in order to change the at least one model parameter of a model of the at least one vehicle in the vehicle fleet. This makes it easy to determine whether the at least one model parameter of the model is still up-to-date or whether the vehicle has aged, and the at least one model parameter is adjusted accordingly.

[0011] Preferably, the temporal change of the vehicle parameter and / or control parameter is determined from a predefined characteristic curve or from a predefined characteristic map in order to change the at least one model parameter of a model of the at least one vehicle in the vehicle fleet. Alternatively or in addition to a target-actual comparison, a characteristic curve or a characteristic map can also be used to easily determine whether the at least one model parameter of the model is still current or whether the vehicle has aged, and the at least one model parameter is adjusted accordingly.

[0012] Advantageously, the external processing unit receives the at least one vehicle parameter from the vehicle via a communication connection, and the external processing unit transmits the at least one control parameter to the associated vehicle via the communication connection. In particular, the expansion of the 5G mobile network makes it easy to exchange information between the vehicle and the external processing unit.

[0013] Advantageously, if the communication connection between the vehicle and the external processing unit is interrupted, the control unit determines the at least one control parameter from the at least one vehicle parameter of the at least one vehicle component in order to control the vehicle in an emergency operating mode. This ensures that the functions required for safe operation of the vehicle or, if necessary, for a trip to a workshop can continue to be performed.

[0014] Advantageously, the operating parameter includes a speed and / or energy consumption and / or range and / or pollutant emissions.

[0015] The present invention will be explained in more detail below with reference to Figures 1 to 2, which show exemplary, schematic and non-limiting advantageous embodiments of the invention.

[0016] Fig. 1 schematically shows the components of the method according to the invention for controlling a vehicle fleet, and

[0017] Fig. 2 shows an exemplary sequence of the method for controlling a plurality of vehicles in the vehicle fleet. Fig. 1 schematically shows the components for carrying out the method according to the invention for controlling a vehicle fleet 1. The vehicle fleet 1 consists of a known or predetermined plurality of vehicles 2. The vehicle fleet 1 is preferably made up of similar vehicles 2. Similar vehicles 2 refer to vehicles of the same vehicle model with the same drive system, or also vehicles of different vehicle models (including from different manufacturers) with at least one identical vehicle component (such as the same battery or the same cooling assembly). It is therefore also conceivable for the vehicle fleet 1 to comprise vehicles 2 from different manufacturers if they have the same vehicle components 4, i.e. in particular vehicle components 4 with the same design.The vehicles 2 can be passenger cars, trucks, buses, etc. The vehicles 2 can have, for example, a conventional, purely electric, or combined (hybrid) drive system. A conventional drive system is understood to mean a drive system with an internal combustion engine, e.g., powered by gasoline or another fuel. The term "same drive system" encompasses not only the same type of drive system but also, preferably, the same drive system power, although different drive system powers are also possible.

[0018] Each vehicle 2 of the vehicle fleet 1 has a plurality of vehicle components 4, wherein in each vehicle 2 at least one vehicle parameter FP of at least one vehicle component 4 of the vehicle 2 is recorded using at least one sensor unit 3 of the vehicle 2, preferably a vehicle component 4 that is present in the same design in all vehicles 2. This naturally means that a current value of the vehicle parameter FP is recorded in each case. This at least one vehicle component 4 is, for example, an entire assembly, such as a drive train, a braking system, a cooling system, etc., but can also be individual components of the vehicle 2, such as a battery, a pump (actuator) of the cooling system, an exhaust gas aftertreatment system, etc. The at least one vehicle component 4 is not limited to components of the drive system.Preferably, the at least one vehicle component 4 comprises those components of the vehicle 2 which, through optimized control, can influence and reduce energy consumption, wear, emissions, etc. of the vehicle 2, thus generally improving the efficiency of the vehicle 2.

[0019] A suitable sensor is used as at least one sensor unit 3 to detect the desired vehicle parameter FP. A vehicle 2 typically contains a multitude of sensors that detect various vehicle parameters FP. These sensors are, of course, preferably used. However, it is also conceivable to retrofit a vehicle 2 with a specific sensor for implementing the method according to the invention. For example, a temperature sensor, a speed sensor, an acceleration sensor, etc., can be provided in the vehicle 2 as the sensor unit 3.

[0020] The detected at least one vehicle parameter FP describes a state of the at least one vehicle component 4. The state of the at least one vehicle component 4 can be, for example, a battery charge, an engine operating temperature, a residual oxygen content in the exhaust gas, a cooling water temperature, etc. However, it can also describe environmental conditions of the vehicle component 4, such as an ambient temperature. Operation of the vehicle 2 (by a driver or autonomously), such as a transmission gear, a position of the accelerator pedal, etc., can also be detected as a vehicle parameter FP.

[0021] In the event of a defect or malfunction of the at least one sensor unit 3, provision can be made to activate a visual and / or acoustic display in the vehicle 2 (e.g. on the dashboard) in order to inform the driver that a workshop should be visited.

[0022] In a computing unit 6 external to the vehicles 2 of the vehicle fleet 1, a model M of the vehicle 2 with at least one model parameter MP is operated for each vehicle 2 of the vehicle fleet 1, wherein the at least one model parameter MP describes a physical property of the vehicle 2 or of the at least one vehicle component 4. Thus, a model M is assigned to each vehicle 2 of the vehicle fleet 1. It is not absolutely necessary for the same model parameter MP to be provided in all models M. In addition to the model parameters MP, the model M also comprises at least one input and at least one output. The model parameters MP simulate the behavior of the real vehicle, in particular via relationships represented by the model (e.g. of a kinematic, physical, empirical nature).As a model parameter MP, for example, an internal resistance of a battery (as vehicle component 4) as a function of a state of charge or an efficiency of a cooler (as vehicle component 4) as a function of a mass flow can be given. In order to be able to operate the model M, model parameter values ​​must be assigned to the model parameters MP, which is generally referred to as parameterizing the model M. By parameterizing the model M, it is essentially determined with which value of the at least one output the response to the at least one input is determined. A model M is parameterized before use and is available in parameterized form. The external computing unit 6 can, for example, be a cloud server on which the model M of the respective vehicle 2 can be stored as a mathematical model and implemented as software code, which is executed by the external computing unit 6.For example, model M can be a digital twin, i.e., a digital image that depicts the behavior of the physical vehicle 2. The external computing unit 6 is connected to the respective vehicle 2 via a suitable wireless communication connection 7 (e.g., via the mobile network, preferably 5G) and is configured to receive the at least one vehicle parameter FP, preferably in real time, from the vehicle 2 and provide it to the model M as input.

[0023] In addition to the at least one vehicle parameter FP, the model M can also have as input information about a location of the vehicle 2 (e.g. a GPS signal), about weather conditions (e.g. rain, snow, etc.), about a planned route of the vehicle 2 or about traffic conditions (e.g. traffic jam on the planned route).

[0024] During operation of vehicles 2 of vehicle fleet 1, at least one vehicle parameter FP is continuously recorded, typically at predetermined intervals, which may vary for different vehicle parameters FP. The models M thus also continuously receive the respective at least one vehicle parameter FP.

[0025] The model M of the vehicle 2 determines at least one control parameter SP of the associated vehicle 2 from the at least one received vehicle parameter FP of the at least one vehicle component 4. The at least one determined control parameter SP, as output of the model M, is transmitted to the associated vehicle 2 and used by a control unit 5 of the associated vehicle 2 to control a function of the vehicle 2 for operating the vehicle 2. For example, the model M of the vehicle 2 can, based on an engine operating temperature (as the at least one vehicle parameter FP), determine the at least one control parameter SP with which the control unit 5 controls a cooling system of the vehicle 2 (e.g., adjusts the flow rate of a coolant) in order to lower the engine operating temperature for operating the vehicle.

[0026] The at least one determined control parameter SP is transmitted to the associated vehicle 2, preferably in real time, via the suitable wireless communication connection 7. In addition to the at least one control parameter SP, the model can of course provide additional outputs.

[0027] The control parameter SP is also continuously determined during operation, preferably at predetermined time intervals, and continuously transmitted to vehicle 2.

[0028] The control unit 5 can control different functions of the vehicle 2 on the basis of the at least one control parameter SP, such as the torque of the drive, the exhaust gas aftertreatment, etc. The functions of the vehicle 2 fundamentally depend on the type of vehicle 2 and its drive system. However, the functions of the vehicle 2 are not limited to the drive system. Functions of other vehicle components 4 can also be controlled, e.g. functions with which the driver or other occupants of the vehicle 2 interact during operation, such as an information system, an air conditioning system, etc. For example, if the battery charge is low, the cooling effect of the air conditioning system could be reduced based on the at least one control parameter SP, or the information system could be operated in an energy-saving mode in order to reduce the energy consumption of the vehicle 2.

[0029] The control unit 5 can, for example, comprise a number of microprocessors and memory units. The control unit 5 can further have a communication unit (not shown) that can communicate with the external processing unit 6 via the suitable wireless communication connection 7 in order to transmit the at least one vehicle parameter FP to the external processing unit 6 and to receive the at least one control parameter SP from the external processing unit 6. However, a separate communication unit connected to the control unit 5 can also be provided.

[0030] If the communication connection 7 between the vehicle 2 and the external processing unit 6 is interrupted, the operation of the vehicle 2 is preferably controlled by the control unit 5 of the vehicle 2, wherein the control unit 5 determines the at least one control parameter SP from the at least one vehicle parameter FP of the at least one vehicle component 4 in order to control the vehicle 2 in an emergency operating mode. The emergency operating mode (also referred to as "limp home mode") continues to control necessary functions of the vehicle 2 until the communication connection 7 between the vehicle 2 and the external processing unit 6 is re-established. During the emergency operating mode, for example, the speed of the vehicle 2 can be reduced as a measure to increase safety. The emergency operating mode can also be activated to inform the driver of the vehicle 2 to take the vehicle 2 to a workshop (e.g., if the sensor unit 3 is defective).Alternatively, the vehicle operation can also be terminated until the communication connection 7 between the vehicle 2 and the external computing unit 6 is established again.

[0031] A further possibility is that the model M, for example based on a predetermined route and the location of the vehicle 2, determines the at least one control parameter SP for a predetermined time period (e.g. 10 s) in advance and transmits this to the assigned vehicle 2. As a result, for example if the communication connection 7 to the external computing unit 6 is interrupted, the control unit 5 for operating the vehicle 2 can continue to control a function of the vehicle 2 (at least in the predetermined time period) based on the at least one control parameter SP which was determined by the model M. The vehicle parameters FP and the control parameters SP determined therefrom for a number of vehicles 2 from the majority of vehicles 2 in the vehicle fleet 1 are collected, preferably in the external computing unit 6, in order to determine a temporal change in a vehicle parameter FP and / or control parameter SP as a function of the aging state of the vehicle 2.Preferably, the vehicle parameters FP and the control parameters SP determined therefrom of all vehicles 2 of the vehicle fleet 1 are collected in order to determine a temporal change in a vehicle parameter FP and / or control parameter SP depending on the aging state of the vehicle 2. The external computing unit 6 can comprise a storage unit (not shown) which serves to store the collected vehicle parameters FP and control parameters SP.

[0032] Since the aging state of a vehicle 2 or the aging state of at least one vehicle component 4 changes over the service life of the vehicle 2 (e.g. due to wear and tear), the control and behavior of the vehicle 2 also change. For example, the aging state of an air-liquid cooler in the vehicle 2 can change due to increasing contamination on an air side or a change in the cooling liquid of the air-liquid cooler. The aging state becomes apparent in a temporal change in the vehicle parameter FP, as described in the following example. Based on the temporal change in the vehicle parameter FP, a temporal change in the control parameter SP may also be necessary in order to continue controlling the operation of the vehicle 2 despite the aging state of the vehicle 2 or the at least one vehicle component 4 (e.g. the air-liquid cooler).

[0033] To determine the temporal change of the vehicle parameter FP and / or control parameter SP, a target-actual comparison can be performed, for example. In this case, an actual value of the vehicle parameter FP, which was recorded, for example, by vehicle 2 and transmitted to the computing unit 6, is compared with a specified target value of the vehicle parameter FP.

[0034] A target value is determined, for example, using real vehicles 2 or vehicle components 4, for example in tests (e.g., test benches, test tracks) or using empirical models of the vehicle 2 (e.g., numerical simulation). The target value can also be determined and thus specified during the design and development of a vehicle 2.

[0035] For example, a number of vehicle parameters FP are measured for a point in time when vehicle 2 is moving at a speed of 80 km / h, for example, and ambient air with an inlet temperature of 25°C is fed into the air-liquid cooler. With a coolant flow rate of 50 l / min and an inlet temperature of the coolant into the air-water cooler of 85°C, the coolant outlet temperature from the air-liquid cooler should be 55°C (setpoint). This setpoint for the outlet temperature is specified for the current point in time and / or for a specified period of time. However, due to the aging condition of vehicle 2 (e.g., due to contamination on the air side), the outlet temperature from the air-liquid cooler can increase and can, for example, be measured to be 60°C (actual value). By performing a setpoint-actual comparison, e.g.,carried out by the external computing unit 6, the increased outlet temperature can be used to determine the temporal change in this vehicle parameter FP as a function of the aging state of the air-liquid cooler of the vehicle 2.

[0036] Alternatively or in addition to a target / actual comparison, the temporal change in the vehicle parameter FP and / or control parameter SP as a function of the aging state of the vehicle 2 can be determined from a characteristic curve or a characteristic map determined during operation of the vehicle 2. For example, a battery capacity of a battery of the vehicle 2 can be recorded as the vehicle parameter FP over a number of charging cycles as a characteristic curve. This characteristic curve consequently results in the temporal change (e.g. over a certain number of charging cycles) of the vehicle parameter FP as a function of the aging state of the battery of the vehicle 2. The characteristic curve can be recorded, for example, by the external computing unit 6, wherein the external computing unit 6 determines the temporal change from the recorded characteristic curve.

[0037] The at least one model parameter MP of the model M of at least one vehicle 2 of the plurality of vehicles 2 in the vehicle fleet 1 is changed as a function of the temporal change in the vehicle parameter FP and / or control parameter SP in order to ensure compliance with a predetermined target specification of an operating characteristic BK of the vehicle 2 despite the aging of the vehicle 2. This naturally means that the model parameter value is changed and not the model parameter MP is changed or replaced. Preferably, the at least one model parameter MP of the model M of all vehicles 2 in the vehicle fleet 1 is changed as a function of the temporal change in the vehicle parameter FP and / or control parameter SP in order to ensure compliance with a predetermined target specification of an operating characteristic BK of each vehicle 2 despite the aging of the vehicle 2.

[0038] It is also conceivable to change a model parameter MP of a model M of a vehicle 2, even though the vehicle parameters FP and / or control parameters SP of this vehicle 2 are not collected. For example, a model M of a vehicle 2 with a similar age to a vehicle 2, whose vehicle parameters FP and / or control parameters SP are collected, could be changed analogously to this vehicle 2 because it can be assumed that a similar aging has set in. In this case, the at least one model parameter MP is changed at predetermined time intervals, whereby this time interval is usually significantly longer than the time interval with which an output of the model M is determined in response to an input. For example, the model parameter MP can be changed every seconds, minutes, hours, days or even more slowly.By changing at least one model parameter MP, the aging state of the vehicle 2 is taken into account in the model M.

[0039] In order to change a model parameter MP of a model M depending on the temporal change in the vehicle parameter FP and / or control parameter SP, at least one additional aging parameter can be provided in the model. The at least one aging parameter describes the aging state of the vehicle 2 or of the at least one vehicle component 4, wherein this depends on the temporal change in the vehicle parameter FP and / or control parameter SP and is adjusted at predetermined time intervals. For example, the aging parameter can be adjusted in a predetermined manner, such as increased or decreased if a predetermined target value is exceeded. However, the aging parameter can also be adjusted continuously with the operating time of the vehicle 2 or depending on specific load conditions or load cycles of the vehicle 2.The aging parameter can act directly or indirectly on the model parameter MP of the model M in a predetermined manner, i.e. change the model parameter value directly or indirectly.

[0040] For example, the internal resistance of the battery (as model parameter MP) can change over time due to battery aging, resulting in more heat being generated during battery charging. The additional heat is identified as a temperature increase in a temporal change in the vehicle parameter FP (battery temperature). The battery cooling system is then controlled accordingly, e.g. the flow rate of the coolant is increased to dissipate the additional heat. This can be achieved via an aging parameter that has an additive or multiplicative effect on the value of the internal resistance of the battery (as model parameter MP). This changes the model parameter MP. This consequently means a temporal change in the control parameter SP.

[0041] Another example would be the pressure loss factor (model parameter MP) in the air system. Over time, the pressure loss increases due to contamination of the air filter. This could again be modeled using an aging parameter.

[0042] In the above example of the air-liquid cooler, the model M with the changed model parameter MP could be used to determine the at least one control parameter SP, which is used by the control unit 5 of the vehicle 2 to adapt the at least one vehicle parameter FP and thus, for example, to increase the flow rate of the cooling liquid from 501 / min to 551 / min.

[0043] Alternatively or additionally, servicing or cleaning the at least one vehicle component 4 (e.g. cleaning the air filter of the air-liquid cooler) in a workshop can also reduce the aging state. In this case, for example, after cleaning the at least one vehicle component 4 in the workshop, the at least one model parameter MP can be adjusted accordingly. If, for example, a predetermined aging state of the at least one vehicle component 4 is reached, the at least one control parameter SP can also activate a visual and / or acoustic display in the vehicle 2 (e.g. on the dashboard) to inform the driver that a workshop should be visited. When a predetermined maximum aging state is reached, the control parameter SP can also activate the emergency operating mode and, for example, initiate a reduction in the speed of the vehicle 2 or control other safety measures.After a repair of the respective vehicle 2 (e.g. a replacement of at least one vehicle component 4 due to a defect or upon reaching a predetermined maximum aging state), the model parameter MP of the model M of the respective vehicle 2 can be reset to a predetermined initial value, for example in a workshop.

[0044] The operating parameter BK can be, for example, a speed, energy consumption, range, or similar of the vehicle 2. Furthermore, it is possible that the specified target of the operating parameter BK is prescribed by law, e.g., a maximum pollutant emission or a maximum speed. It is also conceivable that the specified target of the operating parameter BK is adjusted depending on the location of the vehicle 2 for a route or an area (e.g., on a country road or in an urban environmental zone). The target of the operating parameter BK is received, for example, by the external processing unit 6 and can be stored in the model M.

[0045] Fig. 2 shows an exemplary sequence of the method for controlling the plurality of vehicles 2 in the vehicle fleet 1. In a first step S1, the at least one vehicle parameter FP of the at least one vehicle component 4 of the respective vehicle 2 is recorded using the at least one sensor unit 3 of the respective vehicle 2 in the vehicle fleet 1. In a second step S2, the at least one vehicle parameter FP is transmitted to the control unit 5 of the respective vehicle 2 (e.g. via a suitable interface in the vehicle 2), wherein the control unit 5 further transmits the at least one vehicle parameter FP to the model M of the respective vehicle 2 in the external computing unit 6. The term control unit 5 is also understood to mean, in particular, a control unit network which comprises a plurality of separate control units.In a third step S3, the model M of the respective vehicle 2 determines the at least one control parameter SP (output) from the at least one vehicle parameter FP (input), wherein the control parameter SP is transmitted to the assigned vehicle 2 in a fourth step S4. In a fifth step S5, the control unit 5 of the assigned vehicle 2 uses the at least one determined control parameter SP to control a function of the vehicle 2 for the operation of the vehicle 2. In a step S30, which is additional to step 3, the vehicle parameters FP and the control parameters SP determined therefrom of a number of vehicles 2 from the majority of vehicles 2 in the vehicle fleet 1 are collected. In a step S40, the temporal change in the vehicle parameter FP and / or control parameter SP is then determined as a function of the aging state of the respective vehicle 2 (e.g. using a target / actual comparison).In a step S50, the at least one model parameter MP of the model M of the assigned vehicle 2 is then changed as a function of the determined temporal change of the vehicle parameter FP and / or control parameter SP in order to ensure compliance with the predetermined target specification of the operating parameter BK of the vehicle 2 despite the aging of the vehicle 2.

Claims

Patent claims 1. A method for controlling a vehicle fleet (1), wherein the vehicle fleet (1) comprises a plurality of vehicles (2), and in each vehicle (2) of the vehicle fleet (1), at least one vehicle parameter (FP) of at least one vehicle component (4) of the vehicle (2) is detected by at least one sensor unit (3) of the vehicle (2), wherein the at least one vehicle parameter (FP) describes a state of the at least one vehicle component (4), wherein a model (M) of the vehicle (2) with at least one model parameter (MP) is operated for each vehicle (2) of the vehicle fleet (1) in a computing unit (6) external to the vehicles (2) of the vehicle fleet (1), wherein the at least one model parameter (MP) describes a physical property of the vehicle (2),and the model (M) determines at least one control parameter (SP) of the assigned vehicle (2) from the at least one vehicle parameter (FP) of the at least one vehicle component (4), and the at least one determined control parameter (SP) is transmitted to the assigned vehicle (2) and is used by a control unit (5) of the assigned vehicle (2) to control a function of the vehicle (2) for operating the vehicle (2), characterized in that the vehicle parameters (FP) and the control parameters (SP) determined therefrom are collected from a number of vehicles (2) from the majority of vehicles (2) in the vehicle fleet (1), preferably from all vehicles (2) in the vehicle fleet (1),to determine a temporal change in a vehicle parameter (FP) and / or control parameter (SP) as a function of the aging state of the number of vehicles (2), and the at least one model parameter (MP) of a model (M) of at least one vehicle (2) of the vehicle fleet (1), preferably at least one vehicle (2) of the number of vehicles (2) from the majority of vehicles (2) of the vehicle fleet (1) for which the vehicle parameters (FP) and the control parameters (SP) determined therefrom are collected, is changed as a function of the temporal change in the vehicle parameter (FP) and / or control parameter (SP), in order to ensure compliance with a predetermined target specification of an operating characteristic (BK) of the at least one vehicle (2) of the vehicle fleet (1) despite the aging of the at least one vehicle (2).

2. Method according to claim 1, characterized in that the vehicle parameters (FP) and control parameters (SP) determined therefrom of the number of vehicles (2) from the majority of vehicles (2) of the vehicle fleet (1) are collected in the external computing unit (6).

3. Method according to claim 1 or 2, characterized in that the temporal change of the vehicle parameter (FP) and / or control parameter (SP) is compared with a target Actual comparison is determined in order to change the at least one model parameter (MP) of a model (M) of the at least one vehicle (2) of the vehicle fleet (1).

4. Method according to one of claims 1 to 3, characterized in that the temporal change of the vehicle parameter (FP) and / or control parameter (SP) is determined from a predetermined characteristic curve or from a predetermined characteristic map in order to change the at least one model parameter (MP) of a model (M) of the at least one vehicle (2) of the vehicle fleet (1).

5. Method according to one of claims 1 to 4, characterized in that the external computing unit (6) receives the at least one vehicle parameter (FP) from the vehicle (2) via a communication connection (7), and in that the external computing unit (6) transmits the at least one control parameter (SP) to the associated vehicle (2) via the communication connection (7).

6. Method according to one of claims 1 to 5, characterized in that when the communication connection (7) between the vehicle (2) and the external computing unit (6) is interrupted, the control unit (5) determines the at least one control parameter (SP) from the at least one vehicle parameter (FP) of the at least one vehicle component (4) in order to control the vehicle (2) in an emergency operating mode.

7. Method according to one of claims 1 to 6, characterized in that the operating parameter (BK) comprises a speed and / or an energy consumption and / or a range and / or a pollutant emission.

Images