Method for operating a motor vehicle, and associated motor vehicle

Abstract

The present invention relates inter alia to a method for operating a motor vehicle (10). A gradient course (S) in a route section (12) lying ahead of the motor vehicle (10) is determined. For each of a plurality of scenarios, at least one trajectory (T, T_v, T_a) of the motor vehicle (10) along the route section (12) lying ahead of it is determined in a manner dependent on the determined gradient course (S), a current speed (v) of the motor vehicle (10), a gear, predetermined for the respective scenario, of a transmission of the motor vehicle (10) for travelling along the route section (12) lying ahead of it, and a torque characteristic (KL1, KL2), predetermined for the respective scenario, of a drive of the motor vehicle (10). For each of the plurality of scenarios, a consumption (M) of the motor vehicle (10) in the route section (12) lying ahead of it is determined in a manner dependent on the at least one trajectory (T, T_v, T_a) of the respective scenario. One of the plurality of scenarios is selected in a manner dependent on the determined consumptions (M), and the motor vehicle (10) is operated in a manner dependent on the selected scenario.

Description

[0001] Method for operating a motor vehicle and associated motor vehicle

[0002] Description

[0003] The invention relates to a method for operating a motor vehicle. The invention further relates to a motor vehicle having a control device configured to execute a method for operating a motor vehicle.

[0004] A large number of methods for optimizing the operation and in particular the gearshift strategy of a motor vehicle are already known in the prior art, taking into account topographical data of a section of road ahead.

[0005] For example, EP 2 439 428 A1 relates to a method for shift control of an automated multi-step transmission arranged in a drive train of a motor vehicle between a drive motor embodied as an internal combustion engine and an axle drive. During travel, in addition to current vehicle-, road-, and driver-specific operating parameters, topographical data related to a section of road ahead of the motor vehicle, in particular the elevation profile, are also determined. In the automatic mode of the multi-step transmission, an optimal target gear progression of the multi-step transmission is determined for the upcoming section of road.For this purpose, it is provided that several target speed courses optimized according to different criteria are determined, that these target speed courses are each evaluated according to several evaluation criteria, and that the best evaluated target speed course is determined as the optimal target speed course to be used for the upcoming section of the route.

[0006] DE 10 2006 001 818 A1 discloses a method and a device for driver assistance during the ferry operation of a commercial vehicle, in which the topography of a route ahead, for which topography data is retrieved from a memory, is evaluated in a computer-aided manner when setting the respective driving operation components (driving speed, acceleration, braking, transmission control) and in particular when setting the gear.

[0007] EP 3 121 489 A1 relates to a method for influencing a transmission shift strategy of a commercial vehicle. For a predictive driving strategy, a shift response, in particular a target gear, is determined on an upcoming section of road depending on topographical data of the upcoming section of road. The invention is based on the object of providing an improved technology for operating a motor vehicle that takes into account an elevation profile ahead of the motor vehicle and enables the lowest possible consumption, preferably fuel consumption and / or electrical drive energy consumption.

[0008] The problem is solved by the features of the independent claims. Advantageous further developments are specified in the dependent claims and the description.

[0009] One aspect relates to a method for operating a motor vehicle (e.g., a commercial vehicle, preferably a truck or bus), preferably executed by a control device of the motor vehicle. The method comprises determining a gradient in a section of road (e.g., directly) ahead of the motor vehicle. The method further comprises, for a plurality of (predictive) scenarios, determining at least one trajectory of the motor vehicle along the ahead section of road as a function of the determined gradient, a current speed of the motor vehicle, a gear of a (e.g., automatic) transmission of the motor vehicle, predetermined for the respective scenario, for driving through the (entire) ahead section of road, and a torque characteristic curve of a drive of the motor vehicle, predetermined for the respective scenario.The method further comprises, for each of the multiple scenarios, determining a respective consumption, preferably fuel consumption and / or electric drive energy consumption, of the motor vehicle in the (entire) upcoming route section as a function of the at least one trajectory of the respective scenario. The method further comprises selecting one of the multiple scenarios as a function of the determined consumptions (e.g., as a function of a comparison of the quantities / amounts of the determined consumptions). The method further comprises operating the motor vehicle as a function of the selected scenario, preferably such that the motor vehicle is operated in the transmission gear specified for the selected scenario and / or is operable or is operated with the drive torque characteristic specified for the selected scenario.

[0010] The method advantageously enables a prediction of a speed and / or acceleration curve (= at least one trajectory) of a motor vehicle, taking into account various scenarios for gear selection and engine torque. Fuel consumption is also predicted for each scenario. Consumption can, for example, refer to fuel consumption (e.g., in a combustion engine vehicle) or electrical drive energy consumption (e.g., in an electric vehicle), or a combination of both (e.g., in a hybrid vehicle). An electronic road map and the gradient determined from it for the current (e.g., GPS) position can serve as the basis for the prediction. The goal of the prediction is to identify a suitable scenario (e.g., in terms of driving dynamics) among the scenarios that exhibits low fuel consumption or the lowest fuel consumption.The method can be carried out primarily in the towing operation of the vehicle if a reliable prediction of consumption for the various scenarios is possible based on a consumption map of the drive.

[0011] Preferably, the multiple scenarios do not involve a gear change.

[0012] A special advantage of the method is that it eliminates the laborious effort of determining an optimal target gear profile for the upcoming section of road, involving multiple gearshifts. Instead, it was recognized that, when observing the upcoming section of road at any given time and repeating this cyclically at short intervals, it is sufficient to consider scenarios with a specified gear, i.e., without gearshifts. Possible gearshifts can then occur by switching from a selected scenario to another, then selected scenario at a later point in time at a later point in the road.

[0013] In one embodiment, the at least one trajectory comprises at least one of: a vehicle speed trajectory of the motor vehicle along the upcoming route section; a (e.g., maximum possible) vehicle longitudinal acceleration trajectory of the motor vehicle along the upcoming route section; and a (e.g., maximum possible) rotational acceleration trajectory of the drive along the upcoming route section.

[0014] Advantageously, the vehicle speed trajectory and the acceleration trajectory(s) can enable the fuel consumption of the respective scenario to be predicted very accurately. Furthermore, the trajectories can enable further evaluations of the driving dynamics of the respective scenario, so that the driving dynamics can also be taken into account when selecting the scenario.

[0015] In a further embodiment, the at least one trajectory is determined in such a way that, with the gear specified for the respective scenario, the current speed along the route section ahead is essentially maintained or, depending on the torque characteristic specified for the respective scenario, is maintained as far as possible.

[0016] In one embodiment, a partial-load torque characteristic is specified for at least one of the scenarios, and a full-load torque characteristic is specified for at least one other of the scenarios. This advantageously makes it possible to investigate whether limiting the torque of the drive on the determined gradient leads to a reduction in consumption, e.g., fuel savings, and how large this reduction is.

[0017] In a further embodiment, a current gear is specified for at least one of the scenarios, and a gear different from the current gear (e.g., a higher gear or a lower gear) is specified for at least one other of the scenarios. For example, at least two, at least three, or at least four different gears can be specified for the multiple scenarios, with only one gear being specified for each scenario. This advantageously makes it possible to investigate whether a gear change on the determined gradient leads to a reduction in consumption, e.g., fuel savings, and how large this reduction is.

[0018] In one embodiment, the at least one scenario comprises at least one of: a current gear without torque limitation scenario (or first scenario), in which a current gear of the transmission and / or a full-load torque characteristic of the drive is / are specified; a current gear with torque limitation scenario (or second scenario), in which a current gear of the transmission and / or a part-load torque characteristic of the drive is / are specified; a current gear plus 1 without torque limitation scenario (or third scenario), in which a gear of the transmission increased by one compared to a current gear of the transmission and / or a full-load torque characteristic of the drive is / are specified; a current gear plus 1 with torque limitation scenario (or fourth scenario), in which a transmission gear increased by one compared to a current gear of the transmission and / or a part-load torque characteristic of the drive is / are specified;a current gear minus 1 without torque limitation scenario (or fifth scenario), in which a transmission gear one lower than a current transmission gear and / or a full-load torque characteristic of the drive is / are specified; a current gear minus 1 with torque limitation scenario (or sixth scenario), in which a transmission gear one lower than a current transmission gear and / or a part-load torque characteristic of the drive is / are specified; a current gear minus 2 without torque limitation scenario (or seventh scenario), in which a transmission gear two lower than a current transmission gear and / or a full-load torque characteristic of the drive is / are specified;and a current gear minus 2 with torque limitation scenario (or eighth scenario), in which a transmission gear two lower than a current transmission gear and / or a part-load torque characteristic of the drive is / are specified.;

[0019] This advantageously allows a limited number of scenarios to be specified and investigated which are promising candidates for low consumption in accelerator pedal operation and / or in operation with cruise control.

[0020] Preferably, the at least one trajectory for the plurality of, preferably above, scenarios is determined when the motor vehicle is operated in accelerator pedal mode and / or when the cruise control system of the motor vehicle is activated.

[0021] In a further embodiment, the at least one scenario comprises at least one of: a current gear without torque limitation - set speed increase scenario (or ninth scenario), in which a current gear of the transmission, a full-load torque characteristic of the drive, and / or a set speed that is preferably temporarily increased compared to a current set speed of a cruise control system of the motor vehicle is / are specified; a current gear with torque limitation - set speed increase scenario (or tenth scenario), in which a current gear of the transmission, a part-load torque characteristic of the drive, and / or a set speed that is preferably temporarily increased compared to a current set speed of a cruise control system of the motor vehicle is / are specified;a current gear minus 1 without torque limitation set speed increase scenario (or eleventh scenario), in which a transmission gear one lower than a current transmission gear, a full-load torque characteristic of the drive, and / or a set speed that is preferably temporarily increased compared to a current set speed of a cruise control system of the motor vehicle is / are specified; and a current gear minus 1 with torque limitation set speed increase scenario (or twelfth scenario), in which a transmission gear one lower than a current transmission gear, a part-load torque characteristic of the drive, and / or a set speed that is preferably temporarily increased compared to a current set speed of a cruise control system of the motor vehicle is / are specified.

[0022] This makes it advantageous to specify and examine a limited number of scenarios that are promising candidates for low consumption when operated with cruise control.

[0023] In one embodiment, the at least one trajectory for the current gear without torque limitation set speed increase scenario, the current gear with torque limitation set speed increase scenario, the current gear minus 1 without torque limitation set speed increase scenario, and / or the current gear minus 1 with torque limitation set speed increase scenario is only determined when the cruise control system of the motor vehicle is activated and / or when the current speed of the motor vehicle is higher than a predetermined limit speed. Advantageously, these scenarios can therefore only be considered when they could actually become relevant.

[0024] In a further embodiment, a speed increase from the current set speed to the increased set speed is a maximum of 10 km / h, preferably a maximum of 5 km / h. Alternatively or additionally, a speed increase from the current set speed to the increased set speed is determined such that, when driving through the upcoming section of road, a predetermined minimum speed dependent on the current set speed is not undercut. Advantageously, a small adjustment of the set speed can thus be easily determined and implemented, which, depending on the determined gradient, can enable a reduction in consumption, e.g., fuel savings.

[0025] In one embodiment, if no gear of the transmission is currently engaged, or the transmission is currently disengaged, or the method is just being activated (e.g., a different gear requirement than that of the predictive driving strategy of the method disclosed herein is currently active), a reference estimated gear is determined as a function of a current drive speed of the drive and assumed to be the current gear. The method can thus advantageously also be applied when no current gear is present.

[0026] In a further embodiment, the method further comprises, for the plurality of scenarios, determining at least one, preferably driving dynamics, characteristic variable of the respective scenario as a function of the at least one determined trajectory of the respective scenario. The selection of one of the plurality of scenarios can furthermore be carried out as a function of the determined characteristics. This can advantageously enable the selection of a scenario that complies with minimum conditions for the desired driving dynamics and at the same time has the lowest consumption. In detail, the predicted scenarios can be examined according to driving dynamics criteria (e.g. loss of speed, acceleration capability). From the driving dynamics-suitable scenarios, the one which has the lowest consumption can be selected. Likewise, it can be enabled that a driving program selected via a user interface, e.g.fuel-saving / energy-saving driving program or performance driving program, which can be taken into account when selecting the scenario.

[0027] In one embodiment, the at least one characteristic comprises at least one of: a minimum residual acceleration; an average relative drive acceleration; a distance until a residual acceleration falls below a predetermined threshold value; a minimum speed; a speed loss, preferably calculated as the difference between the current speed and a lowest speed of the trajectory; and an average speed.

[0028] In a further embodiment, the method is repeated cyclically, preferably with a cycle duration in a range between 10 ms and 1 s, more preferably in a range between 50 ms and 200 ms. Alternatively or additionally, the motor vehicle is operated depending on the selected scenario until, during a cyclical repetition of the method, another scenario of the plurality of scenarios is selected, depending on which the motor vehicle is then operated. Advantageously, this allows a comparatively long, upcoming section of road to be considered when selecting the scenario. However, when actually driving along this section of road, it can be checked cyclically at short intervals whether the selection is still optimal.

[0029] In one embodiment, the upcoming (observed) route section has a total length of between 200 m and 5000 m, preferably between 200 m and 3000 m. Alternatively or additionally, the total length of the upcoming route section can be determined dynamically depending on the resolution and / or accuracy of the available map data from which the gradient is determined. This advantageously allows, on the one hand, a sufficiently large route section to be examined, which can include and identify the course of hills and valleys. On the other hand, the examined upcoming route section is sufficiently short so that it does not require excessive computing power to execute the method.

[0030] In a further exemplary embodiment, the gradient is determined along a plurality of sampling points of the upcoming route section. Neighboring sampling points can preferably be spaced apart from one another by between 10 m and 50 m, preferably between 15 m and 30 m, and particularly preferably around 20 m. Alternatively, the total number of sampling points can be between 20 and 100, preferably between 30 and 50, and / or can be determined dynamically depending on the resolution and / or accuracy of the available map data from which the gradient is determined. This advantageously enables a sufficiently accurate application of the scenarios to the determined gradient without requiring excessive computing power to execute the method or very precise map data.

[0031] In one embodiment, the method can be carried out or is carried out in accelerator pedal operation and / or in operation with a cruise control system of the motor vehicle.

[0032] In a further embodiment, the method is carried out during traction operation of the motor vehicle.

[0033] In a further embodiment, a driving program (e.g., a performance driving program or fuel-saving / energy-saving driving program) can be selected by a driver of the motor vehicle using a user interface, and the method is executed or set depending on the selected driving program. It is possible for the method to further include detecting an overtaking maneuver, e.g., using an environmental detection sensor system of the motor vehicle, preferably using a side radar of the motor vehicle. The selection of one of the multiple scenarios can then further depend on the detection of the overtaking maneuver.

[0034] For example, if an overtaking maneuver is detected, an early upshift may be inhibited and / or the current gear plus 1 without torque limitation scenario and / or the current gear plus 1 with torque limitation scenario may not be selectable.

[0035] If an overtaking maneuver is detected, for example, torque limitation may not be permitted and / or the current gear with torque limitation scenario, the current gear plus 1 with torque limitation scenario, the current gear minus 1 with torque limitation scenario, the current gear minus 2 with torque limitation scenario, the current gear with torque limitation set speed increase scenario and / or the current gear minus 1 with torque limitation set speed increase scenario may not be selectable.

[0036] A further aspect relates to a motor vehicle, preferably a commercial vehicle, particularly preferably a truck or bus. The motor vehicle has at least one drive (e.g., an internal combustion engine and / or at least one electric drive), an automatic transmission, and a control device configured to carry out a method as disclosed herein.

[0037] The term "control device" can preferably refer to electronics (e.g., with microprocessors and data storage) that, depending on its design, can perform control tasks and / or regulation tasks and / or processing tasks. Even if the term "control" is used herein, it can also expediently include or mean "regulation" or "control with feedback" and / or "processing." The control device can be designed, for example, as a central control device or as a combination of several control units (e.g., a central control unit and a transmission control unit).

[0038] The previously 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 is a purely exemplary representation of a motor vehicle and a section of road ahead;

[0039] Figure 2 is a schematic representation of a method for operating a motor vehicle;

[0040] Figure 3 is a schematic representation of a full load and a part load torque curve; and

[0041] Figure 4 shows two diagrams illustrating an exemplary procedure for determining an increase in a set speed of a speed control system.

[0042] Figure 1 shows a motor vehicle 10. Preferably, the motor vehicle 10 is a commercial vehicle, such as a truck or a bus.

[0043] The motor vehicle 10 has a drive and a transmission, namely an automatic transmission. The drive of the motor vehicle 10 can be, for example, an internal combustion engine, such as a gasoline, diesel, gas, or hydrogen internal combustion engine. Alternatively or additionally, the motor vehicle can have, for example, at least one electric drive, such as a central electric drive, multiple electric wheel hub drives, or multiple electric wheel-mounted drives. The motor vehicle 10 further has a control device for executing a method as disclosed herein.

[0044] The method disclosed herein can be carried out in accelerator pedal operation of the motor vehicle 10. It is also possible for the method to be carried out in operation with a cruise control system of the motor vehicle 10.

[0045] Ahead of the motor vehicle 10 is a road section 12. The road section 12 has a gradient S. The road section 12 can have (positive) gradients and gradients (negative gradients).

[0046] Figure 2 shows a method for operating the motor vehicle 10.

[0047] The method is preferably carried out in traction mode, i.e., the drive drives the motor vehicle 10. The method can be supplemented by methods for operating the motor vehicle in overrun mode, i.e., the drive of the motor vehicle 10 is towed (e.g., driving down a slope). Preferably, the method can be repeated cyclically. For example, a cycle duration can be in a range between 10 ms and 1 s, preferably in a range between 50 ms and 200 ms, e.g., approximately 100 ms.

[0048] In an optional step S10, for example, at least one current operating variable E of the motor vehicle 10 can be determined. For example, a current vehicle acceleration, a current driving resistance (e.g., rolling resistance and / or air resistance), and / or a current driving resistance acceleration can be determined.

[0049] In an optional step S12, an adjustment value A can be calculated. The adjustment value A can be determined based on a comparison or evaluation between the at least one current operating variable E and a predetermined estimated value for rolling resistance, a predetermined estimated value for air resistance, and / or a predetermined estimated value for efficiency / efficiency of a drive train of the motor vehicle 10. The adjustment value A can be used for a subsequent trajectory determination in step S16, e.g., to adapt the formulas used to determine the trajectories T, which were created based on the estimated values ​​(e.g., for rolling resistance and air resistance), to the at least one determined current operating variable E (e.g., for rolling resistance and air resistance).

[0050] In a step S14, a gradient S, e.g., in the form of an elevation profile, of the road section 12 currently directly ahead of the motor vehicle 10 (see also Figure 1) is determined. The road section 12 ahead and thus the gradient S ahead can be determined from a current position determination using a positioning device of the motor vehicle 10 and map data and, if applicable, data from a navigation system of the motor vehicle 10. The map data can, for example, comprise topographic data. The map data can, for example, be stored in a data memory of the control device and / or be received and / or retrieved via a communication interface of the motor vehicle 10. The data from the navigation system can, for example, identify or indicate the road section 12 ahead.

[0051] The currently viewed, upcoming route section 12 can, for example, have a total length L (see also Figure 1) of between 200 m and 5000 m. Preferably, the total length L is between 200 m and 3000 m. It is possible for the total length L of the upcoming route section 12 to be determined dynamically, e.g., by the control device of the motor vehicle 10, depending on the resolution and / or accuracy of the map data from which the gradient S is determined.

[0052] The determined gradient S can, for example, have positive gradients and / or negative gradients or declines. The gradient S can, for example, be determined in the form of a route elevation profile or a route elevation profile.

[0053] Preferably, the gradient S is determined along several support points of the upcoming route section 12. Adjacent support points can be spaced apart from each other by between 10 m and 50 m, preferably between 15 m and 30 m, particularly preferably around 20 m. It is possible for the total number of support points to be between 20 and 100, preferably between 30 and 50, e.g., 40. It is also possible for the total number of support points to be determined dynamically depending on the resolution and / or accuracy of available map data, e.g., by the control device of the motor vehicle 10.

[0054] In a step S16, at least one trajectory T of the motor vehicle 10 along the upcoming route section 12 is determined for a plurality of predictive scenarios. Furthermore, in step S16, a consumption M of the motor vehicle 10 in the upcoming route section 12 is determined for each of the plurality of scenarios, e.g., precalculated or estimated.

[0055] The at least one trajectory T per scenario is determined as a function of the determined gradient S, a current speed of the motor vehicle 10, a gear of the transmission specified for the respective scenario for driving through the upcoming section of road 12 and a torque characteristic of the drive specified for the respective scenario.

[0056] It is possible to use the adjustment value A from step S12 when determining at least one trajectory T per scenario, if available and desired. The optional use of the adjustment value A allows, for example, the current air resistance and / or the current rolling resistance to be taken into account when determining the trajectories T.

[0057] Preferably, at least one vehicle speed trajectory T_v of the motor vehicle 10 along the ahead route section 12 and one acceleration trajectory T_a of the motor vehicle 10 along the ahead route section 12 can be determined for each scenario. For example, a maximum possible longitudinal vehicle acceleration trajectory of the motor vehicle 10 along the ahead route section 12 and / or a maximum possible rotational acceleration trajectory of the drive along the ahead route section 12 can be determined as the acceleration trajectory T_a.

[0058] The maximum possible vehicle longitudinal acceleration trajectory can be calculated by calculating the maximum possible tractive force at the wheel (corresponding to the considered gear in the transmission and the torque available at this point according to the full-load characteristic of the engine) and the driving resistance (composed of the assumptions for rolling and aerodynamic drag, drivetrain efficiency, the respective value of the gradient resistance at the current point, and the currently calculated adaptation value for rolling and aerodynamic drag) for each reference point of the upcoming gradient. The difference between tractive force and driving resistance divided by the current vehicle mass (including rotating masses in the drivetrain) results in a value for the maximum possible vehicle longitudinal acceleration for each reference point.

[0059] The angular acceleration trajectory can be calculated by converting the longitudinal acceleration trajectory values ​​[m / s2] to angular acceleration values ​​[rad / s2] using the overall drivetrain ratio and dividing them by a reference value for the angular acceleration. Thus, a dimensionless, relative angular acceleration trajectory can be used; the corresponding reference value can be calculated from the maximum engine torque and a static reference mass.

[0060] The scenarios considered include at least one, preferably several, and particularly preferably all, of the following eight scenarios. For the following eight scenarios, the at least one trajectory T can preferably be determined such that the current speed along the upcoming route section 12 is essentially maintained or, depending on the torque characteristic curve specified for the respective scenario, is maintained as far as possible.

[0061] For better differentiation, the scenarios are formally named first scenario, second scenario, etc. However, this should not imply that, for example, with regard to the fifth scenario, the first to fourth scenarios are necessarily also present, even if this is preferred. In a first scenario, a current gear of the transmission and a full-load torque characteristic of the drive are specified. When calculating the at least one trajectory T for the first scenario, it can therefore be assumed that the upcoming route section 12 or the gradient S is driven through in the current gear and without torque limitation to maintain the current speed. The first scenario can therefore also be referred to as a current gear without torque limitation scenario.

[0062] In a second scenario, a current transmission gear and a partial load torque characteristic of the drive are specified. When calculating at least one trajectory T for the second scenario, it can thus be assumed that the upcoming route section 12 or the gradient S will be traversed in the current gear and with torque limitation to maintain the current speed. The second scenario can therefore also be referred to as a current gear with torque limitation scenario.

[0063] In the third scenario, a transmission gear that is one higher than the current gear and a full-load torque characteristic of the drive are specified. When calculating at least one trajectory T for the third scenario, it can thus be assumed that the upcoming route section 12 or the gradient S is driven in a gear one higher than the current gear and without torque limitation to maintain the current speed. The third scenario can therefore also be referred to as a current gear plus one without torque limitation scenario.

[0064] In a fourth scenario, a transmission gear that is one higher than the current gear and a partial load torque characteristic of the drive are specified. When calculating at least one trajectory T for the fourth scenario, it can thus be assumed that the upcoming route section 12 or the gradient S is driven in a gear one higher than the current gear and with torque limitation to maintain the current speed. The fourth scenario can therefore also be referred to as a current gear plus one with torque limitation scenario.

[0065] In a fifth scenario, a transmission gear one lower than the current gear and a full-load torque characteristic of the drive are specified. When calculating at least one trajectory T for the fifth scenario, it can thus be assumed that the upcoming route section 12 or the gradient S is driven in a gear one lower than the current gear and without torque limitation to maintain the current speed. The fifth scenario can therefore also be referred to as a current gear minus one without torque limitation scenario.

[0066] In a sixth scenario, a transmission gear one lower than the current gear and a partial load torque characteristic of the drive are specified. When calculating at least one trajectory T for the sixth scenario, it can thus be assumed that the upcoming route section 12 or the gradient S is driven in a gear one lower than the current gear and with torque limitation to maintain the current speed. The sixth scenario can therefore also be referred to as a current gear minus one with torque limitation scenario.

[0067] In a seventh scenario, a transmission gear two lower than the current gear and a full-load torque characteristic of the drive are specified. When calculating at least one trajectory T for the seventh scenario, it can thus be assumed that the upcoming section 12 or the gradient S is driven in a gear two lower than the current gear and without torque limitation to maintain the current speed. The seventh scenario can therefore also be referred to as a current gear minus two without torque limitation scenario.

[0068] In an eighth scenario, a transmission gear two lower than the current gear and a partial load torque characteristic of the drive are specified. When calculating at least one trajectory T for the eighth scenario, it can thus be assumed that the upcoming route section 12 or the gradient S will be driven in a gear two lower than the current gear and with torque limitation to maintain the current speed. The eighth scenario can therefore also be referred to as a current gear minus two with torque limitation scenario.

[0069] As explained above, the first to eighth scenarios can be defined depending on the current gear. However, it is also possible that no current gear is present at the time step S16 is executed, or that the current gear is not appropriately suited as a reference gear in certain situations. The motor vehicle 10 can, for example, be operated in so-called coasting mode (neutral mode) with the transmission disengaged or without a gear engaged. If no current gear is present, a reference estimated gear can be determined instead depending on a current drive speed of the drive and assumed to be the current gear.

[0070] In addition to neutral operation, the reference estimated gear can also be used, for example, when a function other than the predictive driving strategy is currently specifying the target gear (e.g., manual gearshift interventions by the driver or kickdown). Upon termination of such interventions and reactivation of the predictive driving strategy, an unfavorable current gear (e.g., at very high engine speeds) may result, which prevents suitable gearshifts. Therefore, the reference estimated gear can also be used here instead of the current gear to have several gears to choose from within a reasonable speed range.

[0071] For example, when the kickdown is activated, the driver immediately wants high engine power. The predictive driving strategy can be deactivated and the vehicle shifts into a high engine speed range. When the kickdown operation ends and the predictive driving strategy is reactivated, the vehicle is initially still in a gear with a high engine speed (e.g. 2000 rpm). The predictive driving strategy should actually directly specify the most efficient gear after the end of the kickdown (which is, for example, 1000 rpm), but it cannot do this because, for example, only a trajectory for the current gear +1 is calculated, which is, for example, 1700 rpm. This results in several +1 upshifts in quick succession instead of shifting into the directly appropriate gear. By using an engine speed-based reference estimated gear instead of the current gear, the appropriate gear can be shifted directly in such situations.

[0072] As explained above, a partial load torque characteristic curve of the drive can be specified in the second, fourth, sixth, and eighth scenarios. For each of these scenarios, the partial load torque characteristic curve can be specified individually (for each scenario) or jointly (across all scenarios). Figure 3 illustrates, purely by way of example, how the partial load torque characteristic curve can be specified. Figure 3 shows, purely by way of example, a full load torque characteristic curve KL1 and a partial load torque characteristic curve KL2 for an internal combustion engine.

[0073] Preferably, the partial load torque characteristic curve KL2 can be specified using a predeterminable factor F. The factor F can be multiplied by torque values ​​of the full load torque characteristic curve KL1 to calculate the partial load torque characteristic curve KL2 for limiting the drive torque in the respective scenario. For example, the factor F can be less than 1 and greater than or equal to 0.5, 0.6, 0.7, 0.8, or 0.9.

[0074] The partial load torque characteristic KL2 can be specified in such a way that the drive can be operated more efficiently or in a range with greater efficiency than under full load (see the indicated shell curves in Figure 3). Operating the drive with torque limitation up to the partial load torque characteristic KL2 can significantly reduce fuel consumption M. In an internal combustion engine, for example, this can be achieved, on the one hand, by reducing the fuel mass flow through reduced drive power and, on the other hand, by shifting the drive operating range to the range with the best possible specific fuel consumption.

[0075] Referring again to Figure 2, as already mentioned, the consumption M per scenario is also determined in step S16. The consumption M is determined for the entire upcoming route section 12 for overcoming the gradient S as a function of the determined at least one trajectory T of the respective scenario.

[0076] For example, depending on the determined drive speeds and torque values ​​of the trajectory(s) T of the respective scenario, a respective fuel mass flow of an internal combustion engine and / or an electrical energy consumption of an electric drive can be determined for each iteration section (e.g., for each support point) along the upcoming route section 12 or gradient S. These fuel mass flows and / or electrical drive energy consumptions can be integrated to form a (total) consumption M over the entire trajectory(s) or the entire upcoming route section 12 / gradient S. Based on the eight scenarios, eight (total) consumptions M can therefore preferably be determined in step S16; one for each scenario.In an optional step S18, at least one driving dynamics parameter K of the respective scenario can be determined for the plurality of scenarios as a function of the at least one determined trajectory T of the respective scenario.

[0077] For example, at least one of the following parameters can be determined: a minimum residual acceleration of the vehicle longitudinal acceleration trajectory of the respective scenario; an average relative drive acceleration of the rotational acceleration trajectory of the respective scenario; a distance until a residual acceleration of the vehicle longitudinal acceleration trajectory of the respective scenario falls below a predetermined threshold value; a minimum speed of the vehicle speed trajectory of the respective scenario; a speed loss of the vehicle speed trajectory of the respective scenario, preferably calculated as the difference between the current speed and a lowest speed of the vehicle speed trajectory of the respective scenario; and an average speed of the vehicle speed trajectory of the respective scenario.

[0078] In an optional step S20, a driving program for the motor vehicle 10 can be specified. For example, a performance-optimized driving program or a particularly fuel-efficient / energy-saving driving program can be specified. For example, the driving program can be selected and thus specified by a driver of the motor vehicle 10 via a user interface.

[0079] In a step S22, one of the several scenarios is selected depending on the determined consumption M and optionally the determined parameters K.

[0080] Preferably, those scenarios can be preselected from the scenarios for which at least one characteristic value of the respective scenario lies within a permissible or acceptable range (or above or below a predefined limit). It is possible that the permissible ranges, limit values, etc., depend on the driving program specified in step S20. Thus, the permissible ranges, limit values, etc., for a performance-optimized driving program can differ from the permissible ranges, limit values, etc., for a fuel-efficient / energy-efficient driving program.

[0081] From these preselected scenarios, the scenario with the lowest consumption M can then be selected in step S22. Finally, the motor vehicle 10 is operated depending on the selected scenario using further steps, e.g., S24 and S26. Preferably, the motor vehicle 10 is operated in the transmission gear specified for the selected scenario and, with respect to drive torque, can be operated at a maximum with the drive torque characteristic specified for the selected scenario.

[0082] For example, the motor vehicle 10 can be operated depending on the selected scenario until, during a cyclical repetition of the method, another scenario of the plurality of scenarios is selected, depending on which the motor vehicle 10 is then operated.

[0083] As a result of step S22, for example, a gear request G and / or a torque limitation request D can be output. The gear request G can comprise a request for the gear specified for the selected scenario. The torque limitation request D can be a request for the part-load torque characteristic specified for the selected scenario, if available.

[0084] It is possible that in step S22, an increased set speed of the motor vehicle 10 is also taken into account in the case of operation with an (activated) cruise control system, which is described further herein with reference to steps S34-S36. For example, if it is determined in step S36 that a scenario with an increase in a set speed is to be selected as the scenario in step S22, then in step S22, the gear request G and / or the torque limitation request D can be adjusted accordingly to this selected scenario and its increased set speed.

[0085] In addition to selecting the scenario, in step S22, for example, it can be checked beforehand whether any predefined conditions for operating the motor vehicle 10 with the method described herein exist. Activation conditions can, for example, include at least one of:

[0086] Predictive driving is activated by the driver via a user interface.

[0087] The gradient of the digital road map is sufficiently long or longer than a specified limit.

[0088] The activation speed is exceeded (e.g. 25 km / h).

[0089] A braking request is below a permitted maximum threshold.

[0090] There is neither a (sharp) acceleration of the vehicle above a certain threshold nor a (sharp) deceleration above a certain threshold. The engine coolant temperature exceeds a minimum.

[0091] Activation based on infrastructure elements of the digital road map is permitted (example: the function can be deactivated in some driving programs at motorway entrances to enable better acceleration).

[0092] - All required input variables are available with a valid status.

[0093] If the specified conditions are met, an activation signal or an activity signal B can be output, for example. As an alternative to the activated procedure, conditions for a so-called Eco-Roll operating mode (rolling of the vehicle with the transmission in neutral) could be present, for example, in order to roll in a fuel-saving / energy-saving manner during overrun (e.g., when driving down a slope).

[0094] In an optional step S24, the gear request G can be processed. For example, if the gear request G has the highest priority of all active requests, this gear request G can be sent to the automatic transmission of the motor vehicle 10 so that the automatic transmission adjusts the gear of the gear request. For example, the gear request can be sent to the automatic transmission via a bus system, such as a CAN bus system.

[0095] In an optional step S26, a user interface of motor vehicle 10 can be operated such that—if signal B is output in step S22—information is output to a user that the method described herein is being executed. For this purpose, the user interface can, for example, have a display device, e.g., a touch-sensitive display device.

[0096] In an optional step S28, the torque limitation request D can be processed. This torque limitation request D can, for example, be converted into so-called TSC signals (Torque Speed ​​Control). TSC signals can be prepared using a standardized method for arbitration of drive torque and speed.

[0097] In an optional step S30, a possible limitation C of the drive speed (= drive speed limitation request) can be determined, preferably calculated. This drive speed limitation request C can be used if a desired upshift H from the current gear according to the selected scenario is not possible. To prevent the drive from revving to a high speed, the drive speed limitation request C can be used to keep the drive speed of the drive at a lower level and thus save fuel / energy.

[0098] In a step S32, the drive speed limitation request C, if present, and the torque limitation request D, if present, can be processed, for example, as TSC signal(s) and used to adapt the operation of the drive of the motor vehicle 10 if their priority is high enough. For example, the operation of the drive can be adapted to the desired operation specified by the TSC signals using at least one actuator of the drive.

[0099] In an optional step S34, it can be determined whether a, preferably temporary, increase in a currently set speed of a cruise control system is desired for driving through the upcoming route section 12. If the increase is desired, a corresponding increase request EW can be output from step S34.

[0100] For example, in some situations it may be advantageous to increase the current set speed of the cruise control system before an uphill climb and to drive over the uphill climb in the current gear, rather than maintaining the current set speed of the cruise control system and downshifting before or on the uphill climb.

[0101] Increasing the current set speed can be determined as desirable, for example, if a calculated speed loss of the motor vehicle 10 in the upcoming section 12 when driving through at the current set speed and with the cruise control system activated is expected to be greater than a predefined speed loss limit and, optionally, if a difference between the expected speed loss and the predefined speed loss limit is smaller than a predefined difference limit. For example, the speed loss limit can be predefined in a range between 5 km / h and 10 km / h. For example, the difference limit can be predefined in a range between 1 km / h and 5 km / h. The adjustment value A can preferably be taken into account when calculating the speed loss.In step S34, a speed increase Av for the set speed of the cruise control system can be calculated. Figure 4 shows an example procedure for this.

[0102] Figure 4 shows an upper coordinate system representing a positive gradient y [in %] of the gradient S as a function of a distance x along the upcoming track section 12. Figure 4 also shows a corresponding lower coordinate system representing an (estimated) speed v [in km / h] as a function of the distance x. The numerical values ​​shown are purely exemplary.

[0103] Figure 4 shows that it can be predicted that at the current set speed v_SG1, a first (predicted) speed curve GK1 (=vehicle speed trajectory T_v) would result, caused by the gradient S. The first speed curve GK1 falls below a specified minimum speed v_min. The minimum speed v_min can, for example, be dependent on the current set speed v_SG1, e.g., v_SG1 minus a specified value (e.g., between 5 km / h and 10 km / h).

[0104] The speed increase Av can be determined in such a way that the second pre-calculated speed curve GK2 (= driving speed trajectory T_v) resulting for the associated increased set speed v_SG2 (= sum of current set speed v_SG1 and speed increase Av) reaches the minimum speed v_min or no longer falls below it.

[0105] For example, Figure 4 shows the current set speed v_SG1 at 85 km / h, the increased set speed v_SG2 at 88 km / h, and the minimum speed v_min at 78 km / h. The specified speed increase Av is 3 km / h, for example.

[0106] Referring again to Figure 2, in step S34 the speed increase Av can be output if the speed increase Av has been determined.

[0107] In an optional step S36, at least one trajectory T (e.g., vehicle speed trajectory T_v, maximum possible vehicle longitudinal acceleration trajectory T_a, and / or maximum possible rotational acceleration trajectory T_a) of the motor vehicle 10 along the upcoming route section 12 can be determined for at least one predictive scenario. It is possible that, when determining the at least one trajectory T for each scenario, the adaptation value A, the desired increase EW, and / or the speed increase Av are taken into account, if available and desired.

[0108] The scenarios considered include at least one, preferably several, and most preferably all, of the following four scenarios. For ease of differentiation, the following four scenarios are formally referred to as the ninth to twelfth scenarios. However, this should not imply that, for example, the first to eighth scenarios are necessarily present in relation to the ninth scenario, even if this is preferred.

[0109] In a ninth scenario, a current transmission gear, a full-load torque characteristic of the drive, and the increased set speed v_SG2 are specified. When calculating at least one trajectory T for the ninth scenario, it can thus be assumed that the upcoming route section 12 or the gradient S will be traversed with the cruise control system activated in the current gear and without torque limitation to maintain the increased set speed v_SG2. The ninth scenario can therefore also be referred to as a current-gear-without-torque-limitation-speed-buildup scenario.

[0110] In a tenth scenario, a current transmission gear, a partial load torque characteristic of the drive, and the increased set speed v_SG2 are specified. When calculating at least one trajectory T for the tenth scenario, it can thus be assumed that the upcoming route section 12 or the gradient S will be traversed with the cruise control system activated in the current gear and with torque limitation to maintain the increased set speed v_SG2. The tenth scenario can therefore also be referred to as a current gear with torque limitation set speed increase scenario.

[0111] In an eleventh scenario, a transmission gear that is one lower than a current transmission gear, a full-load torque characteristic of the drive, and the increased set speed v_SG2 are specified. When calculating at least one trajectory T for the eleventh scenario, it can therefore be assumed that the upcoming route section 12 or the gradient S is driven through with the cruise control system activated in a gear one lower and without torque limitation to maintain the increased set speed v_SG2. The eleventh scenario can therefore also be referred to as a current gear minus 1 without torque limitation set speed increase scenario. In a twelfth scenario, a transmission gear that is one lower than a current transmission gear, a part-load torque characteristic of the drive, and the increased set speed v_SG2 are specified.When calculating at least one trajectory T for the twelfth scenario, it can thus be assumed that the upcoming section 12 or the gradient s is driven with the cruise control system activated in a gear one lower and with torque limitation to maintain the increased set speed v_SG2. The twelfth scenario can therefore also be referred to as a current gear minus one with torque limitation set speed increase scenario.

[0112] In step S36, a consumption M of the motor vehicle 10 in the upcoming route section 12 can also be determined for each of the scenarios considered in step S36 (ninth to twelfth scenarios), e.g., analogously to the explanations for step S16.

[0113] The determined consumptions M (e.g. from steps S16 and S36) of all considered scenarios can be compared with each other in order to select the scenario with the lowest consumption M, optionally taking into account parameters K of all scenarios, as already explained.

[0114] If one of the scenarios with a set speed increase (one of the ninth to twelfth scenarios) is selected, the gear G_v specified in the scenario with a set speed increase and a function activation GE for increasing the set speed can be output in step S36, e.g., in step S22. Furthermore, the function activation GE for increasing the set speed and the increased set speed v_SG2 can be output, e.g., in step S38.

[0115] In optional step S38, the cruise control system for operating the motor vehicle can be operated such that the current set speed v_SG1 is increased to the increased set speed v_SG2 depending on the receipt of the function activation GE for increasing the set speed and the increased set speed v_SG2.

[0116] It is possible for execution of steps S34, S36, and / or S38 to be linked to the occurrence of at least one condition. For example, steps S34, S36, and / or S38 are only executed if the cruise control system of motor vehicle 10 is activated or the motor vehicle 10 is operated by the cruise control system. Alternatively or additionally, steps S34, S36, and / or S38 can only be executed if a current speed of motor vehicle 10 is greater than or equal to a predetermined limit speed. The limit speed can, for example, be specified in a range between 25 km / h and 90 km / h, preferably between 50 km / h and 80 km / h. The limit speed can preferably be approximately 60 km / h.

[0117] Even though steps S10 to S38 are shown as separate steps in Figure 2, it is possible that steps S10 to S38, if present, can be at least partially integrated into each other.

[0118] Referring again to Figure 1, the motor vehicle 10 can be operated in a particularly fuel-efficient / energy-saving manner with cyclically repeated application of the method disclosed herein, for example as follows. At x1, a scenario is selected in which a downshift is made from the current gear and a part-load torque characteristic is specified for the drive, and the motor vehicle 10 is operated accordingly. At x2, a scenario is selected in which the current gear is maintained and a full-load torque characteristic is specified for the drive, and the motor vehicle 10 is operated accordingly. At x3, a scenario is selected in which the current gear is maintained and a part-load torque characteristic is specified for the drive, and the motor vehicle 10 is operated accordingly. At x4, it is detected that conditions for activating the Eco-Roll operating mode exist, so that it is activated.At x5, a scenario is selected in which a downshift from the current gear and a partial load torque characteristic is specified for the drive, and the motor vehicle 10 is operated accordingly. At x6, it is detected that conditions for activating the Eco-Roll operating mode exist, so it is activated.

[0119] The method disclosed herein can particularly preferably be used in an internal combustion engine vehicle, with a determination of the motor vehicle's fuel consumption for the multiple scenarios. However, it is also possible to use the method in a purely electric vehicle (e.g., a battery-electric motor vehicle), with a determination of the motor vehicle's electrical energy consumption for the multiple scenarios. It is likewise possible to use the method in a hybrid motor vehicle (e.g., with at least one electric drive and an internal combustion engine), with a determination of the motor vehicle's fuel consumption and electrical energy consumption for the multiple scenarios. The invention is not limited to the preferred embodiments described above. Rather, a multitude of variants and modifications are possible, which also utilize the inventive concept and therefore fall within the scope of protection.In particular, the invention also claims protection for the subject matter and features of the dependent claims, independent of the claims referenced. In particular, the individual features of independent claim 1 are each disclosed independently of one another. Furthermore, the features of the dependent claims are also disclosed independently of all features of independent claim 1. All ranges indicated herein are to be understood as being disclosed in such a way that, as it were, all values ​​falling within the respective range are individually disclosed, e.g., also as preferred, narrower outer limits of the respective range.

[0120] List of reference symbols

[0121] 10 motor vehicle

[0122] 12 Ahead section of route

[0123] A Adjustment value

[0124] B Activation or activity signal

[0125] C (Drive) speed limitation request

[0126] D (Drive) torque limitation requirement

[0127] E Current company size

[0128] EW (setting speed) increase request

[0129] F factor

[0130] G Gear request

[0131] GE function activation to increase setting speed

[0132] GK1 First speed curve (- / trajectory)

[0133] GK2 Second velocity curve (- / trajectory)

[0134] G_v Specified gear (from scenario with set speed increase)

[0135] H Desired upshift

[0136] K parameter

[0137] KL1 full load torque characteristic

[0138] KL2 part-load torque characteristic

[0139] L total length

[0140] M consumption

[0141] S gradient

[0142] T Trajectory(s)

[0143] T_v velocity trajectory

[0144] T_a Acceleration trajectory(s) v Vehicle speed v_min Minimum speed v_SG1 Current set speed v_SG2 Increased set speed

[0145] Av (set) speed increase x distance y gradient

Claims

Patent claims 1. A method for operating a motor vehicle (10), the method comprising: Determining a gradient (S) in a section of road (12) ahead of the motor vehicle (10); for a plurality of scenarios, determining at least one trajectory (T, T_v, T_a) of the motor vehicle (10) along the ahead section of road (12) as a function of: the determined gradient (S), a current speed (v) of the motor vehicle (10), a gear of a transmission of the motor vehicle (10) specified for the respective scenario for traveling through the ahead section of road (12), and a torque characteristic curve (KL1, KL2) of a drive of the motor vehicle (10) specified for the respective scenario; for the plurality of scenarios, determining a consumption (M), preferably fuel consumption and / or electrical drive energy consumption, of the motor vehicle (10) in the ahead section of road (12) as a function of the at least one trajectory (T, T_v, T_a) of the respective scenario; Selecting one of the several scenarios depending on the determined consumption (M); and Operating the motor vehicle (10) depending on the selected scenario, preferably in such a way that the motor vehicle (10) is operated in the gear of the transmission specified for the selected scenario and can be operated with the torque characteristic of the drive specified for the selected scenario.

2. The method according to claim 1, wherein the at least one trajectory (T, T_v, T_a) comprises at least one of: a vehicle speed trajectory (T_v) of the motor vehicle (10) along the ahead route section (12); a vehicle longitudinal acceleration trajectory (T_a) of the motor vehicle (10) along the ahead route section (12); and an angular acceleration trajectory (T_a) of the drive along the ahead route section (12).

3. A method according to claim 1 or claim 2, wherein: the at least one trajectory (T, T_v, T_a) is determined in such a way that, with the gear specified for the respective scenario, the current speed (v) along the route section (12) ahead is essentially maintained or, depending on the torque characteristic curve (KL1, KL2) specified for the respective scenario, is maintained as far as possible.

4. Method according to one of the preceding claims, wherein: in at least one of the plurality of scenarios, a partial load torque characteristic (KL2) is specified, and in at least one other of the plurality of scenarios, a full load torque characteristic (KL1) is specified; and / or in at least one of the plurality of scenarios, a current gear is specified, and in at least one other of the plurality of scenarios, a gear different from the current gear is specified.

5. The method according to any one of the preceding claims, wherein the at least one scenario comprises at least one of: a current gear without torque limitation scenario, in which a current gear of the transmission and a full-load torque characteristic (KL1) of the drive are predetermined; a current gear with torque limitation scenario, in which a current gear of the transmission and a part-load torque characteristic (KL2) of the drive are predetermined; a current gear plus 1 without torque limitation scenario, in which a gear of the transmission increased by one compared to a current gear of the transmission and a full-load torque characteristic (KL1) of the drive are predetermined; a current gear plus 1 with torque limitation scenario, in which a gear of the transmission increased by one compared to a current gear of the transmission and a part-load torque characteristic (KL2) of the drive are predetermined;a current gear minus 1 without torque limitation scenario, in which a transmission gear one lower than a current transmission gear and a full-load torque characteristic (KL1) of the drive are specified; a current gear minus 1 with torque limitation scenario, in which a transmission gear one lower than a current transmission gear and a part-load torque characteristic (KL2) of the drive are specified; a current gear minus 2 without torque limitation scenario, in which a transmission gear two lower than a current transmission gear and a full-load torque characteristic (KL1) of the drive are specified; and a current gear minus 2 with torque limitation scenario, in which a transmission gear two lower than a current transmission gear and a part-load torque characteristic (KL2) of the drive are specified.

6. The method according to one of the preceding claims, wherein the at least one scenario comprises at least one of: a current gear without torque limitation - set speed increase scenario, in which a current gear of the transmission, a full-load torque characteristic (KL1) of the drive, and a set speed (v_SG2) that is preferably temporarily increased compared to a current set speed (v_SG1) of a cruise control system of the motor vehicle (10) are predetermined; a current gear with torque limitation - set speed increase scenario, in which a current gear of the transmission, a part-load torque characteristic (KL2) of the drive, and a set speed (v_SG2) that is preferably temporarily increased compared to a current set speed (v_SG1) of a cruise control system of the motor vehicle (10) are predetermined;a current gear minus 1 without torque limitation set speed increase scenario, in which a transmission gear lower by one than a current transmission gear, a full-load torque characteristic (KL1) of the drive, and a set speed (v_SG2) that is preferably temporarily increased compared to a current set speed (v_SG1) of a cruise control system of the motor vehicle (10) are specified; and a current gear minus 1 with torque limitation set speed increase scenario, in which a transmission gear lower by one than a current transmission gear, a part-load torque characteristic (KL2) of the drive, and a set speed (v_SG2) that is preferably temporarily increased compared to a current set speed (v_SG1) of a cruise control system of the motor vehicle (10) are specified.

7. The method according to claim 6, wherein: the at least one trajectory (T, T_v, T_a) for the current gear without torque limitation set speed increase scenario, the current gear with Torque limitation-set speed increase scenario, the current gear minus 1 without torque limitation-set speed increase scenario and / or the current gear minus 1 with torque limitation-set speed increase scenario is only determined when the cruise control system of the motor vehicle (10) is activated and / or when the current speed (v) of the motor vehicle (10) is higher than a predetermined limit speed; and / or a speed increase (Av) from the current set speed (v_SG1) to the increased set speed (v_SG2) is a maximum of 10 km / h, preferably a maximum of 5 km / h;and / or a speed increase (Av) from the current set speed (v_SG1) to the increased set speed (v_SG2) is determined in such a way that when driving through the preceding section of road (12), a predetermined minimum speed (MG) dependent on the current set speed (v_SG1) is not undercut; 8. Method according to one of the preceding claims, wherein: if no gear of the transmission is currently engaged or the transmission is currently disengaged or the method is just being activated, a reference estimated gear is determined as a function of a current drive speed of the drive and is assumed to be the current gear.

9. Method according to one of the preceding claims, further comprising: for the plurality of scenarios, determining in each case at least one, preferably driving dynamics, characteristic variable (K) of the respective scenario as a function of the at least one determined trajectory (T, T_v, T_a) of the respective scenario, wherein: the selection of the one of the plurality of scenarios further takes place as a function of the determined characteristic variables (K).

10. The method according to claim 9, wherein the at least one characteristic (K) comprises at least one of: a minimum residual acceleration; an average relative drive acceleration; a distance until a residual acceleration falls below a predetermined threshold; a minimum speed; a speed loss, preferably calculated as the difference between the current speed and a minimum speed of the trajectory; and an average speed.

11. The method according to one of the preceding claims, wherein: the method is repeated cyclically, preferably with a cycle duration in a range between 10 ms and 1 s, preferably in a range between 50 ms and 200 ms; and / or the motor vehicle (10) is operated in dependence on the selected scenario until, during a cyclical repetition of the method, another scenario of the plurality of scenarios is selected, in dependence on which the motor vehicle (10) is then operated.

12. Method according to one of the preceding claims, wherein: the preceding route section (12) has a total length between 200 m and 5000 m, preferably between 200 m and 3000 m; and / or a total length of the preceding route section (12) is determined dynamically depending on a resolution and / or accuracy of available map data from which the gradient profile (S) is determined.

13. Method according to one of the preceding claims, wherein: the gradient profile (S) is determined along a plurality of support points of the ahead route section (12), wherein: adjacent support points are spaced apart from one another by between 10 m and 50 m, preferably between 15 m and 30 m, particularly preferably around 20 m; and / or a total number of the plurality of support points is between 20 and 100, preferably between 30 and 50, and / or is determined dynamically depending on a resolution and / or accuracy of available map data from which the gradient profile (S) is determined.

14. Method according to one of the preceding claims, wherein: the method is or can be carried out in accelerator pedal operation and / or in operation with a cruise control system of the motor vehicle (10); and / or the method is carried out in traction operation of the motor vehicle (10); and / or a driving program can be selected by a driver of the motor vehicle (10) by means of a user interface and the method is carried out depending on the selected driving program.

15. Motor vehicle (10), preferably a commercial vehicle, particularly preferably a truck or bus, wherein the motor vehicle (10) comprises: at least one drive; an automatic transmission; and a control device configured to carry out a method according to one of the preceding claims.

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