# US 2014/0156185 A1 · Navigation Method and Navigation Device > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 2014/0156185 A1 - Document ID: US20140156185A1 - Status: Published application - Kind: A1 - Application number: 14/175,202 - Filed: 2014-02-07 - Published: 2014-06-05 - Earliest claimed: 2011-08-10 - Assignees: Bayerische Motoren Werke Aktiengesellschaft - Applicants: Bayerische Motoren Werke Aktiengesellschaft - Inventors: Tim LANGE; Markus GASSNER - Web page: https://patentgrep.com/patent/US20140156185A1 ## CPC - G01C 21/3469: {Fuel consumption; Energy use; Emission aspects} - G01C 21/34: Route searching; Route guidance - G01C 21/36: Input/output arrangements for on-board computers - G05D 1/02: Control of position or course in two dimensions - G08G 1/00: Traffic control systems for road vehicles (arrangement of road signs or traffic signals E01F9/00 {; automatic vehicle control B62D}) - G16Z 99/00: Subject matter not provided for in other main groups of this subclass - Y02T 10/84: Data processing systems or methods, management, administration - G01C: MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY (measuring liquid level G01F; radio navigation, determining distance or velocity by use of propagation effects, e.g. Doppler effects, propagation time, of radio waves, analogous arrangements using other waves G01S) - G05D: SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES - G08G: TRAFFIC CONTROL SYSTEMS (guiding railway traffic, ensuring the safety of railway traffic B61L; arrangement of road signs or traffic signals E01F9/00; radar or analogous systems, sonar systems, lidar systems specially adapted for traffic control G01S13/91, G01S15/88, G01S17/88; {radar or analogous systems, sonar systems, lidar systems specially adapted for anti-collision purposes G01S13/93, G01S15/93, G01S17/93}) - G16Z: INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR SPECIFIC APPLICATION FIELDS, NOT OTHERWISE PROVIDED FOR - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract In a navigation method, at least one constant travel characteristic (CONST_KW) is determined that is representative of a vehicle-specific energy requirement with respect to a predetermined trip length at quasi-constant speed and on a quasi-level stretch. At least one dynamic characteristic (DYN_KW) is determined that is representative of a vehicle-specific energy requirement with respect to a predetermined trip length at quasi-dynamic speed and on a quasi-level stretch. The constant travel characteristic (CONST_KW) is respectively adapted on the basis of at least one vehicle-specifically determined energy consumption characteristic (EV_KW) for a traveled route segment that has been recognized as quasi-level and in which a quasi-constant speed was detected. To determine an expected energy requirement for a predetermined driving route (RT) with several route segments (STA), the individual route segments (STA) are each made available either as a constant travel segment (CONST_STA) or as a dynamic travel segment (DYN_STA). For each route segment (STA), the estimated route segment energy requirement characteristic (ST_EB_KW) is determined on the basis of a respective constant travel characteristic (CONST_KW) in the event of a route segment (STA) made available as a constant travel segment (CONST_STA) and on the basis of a respective dynamic characteristic (DYN_KW) in the event of a route segment made available as a dynamic travel segment. An estimated route energy requirement characteristic (RT_EB_KW) for the predetermined driving route (RT) is determined on the basis of the respective route segment energy requirement characteristics (ST_EB_KW). ## Claims ### Claim 1 A navigation method for a vehicle, the method comprising the acts of: detecting at least one constant travel characteristic (CONST_KW) that is representative of a vehicle-specific energy requirement with respect to a predetermined trip length at quasi-constant speed on a quasi-level stretch; detecting at least one dynamic characteristic (DYN_KW) that is representative of a vehicle-specific energy requirement with respect to a predetermined trip length at a predetermined quasi-dynamic speed on a quasi-level stretch; respectively adapting the constant travel characteristic (CONST_KW) on the basis of at least one vehicle-specifically determined energy consumption characteristic (EV_KW) for a traveled route segment that was recognized as being quasi-level and in which a quasi-constant speed was detected; in order to determine an expected energy consumption for a predetermined driving route (RT) with several route segments (STA): (i) determining for each route segment (STA) whether one or more dynamic events are associated with the route segment, (ii) determining an estimated route segment energy requirement characteristic (ST_EB_KW) for each route segment (STA) on the basis of a respective constant travel characteristic (CONST_KW) that is associated with the respective route segment (STA), and if one or more dynamic events are associated with the respective route segment (STA), for each dynamic event on the basis of a respective dynamic characteristic (DYN_KW), and (iii) determining an estimated route energy requirement characteristic (RT_EB_KW) for the predetermined driving route (RT) on the basis of the respective route segment energy requirement characteristics (ST_EB_KW). ### Claim 2 (depends on 1) The navigation method according to claim 1, wherein the dynamic characteristic (DYN_KW) is respectively adapted on the basis of at least one vehicle-specifically determined energy consumption characteristic (EV_KW) for a traveled route segment in which at least one predetermined dynamic of speed was detected and the traveled route segment was recognized as being quasi-level. ### Claim 3 A navigation method for a vehicle, the method comprising the acts of: detecting at least one constant travel characteristic (CONST_KW) that is representative of a vehicle-specific energy requirement with respect to a predetermined trip length at quasi-constant speed on a quasi-level stretch; detecting at least one dynamic characteristic (DYN_KW) that is representative of a vehicle-specific energy requirement with respect to a predetermined trip length at a predetermined quasi-dynamic speed on a quasi-level stretch; respectively adapting the constant travel characteristic (CONST_KW) on the basis of at least one vehicle-specifically determined energy consumption characteristic (EV_KW) for a traveled route segment that was recognized as being quasi-level and in which a quasi-constant speed was detected; in order to determine a driving route (RT) between a predetermined starting point and a predetermined destination point taking an expected energy requirement into account: (i) determining for each candidate route segment (KSTA) whether one or more dynamic events are associated with the candidate route segment, (ii) determining an estimated route segment energy requirement characteristic for each candidate route segment on the basis of a respective constant travel characteristic (CONST_KW) that is associated with the respective candidate route segment and, if one or more dynamic events are associated with the respective candidate route segment, for each dynamic event on the basis of a respective dynamic characteristic (DYN_KW), and (iii) determining the driving route (RT) by selecting the candidate route segments on the basis of the estimated candidate segment energy requirement characteristics. ### Claim 4 (depends on 3) The navigation method according to claim 3, wherein the dynamic characteristic (DYN_KW) is respectively adapted on the basis of at least one vehicle-specifically determined energy consumption characteristic (EV_KW) for a traveled route segment in which at least one predetermined dynamic of speed has been detected and the traveled route segment was recognized as being quasi-level. ### Claim 5 (depends on 3) The navigation method according to claim 3, wherein the driving route (RT) is determined by selecting the candidate route segments while taking an estimated segment driving time for the respective candidate route segments into account. ### Claim 6 (depends on 3) The navigation method according to claim 3, wherein the driving route (RT) is determined by selecting the candidate route segments while taking a vehicle load energy requirement characteristic into account that is determined on the basis of an estimated driving time for the driving route (RT). ### Claim 7 (depends on 1) The navigation method according to claim 1, wherein the estimated route energy requirement characteristic (RT_EB_KW) is determined on the basis of vehicle load energy requirement characteristic, which is determined on the basis of an estimated driving time for the driving route (RT). ### Claim 8 (depends on 7) The navigation method according to claim 7, wherein the vehicle load energy requirement characteristic is determined on the basis of a detected outside temperature. ### Claim 9 (depends on 6) The navigation method according to claim 6, wherein the vehicle load energy requirement characteristic is determined on the basis of a detected outside temperature. ### Claim 10 (depends on 1) The navigation method according to claim 1, wherein the constant travel characteristic (CONST_KW) is determined in each case with respect to one of several predetermined speed classes, the constant travel characteristic (CONST_KW) of a respective speed class being adapted to a respective speed class in the event of a speed that is within the speed class. ### Claim 11 (depends on 3) The navigation method according to claim 3, wherein the constant travel characteristic (CONST_KW) is determined in each case with respect to one of several predetermined speed classes, the constant travel characteristic (CONST_KW) of a respective speed class being adapted to a respective speed class in the event of a speed that is within the speed class. ### Claim 12 (depends on 2) The navigation method according to claim 2, wherein the dynamic characteristic (DYN_KW) is determined in each case with respect to one of several predetermined speed change classes, the dynamic characteristic (DYN_KW) being adapted in each case to a respective speed change class in the event of a speed change that is within the speed class. ### Claim 13 (depends on 4) The navigation method according to claim 4, wherein the dynamic characteristic (DYN_KW) is determined in each case with respect to one of several predetermined speed change classes, the dynamic characteristic (DYN_KW) being adapted in each case to a respective speed change class in the event of a speed change that is within the speed class. ### Claim 14 (depends on 2) The navigation method according to claim 2, wherein the dynamic characteristic (DYN_KW) is adapted and determined separately in each case for a positive and a negative acceleration, the dynamic characteristic (DYN_KW) being adapted in each case for the positive or negative acceleration in the event of positive or negative acceleration. ### Claim 15 (depends on 4) The navigation method according to claim 4, wherein the dynamic characteristic (DYN_KW) is adapted and determined separately in each case for a positive and a negative acceleration, the dynamic characteristic (DYN_KW) being adapted in each case for the positive or negative acceleration in the event of positive or negative acceleration. ### Claim 16 (depends on 2) The navigation method according to claim 2, wherein the dynamic characteristic (DYN_KW) is adapted on the basis of the respective constant travel characteristic (CONST_KW) to the respective speed class under which an average speed expected for the route segment falls. ### Claim 17 (depends on 4) The navigation method according to claim 4, wherein the dynamic characteristic (DYN_KW) is adapted on the basis of the respective constant travel characteristic (CONST_KW) to the respective speed class under which an average speed expected for the route segment falls. ### Claim 18 (depends on 1) The navigation method according to claim 1, wherein the constant travel characteristic (CONST_KW) and/or the dynamic characteristic (DYN_KW) is adapted and determined in a driver-specific manner. ### Claim 19 (depends on 3) The navigation method according to claim 3, wherein the constant travel characteristic (CONST_KW) and/or the dynamic characteristic (DYN_KW) is adapted and determined in a driver-specific manner. ### Claim 20 (depends on 1) The navigation method according to claim 1, wherein a factor (FAC) is respectively determined and adapted to adapt to a predetermined characteristic (KL) that represents a relationship between speed and energy requirement for the respective speed class. ### Claim 21 (depends on 3) The navigation method according to claim 3, wherein a factor (FAC) is respectively determined and adapted to adapt to a predetermined characteristic (KL) that represents a relationship between speed and energy requirement for the respective speed class. ### Claim 22 (depends on 1) The navigation method according to claim 1, wherein the detection of the dynamic characteristic is performed on the basis of a detected change in speed, a detected steering angle (LW), a detected braking pressure (P_B) and/or an accelerator pedal position (FPW). ### Claim 23 (depends on 3) The navigation method according to claim 3, wherein the detection of the dynamic characteristic is performed on the basis of a detected change in speed, a detected steering angle (LW), a detected braking pressure (P_B) and/or an accelerator pedal position (FPW). ### Claim 24 (depends on 1) The navigation method according to claim 1, wherein the constant travel characteristic (CONST_KW) associated with the respective route segment (STA) is determined on the basis of an expected average speed for the respective route segment (STA). ### Claim 25 (depends on 3) The navigation method according to claim 3, wherein the constant travel characteristic (CONST_KW) associated with the respective candidate route segment (KSTA) is determined on the basis of an expected average speed for the respective candidate route segment (KSTA). ### Claim 26 (depends on 1) The navigation method according to claim 1, wherein a respective dynamic event is allocated if an expected change in speed exceeds a predetermined speed change threshold, and wherein the dynamic characteristic (DYN_KW) associated with the respective dynamic event is determined on the basis of an expected change in speed during the respective dynamic event. ### Claim 27 (depends on 26) The navigation method according to claim 26, wherein the expected change in speed is determined on the basis of an expected turning angle. ### Claim 28 (depends on 26) The navigation method according to claim 26, wherein the expected change in speed is determined on the basis of a road intersection characteristic. ### Claim 29 (depends on 28) The navigation method according to claim 28, wherein road intersection characteristic is determined on the basis of road types of the intersecting roads, road signs at the respective intersection and/or the presence of a traffic light at the respective intersection. ### Claim 30 (depends on 26) The navigation method according to claim 26, wherein the expected change in speed is determined on the basis of a detected curve characteristic. ### Claim 31 (depends on 1) The navigation method according to claim 1, wherein a grade characteristic (STEI_KW) is determined for each route segment (STA) that is representative of a grade-dependent adaptation of the energy requirement of the vehicle as a function of a predetermined grade (STEI) for the route segment (STA), and the estimated route segment energy requirement characteristic (ST_EB_KW) being determined for each route segment (STA) taking the respective grade characteristic (STEI_KW) into account. ### Claim 32 (depends on 3) The navigation method according to claim 3, wherein a grade characteristic (STEI_KW) is determined for each candidate route segment (KSTA) that is representative of a grade-dependent adaptation of the energy requirement of the vehicle on the basis of a predetermined grade (STEI) for the candidate route segment (KSTA), and the estimated candidate route segment energy requirement characteristic (ST_EB_KW) being determined for each candidate route segment (KSTA) taking the respective grade characteristic (STEI_KW) into account. ### Claim 33 (depends on 31) The navigation method according to claim 31, wherein the grade characteristic (STEI_KW) is respectively adapted on the basis of at least one vehicle-specifically determined energy consumption characteristic (EV_KW) for a traveled route segment that has been recognized as having at least one predetermined grade. ### Claim 34 (depends on 32) The navigation method according to claim 32, wherein the grade characteristic (STEI_KW) is respectively adapted on the basis of at least one vehicle-specifically determined energy consumption characteristic (EV_KW) for a traveled route segment that has been recognized as having at least one predetermined grade. ### Claim 35 (depends on 1) The navigation method according to claim 1, wherein the estimated route energy requirement characteristic (RT_EB_KW) is corrected for the predetermined driving route (RT) on the basis of an engine temperature (T_MOT) and a trip length (RT_L).