DE10141805A1 - Determination of optimum routes or speeds for land, sea or air based craft or vehicles using a GPS positioning system so that safety and economy are optimized by taking into account the route to be followed and other craft - Google Patents

Abstract

Vehicle control device for motor vehicles has means for determination of actual route data, e.g. a GPS system, so that for the route to be followed: An energy saving velocity is determined. A safe velocity is determined that takes into account other vehicle positions and speeds. A safe velocity for the route itself is taken into account. The three velocities are compared to the actual vehicle velocity and the driver warned or vehicle control influenced accordingly. For water or aircraft for a given velocity the following routes are determined: An energy saving route, i.e. the shortest. A safe route taking into account speed and position of other craft in the vicinity and a safe route that takes into the account the craft capabilities and obstacles on the course. The three routes are compared with the actual route being followed and used to make appropriate corrections to an autopilot system or to warn a pilot appropriately.

Description

According to the prior art, position or Navigation systems (e.g. GPS = Global Positioning System) used, to inform the driver of his position and take him to his to steer the desired destination.

Navigation systems are also known (DE 42 05 979 A1 and DE 42 01 142 A1) which is a safe speed for land vehicles determine with regard to driving on a winding route.

With the known prior art, the driving style is the vast majority Vehicle drivers do not save energy. The accelerations of the Vehicles are usually too big and uneven because of the driving style  is not optimally adapted to the route and the flow of traffic. The Vehicle is, for example, before curves or at speed limits braked too much, instead of the vehicle steadily and moderately slow it down. Or the vehicle is accelerated unnecessarily if this doesn’t save time, because it’s going to be there soon (e.g. a red traffic light).

One reason for this is ignorance of the traffic flow. The Traffic flow is hampered by traffic congestion and traffic light red phases. This leads to a slower journey or stops. Would that be Vehicle drivers know the traffic flow well in advance, so it could the vehicle speeds and accelerations with the adjust the necessary foresight. Are, for example, the vehicle driver Switching phases of the traffic lights is not known, he is still at the crossing to cross his vehicle during a "green phase" accelerate. But turns off the traffic light again, as expected before reaching the intersection on red, this was acceleration unnecessary and then he has to brake hard.

On the other hand, it approaches an intersection at high speed In this case, he would have to slow down the red traffic light signal in front of the traffic light to come to a stop in case the traffic light should remain red. However, the traffic light would pass shortly before crossing to green switch, he would have braked unnecessarily.

There are other reasons for a non-energy-saving driving style late recognition of traffic signs, carelessness, more human Lack of responsiveness, poor driving ability, or any Ignorance about an energy-saving driving style.

Another reason for this is ignorance of the route. The driver must drive slower than the route allows would. Since he doesn't know which road or which one Traffic hazards await him, the vehicle speed must be the have the necessary security reserves.

E.g. A vehicle driver brakes hard before an invisible curve, because for safety reasons he has to assume that the curve in its further course becomes very narrow d. H. "too close". Is the curve in Really very drawn out, he would have driven through it faster can. In this case, he has unnecessarily destroyed driving energy.

One is particularly in view of the increasingly expensive fuel prices Vehicle control device is advantageous in that the driving energy is as good as possible uses and prevents unnecessary braking.

The invention has for its object the accelerations and thus to set the speeds of a vehicle so that the  Driving the vehicle as energy-saving as possible. With the aim of Energy saving and taking safety into account, the Speed of the vehicle optimally to the route and the Environmental factors are adjusted.

These environmental factors are, for example, traffic light switching phases, Traffic congestion, speed limits, road inclination, Road gradient and conditions that affect static friction such as: wind, rain, black ice, road pollution and the Vehicle parameters: consumption, speed and performance characteristics of the vehicle, road holding, tires, center of gravity, traction, tendency to Oversteer or understeer, steerability etc. The achievable thereby Energy savings amount to 20% of the total consumption and so does the invention for a purchase that paid for itself very quickly and which protects our environment and raw material resources.

The object is achieved according to the invention in that speeds are determined in advance for many small sections of the route. The parts that preferably belong to the invention of the vehicle control device are a system computer 30 , a display or signal device 33 , a vehicle control device 34 , sensors 28 for determining external parameters 27 , an input device for internal parameters 26 , an interface, ie transmitter and receiver, for the data exchange of the vehicle control devices with other road users 28 or central traffic control centers 31 , a navigation system 29 with a memory for route data.

To determine the speeds of the sections of the route, use as first determines the safe speed.

This is described in the following embodiment.

1st example (Fig. 1 and Fig. 2) a land vehicle 25

The vehicle driver enters the desired destination 23 into the navigation system (e.g. GPS system) and then selects a suggested route 24 . The navigation or position system transmits the driving route and the position of the vehicle 25 to the system computer at short time intervals. The direction of travel 21 , position 20 and route 24 are thus known to the vehicle control device. The vehicle control device now analyzes the route 24 . For this purpose, the route is divided into small sections 1-20 . For each route section 1-20 , the system computer 30 calculates a speed at which the vehicle remains on the road with sufficient certainty in the direction of travel 21 and route 24 . It starts with route section 1 in front of the destination. Thereafter, the route section 20 in which the vehicle is located is calculated against the direction of travel 21 , section by section. The reason for this are braking accelerations which have to be taken into account in the speed calculation, if e.g. B. in section 3, the calculated speed is slower than that in the next adjacent section 4 . If this is the case, then the speed in the section 4 must be reduced by braking so that the vehicle has reached the slower speed in the following section 3 .

If the vehicle control device is not given a destination, it chooses itself as the destination, the route taken by the vehicle, up to the next point of the route at which there are several options for continue driving are possible. This would be e.g. B. an intersection, or when the lane becomes multi-lane.

The driving speeds are calculated using the Route parameters: e.g. B. curve radius, static friction coefficient of Road surface, road slope, road gradient and conditions which influence the static friction such as: wind, rain, black ice, Road pollution and vehicle parameters: e.g. B. road holding, Stiction coefficient of vehicle tires, accelerations to reduce or increase the speed to the speed of the next section, tires, center of gravity, traction, tendency to Over- or understeer, steerability, engine deceleration, Braking deceleration etc.

The parameters of the routes are on the data carrier of the Navigation system saved.

Individual parameters such as B. Vehicle parameters are entered into the vehicle control device, or the vehicle control device automatically detects them via data exchange with the vehicle, or “plug and play” functions. Further, constantly changing, or new parameters (claim 5) z. B. Speed limits, weather conditions, pollution of the road by construction site work, position data of other road users and route changes are externally added and updated. External parameters can be: sensors on the vehicle 38 (eg temperature sensors), or dynamic parameters (known from DE 196 50 844 A1) from a central traffic control center 31 whose information is passed on to the vehicle control device via satellite. Or the parameters are entered by the vehicle driver 32 himself. Example: The vehicle control device has no parameters about the weather conditions, but the driver knows that it has been dry and warm for several days. He can therefore assume that there is no black ice on the streets and selects the corresponding parameter. He may also know the state of the road, for example of his daily commute, and can thus define the parameters of this route more precisely. Since he drives this route very often, it is worth it.

The missing parameters are replaced by such parameters with for whom the bill is on the safe side.

Calculation example

( Fig. 3) for a simplified representation are only the parameters: centripetal force Fz, speed V of the vehicle, curve radius r, gravitational force Fg, vehicle mass m, gravitational acceleration g, friction force Fr, coefficient of static friction of the road surface µs, coefficient of static friction of the vehicle tires µr, safety S and the inclination of the road α. Fig. 1 shows the view of the vehicle from behind on the inclined road. Fig. 2 shows the top view of the vehicle on the road.

The result is the safe speed V _{safety of} the vehicle:

Second, the system computer calculates the energy-saving speeds for the sections of the route. V _energy called. These result from the predetermined acceleration a with which the speed differences ΔV between the individual route sections 1-20 can be calculated with their route length s. Accelerations are understood to mean both the acceleration to increase the speed and the acceleration to reduce the speed.

ΔV = √2 × a × s

Here a is a selected acceleration. The value of the acceleration depends on the degree of energy saving desired. In addition, the acceleration of the downhill force F _h ( FIG. 6) acts on the vehicle on inclines and descents. These must then be added to the acceleration a on a slope with a gradient and subtracted from the acceleration a on a slope. In the following calculation example, a flat route is assumed to simplify the illustration:

With the speed differences ΔV and the safe speeds V _security , the energy-saving speeds for all sections 1-20 can be determined. The starting point for the further calculation is the section of the route where the lowest determined _safety exists before the _safety increases again. Such a section of the route should be called the speed turning point. To determine a speed turning point, the section of the route is assumed in which the vehicle is located. In the illustration, this would be route section 20 . The speed turning point would then be route section 8, where the lowest safe speed of 50 km / h was determined by the parameters, in particular by the small curve radius. With the following determined values:
SA = route section
sG = safe speed [km / h]

Then, from this section of the route, the energy-saving speed V _{energy is} determined for each further section of the route by adding ΔV to the determined speed of the previous section of the route. It starts with the speed turning point 8 in the direction of the route section 20 in which the vehicle 25 is located.

For the determination of the energy-saving speed V _9energie thus the safe speed of the previous track section V is significantly ₈ and for the determination of energy saving speed V, the estimated speed of the previous track section V _{9 10energie} significantly etc.

The energy-saving speeds V _energy are always compared with the safe speed V _{safety of} the respective section of the route. The lower speed is then selected as the speed of the route section (claim 3). This is the determined speed of the route section, called V _i . This is then used to calculate the energy-saving speed of the next section of the route.

Sample calculation

Shortly before the vehicle has reached the first turning point 8 , the same procedure is used to determine the speeds V for the following sections 7-2.

The starting point for the further calculation is again the next speed turning point, in this case route section 2. etc. The actual vehicle speed is compared with the determined speeds V _{i of} the route section by the vehicle driving. This is achieved in that the position of the vehicle on the route is known by the GPS system and can therefore be assigned to a specific route section. If the determined vehicle speed V _{i of} a certain route section is exceeded by the actual vehicle speed, the driver is either warned or intervention is made in the vehicle control in order to limit the actual vehicle speed to the determined speed V _i and the predetermined acceleration a.

An advantageous embodiment is when the vehicle driver 32 can accelerate independently. However, accelerating is limited by the intervention of the vehicle control device in the vehicle control 34 as soon as the actual vehicle speed exceeds the determined speed V _i . Furthermore, the accelerator is limited when the actual vehicle speed is below the determined speed and the accelerator causes a vehicle acceleration that is above the predetermined acceleration a. For the driver, this means that even if he always goes full throttle, the vehicle never exceeds the determined speed or the specified acceleration a. The vehicle will travel at the determined speed V _i if the engine power and the gradient of the route allow the vehicle to achieve the predetermined acceleration a.

The following example describes an embodiment in which the vehicle control device shows a deviation of the actual vehicle speed from the determined speed V _i on a display 33 .

If the determined speed V of a motorcycle is greater than the actual vehicle speed, a green light is projected into the helmet visor and says that it could be driven even faster. In FIG. 2, the said light as a display / signal 33 is shown. If the determined speed V is lower than the actual vehicle speed, a red light is projected into the helmet visor (claim 9) and says that the speed must be reduced. The colors vary depending on the degree of deviation. I.e. if there is still enough scope for speed, it is a lush green.

However, if you drive near the determined speed V _i , a paler green lights up.

Another alternative, which is of a purely informative nature for the vehicle driver 32 , is the output of the determined speed V _i , or the difference between the actual vehicle speed and V _i , on a display 33 .

Another solution is that if the actual vehicle speed is between V _i and V _safety , the deviation from V _{i is} only displayed. The prerequisite is that V _{i is} not equal to V _security . However, if the vehicle exceeds _safety , the vehicle control device automatically intervenes directly in the vehicle control 34 . The vehicle control 34 then actuates the brakes 35 and thereby brakes the vehicle down to _safety . At low speed differences, it is sufficient to throttle the motor 36 by closing the throttle valve.

If the vehicle control is not only intended to not exceed the determined speed, but to adhere to it as precisely as possible, the vehicle control can also warn if the determined speed V _{i is} undershot or intervene in the vehicle control.

The invention preferably intervenes independently in the vehicle control with the slightest deviation of the actual vehicle speed from V _i . If, on the other hand, a warning is to be issued or a signal is to be output in the event of a deviation, then it is more sensible to manually enter a tolerated deviation in the speeds. Otherwise, the warning would appear constantly because it would be triggered by the slightest deviation.

The safe speeds are in the known applications determined by a calculation that also includes the road conditions and takes into account the safety distance from other road users. The distance to other road users is determined by Distance sensors determined. However, this distance measurement is ineffective if another road user is in a for the Distance sensor inaccessible area is z. B. if in one Right bend to the right of the right side of the road is a vertical mountain wall limits the measuring range of the sensor.

Also in oncoming traffic in the event of an overtaking maneuver, since the Oncoming traffic from a great distance, but with very fast Approaches speed and thus timely recognition by the Distance sensor is impossible. This creates a security risk because  the driver must within a few seconds u. a. the Speed and the distance of the oncoming vehicle can correctly assess and make the decision "Should I overtaking or not? "His life depends on this decision. Such decisions can be better, more precise and from the invention be decided faster.

The invention has for its object the speed and possibly determine the course of the vehicle so that a collision with other road users is prevented, regardless of the position and direction of travel of other road users. The object is achieved according to the invention in that the Road users who are in a common area (e.g. within a radius of approx. 10 km) your data such as position (from GPS system) and their speed (from speed sensor) in short Intervals, preferably via satellite and every half second, exchange with each other (claim 7). The invention can with the help of Position data, the speed and direction of the others Road users take the various routes included in this common area are possible. (Note: alternatively the exchange of position data in short time intervals is also sufficient from this the speed and direction of the others To determine road users).

It is therefore known for your own chosen route which other road users are on it, namely with their position, direction of travel and lane, even if they are behind a crest or behind an invisible curve. If another road user is actually in the same lane in the same direction of travel, behind an invisible curve, the safe speeds V _security are determined so that the vehicle, taking into account safe decelerations and lateral accelerations of the vehicle, its speed to the speed of the other Can slow down road users while still maintaining an appropriate safety distance.

Example of an overtaking maneuver: If another road user is on the opposite lane with a direction of travel opposite to his own direction of travel, this is recognized by the invention as oncoming traffic. The other road user (s) who are in front of the vehicle in the same lane and in the same direction of travel are recognized as vehicles that can be overtaken. The computer of the vehicle control device can use the simulation of the overtaking maneuver, taking into account the transmitted data of the road users involved, to determine whether an overtaking maneuver can be carried out without a risk of collision. If there is a risk of collision, the vehicle control device intervenes in the vehicle control 34 in order to prevent the vehicle driver 32 from overtaking.

If the subject of the invention is also used to limit the vehicle speed, in the case of speed limits (claim 5), the speed of the speed limit of the respective route section must also be compared with one another in order to determine the speed of the route section in addition to the speeds V _energy and _safety . In this case the smallest of the three speeds is then V _i .

A further increase in profitability can be achieved in this way that the traffic light switching phases are taken into account as external parameters (Claim 5). Here, the traffic light switching phases are preferably over transmit the GPS satellite to the vehicle control device. The Computer of the vehicle control device can determine in advance whether that Vehicle while maintaining speed while still Green phase of the traffic light can cross the intersection. If reaching the crossing during the green phase of the traffic light is no longer possible is, the vehicle control device can early Reduce the speed of the vehicle and the vehicle Save energy and brake pads. As a further case, it is conceivable that the vehicle moves to an intersection, the traffic light shows red, but will switch to green shortly. A vehicle driver without the invention and thus without the knowledge of the traffic light switching phase would have to be in this Decelerate the case to stop in front of the traffic lights Traffic lights stay on red. However, a vehicle with the invention could Calculate in advance that while maintaining speed, still ahead When the vehicle reaches the intersection, the traffic light turns green will switch.

The human being as a vehicle driver is always a factor of uncertainty and of its reaction, experience and driving skills depend on human life. He has to do a lot, especially when driving water and aircraft take various factors into account to make the right decisions when driving the vehicle. These factors are in Watercraft z. B. other road users, shallows,  Water flow, traction, tendency to oversteer or understeer, Tipping point, maneuverability. etc.

In water and aircraft, the invention is based on the object this on a safe route and with an appropriate one Lead speed to the desired destination. Furthermore If desired, the speeds can be determined such that they are as energy-saving as possible.

The other option here is that the speeds are for one predetermined route determined.

How the object is achieved according to the invention is as follows Example described.

Example watercraft ( Fig. 4, 5)

The operator of a motor boat 41 enters the desired destination 45 into the navigation system (e.g. GPS system). The direction of travel 42 is in the direction of the destination 45 . Shallow 43 lies on direct waterway 44 , ie the water depth there would be too low for the boat. The invention uses the environmental factors or parameters (claim 6) to calculate an alternative course 39 with the associated speeds of the boat around the shallow 43 so that the boat does not collapse (claim 12). These parameters are, for example: speed limits, centrifugal force, braking deceleration of the watercraft, engine braking deceleration of the watercraft, waterproof, water depth, wave height, wind, water flow, water temperature, water displacement, water resistance coefficient, parameters of the watercraft such as e.g. E.g .: draft, center of gravity, traction, tendency to oversteer or understeer, tipping point, maneuverability. The invention determines the avoidance course 39 depending on what the vehicle control device is given by the operator. The travel speed, the travel time, or the energy consumption for the route can be specified.

If the route or the alternative course 39 is predetermined, the radii 38-40 of the route are also predetermined. The safe speeds V _{safety are} calculated for these radii r 38-40 . The calculation is carried out analogously to the calculation of _safety for land vehicles (in the calculation example on page 5), the environmental factors or parameters (claim 6) mentioned above for the sea and the parameters of the watercraft being used instead of those for land vehicles. These safe speeds V _security are the speeds which ensure safe driving of the boat 41 at the specified radii r 38-40 . I.e. that the boat 41 does not get off course and without it capsizes.

If the cruising speed is specified, a safe radius r is calculated for this speed. The cruising speed thus corresponds to the safe speed V _safety in the calculation. The calculation is carried out analogously to the calculation for land vehicles (in the calculation example on page 5 above). The radius r is obtained by solving the equation V _safety according to r, whereby of course the environmental factors or parameters (claim 6) already mentioned above are used for the sea and the parameters of the watercraft, instead of those for land vehicles. This safe radius r is at the given cruising speed, the smallest radius at which the boat cannot capsize. In this way, various conceivable routes can be determined in which the safe radius is not undershot. The safe radius is the radius at which the boat 41 does not get off course and without which it capsizes.

If the travel time is predefined (claim 2), the vehicle control device uses this to calculate the travel speed with which it is possible to reach the travel destination 45 in the travel time and for an assumed route length. At this speed, as already explained in the previous example, the safe radius r and thus the associated route are determined. If the assumed route length and the determined route do not match, the calculation with new values must be repeated or interpolated with changed values until there is agreement.

In the case of watercraft ( FIG. 5), particularly risky situations arise when two watercraft 46 + 47 collide on a collision course 48 + 49 . In contrast to the side view, the front view of the boats is relatively small and particularly difficult to see when the view is cloudy. In addition, the approach speed is the sum of the two speeds.

Boats that are equipped with radar are known. On the display of the Radars are the positions of the other boats that are in the Detect the detection range of the radar. The remains Boat drivers as a factor of uncertainty. He has to put the other boats on first recognize the radar and can correctly assess whether of these There is a risk of a collision. There is a risk of collision and detects If he does this correctly, then he must still be able to do it safely Evasive maneuvers.  

The invention is based on the problem of an impending collision detect and prevent this by keeping the boat safe Alternative course is brought.

An impending collision of two boats 47 + 53 at point 52 is shown in FIG. 5.

The vehicle control device according to the invention achieves the object in that the boats that are in a common area (for example in a radius of approximately 10 km) provide their data such as position and their speed in short intervals, preferably via satellite and every half Second, exchange with each other (claim 7). With the help of the position data (from GPS system), which are delivered in short time segments, the invention can also determine the speed and direction of travel of one's own and other boats and thus calculate their route in advance. With the help of the calculated routes ( FIG. 5), the vehicle control device then recognizes when its boat 47 is on a collision course 52 with another boat 53 . Now she defines a possible avoidance radius 50 for the current speed of the boat. This avoidance radius 50 corresponds to a safe radius r. How this is determined is already explained on p. 13. The vehicle control device automatically intervenes in the vehicle control 34 and brings the boat to the course of the avoidance radius 50 by actuating the steering 37, specifically while this avoidance course is still feasible with the necessary safety distance from the boat 53 .

Of course, instead of the vehicle controller 34 automatically intervening in the vehicle controller 34 , the latter can also warn the operator 32 by an acoustic or visual signal 33 while simultaneously displaying 33 the course with the avoidance radius 50 .

Optionally to the previous solution, the speed of one's own boat 47 can also be reduced in the event of an impending collision, so that a smaller avoidance radius 50 can be realized.

In contrast to water vehicles, aircraft do not move on the two-dimensional water surface, but in the three-dimensional air space. Nevertheless, the solution by the invention is basically the same. The just explained solution examples with watercraft also apply to aircraft with regard to the invention. In this case, the boats 47, 53, 41 in Fig. 5 and Fig. 6 for example. Planes and the shoal would be 43 could z. B. be a no-fly zone over a seed. In addition, aircraft do not capsize during incorrect maneuvers but fall. The parameters used are also different. These are z. For example: flight altitude, other road users, air humidity, air temperature, wind, air flow and parameters of the aircraft such as For example: aerodynamics, thrust, weight, permissible acceleration, center of gravity, tipping point and steerability.

As a rule, all parts of the invention are housed in the vehicle. With In terms of hardware cost savings, or one Weight saving is a vehicle control device advantageous whose System computer is outside (claim 11) of the vehicle. He can be in the GPS satellite or in a central one Traffic control center. From there, a system computer can do the job take on multiple vehicles to warn or control. The Data is transmitted, for example, by satellite or by radio.

Abbreviations

determined speed of the route section = V _i

energy-saving speed of the route section = V _energy

safe speed of the route section = _safety

Claims (12)

1. Vehicle control device for land, water or aircraft, with at least one means (e.g. GPS system = Global Positioning System) for recording current driving data of the vehicle, characterized in that I.) or II.), or both,

• 1. I.) at least one of the following speeds must be determined for the route:
  • a) Energy saving speeds.
  • b) safe speeds which take into account the position and speed of other road users and which prevents a collision with these road users.
  • c) safe speeds for driving through the route.
  and to compare this speed (s) from a) -c) with the actual vehicle speed and, if the speed is exceeded or undershot, to cause a warning by a display / signal ( 33 ), or to intervene in the vehicle control system ( 34 ), or both.
• 2. II.) For watercraft or aircraft for a speed of at least one of the following routes:
  • a) Energy-saving route (e.g. the shortest).
  • b) safe route, which takes into account the position and speed of other road users and which prevents a collision with these road users.
  • c) safe route for driving through the route
  and to compare this determined route (s) from a) -c) with the actual vehicle position and, in the event of a deviation therefrom, to cause a warning by a display / signal ( 33 ), or an intervention in the vehicle control system ( 34 ), or both .

2. Vehicle control device according to claim 1, characterized in that that the speeds I.) a) are determined with respect to the Vehicle control device predetermined travel time. 3. Vehicle control device according to claim 1, characterized in that that from at least two of the determined speeds I.) a) -c) the smallest is selected, then the actual one Vehicle speed is compared. 4. Vehicle control device according to claim 1, characterized in that that from at least two of the determined routes II.) a) -c) one is selected, with which the actual vehicle position is compared. 5. Vehicle control device according to claim 1, characterized in that constantly changing or new parameters such. B. Speed limits, traffic light switching phases, weather conditions, Position data of other road users and Geography changes, externally or internally, or be updated and to determine the speeds I.) a) -c) and / or routes II.) a) -c) are used. 6. Vehicle control device according to claim 1, characterized in that at least one of the following parameters contribute to the calculation of the speeds of a watercraft. The parameters are: centrifugal force, water density, water depth, wave height, wind, water flow, water temperature, water displacement, water resistance coefficient, parameters of the watercraft such as B .:
Draft, center of gravity, braking deceleration of the watercraft, engine braking deceleration of the watercraft, traction, tendency to oversteer or understeer, tipping point, maneuverability. 7. Vehicle control device according to claim 1, characterized in that a plurality of road users exchange their position and / or other data with one another, and / or forward them to a central system or central traffic control center ( 31 ) in order to determine the speeds I.) a) -c) and / or routes II.) a) -c) and / or the route assessment and / or the traffic management. 8. Vehicle control device according to claim 1, characterized in that a central vehicle control device or one of the vehicle control devices in the vehicles decides in which of the vehicles concerned the vehicle driver is informed and / or warned by a display or a signal ( 33 ), and / or in which of the vehicles the vehicle control ( 34 ) is intervened to avoid a collision. 9. Vehicle control device according to claim 1, characterized in that the displays or signals ( 33 ) (z. B. speed differences) are projected into a helmet visor. 10. Vehicle control device according to claim 1, characterized in that the GPS system ( 29 ) is housed in a portable system (z. B. mobile phone, hiking GPS system) that communicates with the system computer. 11. Vehicle control device according to claim 1, characterized characterized that the system computer of Vehicle control device is spatially separated from the vehicle, but a Data exchange with the other parts of the vehicle control device, that are in the vehicle takes place. 12. Vehicle control device according to claim 1, characterized in that that the route is changed by the vehicle control device.