A vehicle-road collaborative energy feeding method for speed bump conditions in a connected vehicle environment

Abstract

The present invention provides a vehicle-road collaborative energy feeding method for speed bump working condition in a vehicle networking environment. In the automatic driving mode of speed bump working condition, when the vehicle passes through a fixed position P0, the vehicle travels at a constant speed, t s After a certain time, braking is performed at a deceleration of 0.1g. After switching to manual driving mode, the ECU feeds back the optimal vehicle speed and braking deceleration to the driver, who then controls the brake pedal force to achieve the optimal speed and braking deceleration. By establishing a fitness function that integrates the vehicle's dynamic performance and energy recovery performance, and using the minimum fitness function as the optimization criterion, the optimal speed for the vehicle passing through the electromagnetic speed bump is obtained, and the optimal speed is then determined from the optimized speed. The braking deceleration is determined based on the relationship between the actual distance from the vehicle to the electromagnetic speed bump and the ideal braking distance and critical braking distance. This invention achieves optimal vehicle-road collaborative energy feedback.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle-road vibration energy recovery, and in particular to a vehicle-road collaborative energy feeding method for speed bump working conditions in a connected vehicle environment. Background Art

[0002] With the rapid development of science and technology, the number of cars on the road is increasing, and energy and environmental pollution are becoming increasingly serious. Vehicles have become the most commonly used means of transportation for people to travel and transport goods. While they bring convenience to people, they also bring about emission pollution and energy loss.

[0003] Electrification, low carbonization, energy conservation, intelligence, and connectivity have become inevitable trends in automotive development. In terms of energy and power, countries around the world have accelerated the research and development of new energy vehicles and introduced relevant policies. New energy vehicles, such as pure electric vehicles, fuel cell electric vehicles, and hybrid vehicles, that utilize alternative energy sources are experiencing rapid development. Regarding energy-saving technologies, brake energy recovery technology, which recovers energy during braking and uses electromagnetic force for braking, can increase vehicle power utilization by 10%-20%. Energy-regenerating suspension technology, which recovers, stores, and utilizes vehicle vibration energy, can significantly improve vehicle energy efficiency, reduce energy burdens, and enhance overall vehicle performance.

[0004] On the other hand, roads are a vital part of transportation. If road energy can be recycled, it will be beneficial to reducing the energy consumption of transportation system equipment. Road energy comes from two sources: solar radiation energy and the mechanical energy of moving vehicles. Recycling solar radiation energy is very difficult, but the latter can be achieved in certain places. In some public places, such as schools, residential areas, streets, and highway entrances and exits, speed bumps are mostly installed to limit vehicle speeds and reduce the occurrence of traffic accidents. Speed ​​bumps are very common and widely deployed road facilities. If the impact energy of vehicles passing over speed bumps can be recycled, the energy savings of the entire transportation system will be very significant, and the energy consumption of electronic equipment on transportation roads can be effectively reduced.

[0005] Currently, few studies have focused on vehicle energy recovery technology specifically for speed bumps. Furthermore, road energy recovery technology, particularly for speed bumps, is virtually nonexistent. In the context of the growing connected vehicle environment, achieving optimal control of vehicle-road collaborative energy recovery urgently requires theoretical guidance and technical solutions. Summary of the Invention

[0006] In response to the shortcomings in the existing technology, the present invention provides a vehicle-road collaborative energy feeding method for speed bump conditions in a connected vehicle environment. Based on vehicle-to-object and vehicle-to-vehicle information communication in the connected vehicle environment, the optimal speed and braking deceleration of the vehicle when passing the speed bump are determined to achieve optimal vehicle-road collaborative energy feeding.

[0007] The present invention achieves the above technical objectives through the following technical means.

[0008] A vehicle-road collaborative energy feeding method for speed bump conditions in a connected vehicle environment, specifically:

[0009] When the vehicle receives the actual distance l from the fixed position P0 to the electromagnetic speed bump, it switches to the speed bump automatic driving mode. When passing P0, the vehicle travels at a constant speed of v0. s After the time has passed, brake at a deceleration of 0.1g;

[0010] described Where v0 is the initial speed of the vehicle, braking distance g is the acceleration of gravity, z is the braking intensity, and the optimal speed for passing the electromagnetic speed bump is v e =[v b ,v l ] min , v l is the maximum speed of the vehicle passing the speed bump section, v b It is the optimized speed of a vehicle passing through an electromagnetic speed bump, considering its comprehensive dynamic performance and energy recovery performance;

[0011] The v b The acquisition process is:

[0012] Establish a fitness function that integrates the vehicle body vertical acceleration, pitch angular acceleration, wheel dynamic load, vehicle linear motor induced electromotive force, and electromagnetic speed reduction belt linear motor induced electromotive force:

[0013]

[0014] Among them, A a 、A t 、A s 、A e1 、A e2 are the values ​​of vehicle body vertical acceleration, pitch angular acceleration, wheel dynamic load, vehicle linear motor induced electromotive force and electromagnetic speed reduction belt linear motor induced electromotive force, m a 、m t 、m s 、m e1 、m e2are the minimum values ​​of the vehicle body vertical acceleration, pitch angular acceleration, wheel dynamic load, vehicle linear motor induced electromotive force and electromagnetic speed reduction belt linear motor induced electromotive force, respectively. i is the weighting coefficient, i=0,1…,4;

[0015] Taking the minimum fitness function as the optimization condition, the optimal speed v of the vehicle passing through the electromagnetic speed bump is obtained b .

[0016] Furthermore, the minimum value is determined by the changing trends of the vehicle body vertical acceleration, pitch angular acceleration, wheel dynamic load, vehicle linear motor induced electromotive force and peak value of electromagnetic speed bump linear motor induced electromotive force with respect to the driving speed through the electromagnetic speed bump; the changing trend is obtained by establishing a vehicle-electromagnetic speed bump coupling dynamic model.

[0017] Furthermore, the contact process between the vehicle and the electromagnetic speed bump is divided into four states: driving in, top, driving off and recovery. The vehicle-electromagnetic speed bump coupling dynamic model is given by the vertical displacement x of the contact point between the wheel and the electromagnetic speed bump. t About the vertical displacement x of the speed bump shell b The expressions of are used to decouple the displacement and velocity of the four states.

[0018] Furthermore, when in the driving state, the displacement and speed of the contact point between the wheel and the electromagnetic speed bump are:

[0019]

[0020] Where v represents the speed of the vehicle when it passes through the electromagnetic speed bump, t represents the driving time when the wheel contacts the electromagnetic speed bump, h represents the height of the equilateral trapezoidal section of the speed bump shell, and β represents the angle between the hypotenuse of the equilateral trapezoidal section and the horizontal plane.

[0021] When in the top state, the displacement and velocity of the contact point between the wheel and the electromagnetic speed bump are:

[0022]

[0023] Where: d represents the length of the upper side of the equilateral trapezoidal section;

[0024] When the vehicle is in the driving-off state, the displacement and velocity of the contact point between the wheel and the electromagnetic speed bump are:

[0025]

[0026] When the wheel leaves the speed bump and enters the recovery state, the displacement and speed of the contact point between the wheel and the electromagnetic speed bump are zero:

[0027]

[0028] Where: f represents the length of the lower side of the equilateral trapezoidal section.

[0029] Furthermore, the automatic driving mode for speed bump conditions can be switched to manual driving mode. After switching, the ECU feeds back the optimal vehicle speed and braking deceleration to the driver, and the driver controls the brake pedal force to achieve the optimal vehicle speed and braking deceleration.

[0030] Furthermore, the optimal vehicle speed is v e =[v b ,v l ] min , v l is the maximum speed of the vehicle passing the speed bump section, v b It is the optimized speed of a vehicle passing through an electromagnetic speed bump based on comprehensive dynamic performance and energy recovery performance.

[0031] Furthermore, the braking deceleration is:

[0032] When the actual distance s between the vehicle and the electromagnetic speed bump r Greater than or equal to the ideal braking distance s i When , the current vehicle speed remains unchanged and the braking deceleration is 0;

[0033] When the actual distance s between the vehicle and the electromagnetic speed bump r Greater than critical braking distance s m When the braking distance is less than the ideal braking distance s i When a z Braking is performed at a braking deceleration rate;

[0034] When the actual distance s between the vehicle and the electromagnetic speed bump r Less than critical braking distance s m When braking, the vehicle is braked at a deceleration of 0.4g.

[0035] Furthermore, the Wherein τ′2 is the brake pedal clearance compensation time, τ″2 is the braking force growth time; described

[0036] The beneficial effects of the present invention are:

[0037] (1) The present invention designs an automatic driving mode and a manual driving mode for a vehicle passing through a speed bump under a vehicle networking environment. In the automatic driving mode for a speed bump, when passing through a fixed position P0, the vehicle travels at a constant speed, t sAfter a certain time, the vehicle brakes at a deceleration of 0.1g. After switching to manual driving mode, the ECU feeds back the optimal vehicle speed and deceleration to the driver, who then controls the brake pedal force to achieve the optimal speed and deceleration. These two driving modes can achieve optimal energy recovery coordination between the vehicle and the electromagnetic speed bump.

[0038] (2) The present invention adopts a comprehensive consideration of the dynamic performance indicators including the vertical acceleration of the vehicle body, the pitch angular acceleration, and the dynamic load of the wheels, and the energy recovery indicators including the induced electromotive force of the vehicle linear motor and the induced electromotive force of the electromagnetic speed bump linear motor. The dynamic performance indicators and the energy recovery indicators are used as optimization conditions to obtain the optimized speed of the vehicle passing through the electromagnetic speed bump. The optimal speed of passing through the electromagnetic speed bump is then determined based on the optimized speed. This method can achieve the coordinated energy recovery between the vehicle and the electromagnetic speed bump while ensuring the dynamic performance of the vehicle passing through the electromagnetic speed bump.

[0039] (3) The braking deceleration in the manual driving mode of the present invention is determined based on the relationship between the actual distance from the vehicle to the electromagnetic speed bump and the ideal braking distance and the critical braking distance, so as to coordinate the contradictory relationship between energy recovery and braking comfort; when the vehicle starts braking before the ideal braking distance, the energy recovery effect of the vehicle and the electromagnetic speed bump is ideal, and the comfort during braking is good; when the vehicle brakes between the ideal braking distance and the critical braking distance, the energy recovery of the vehicle and the electromagnetic speed bump is poor, and there is a certain degree of comfort during braking; when the vehicle brakes after the critical braking distance, the main purpose is to ensure braking comfort, and the energy recovery of the vehicle and the electromagnetic speed bump is the worst. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 Schematic diagram of the vehicle-road cooperative energy feeding system for speed bump working conditions in the vehicle networking environment of the present invention;

[0041] Figure 2 This is a schematic diagram of the vehicle-road collaborative energy feeding principle for speed bump conditions in the connected vehicle environment of the present invention;

[0042] Figure 3 This is a diagram of the vehicle-electromagnetic speed bump coupling dynamics model of the present invention;

[0043] FIG4( a ) is a diagram showing the vehicle entering the electromagnetic speed bump during contact with the vehicle according to the present invention;

[0044] FIG4( b ) is a top state diagram of the vehicle in contact with the electromagnetic speed bump according to the present invention;

[0045] FIG4( c ) is a diagram showing the exit state of the vehicle during the contact process with the electromagnetic speed bump according to the present invention;

[0046] FIG4( d ) is a diagram showing the recovery state of the vehicle in the contact process with the electromagnetic speed bump according to the present invention.

[0047] FIG5( a ) is a diagram showing a trend of a vehicle body acceleration peak value according to the present invention;

[0048] FIG5( b ) is a graph showing a change trend of the peak value of the pitch angular acceleration according to the present invention;

[0049] FIG5( c ) is a graph showing the peak value variation trend of the wheel dynamic load according to the present invention;

[0050] FIG6( a ) is a graph showing a peak value variation trend of the induced electromotive force of the vehicle linear motor according to the present invention;

[0051] FIG6( b ) is a graph showing a trend of changes in the peak value of the induced electromotive force of the linear motor of the electromagnetic speed reduction belt according to the present invention;

[0052] In the figure: 1. Linear motor energy-feeding suspension system, 2. Regenerative braking system, 3. Speed ​​bump housing, 4. Spring, 5. Damper, 6. Linear motor, 7. Electromagnetic speed bump communication module, 8. Road distance communication module, 9. Vehicle communication module. DETAILED DESCRIPTION

[0053] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but the protection scope of the present invention is not limited thereto.

[0054] like Figure 1 As shown, a vehicle-road collaborative energy feeding system for speed bump working conditions in a vehicle networking environment includes a vehicle with a linear motor energy feeding suspension system 1 and a regenerative braking system 2 and an electromagnetic speed bump. The suspension vibration energy recovery device 1 and the braking energy recovery device 2 are existing technologies and are not described here in detail. The electromagnetic speed bump is composed of a speed bump housing 3, a spring 4, a damper 5 and a linear motor 6. The damper 5 and the linear motor 6 are arranged in the ground directly below the speed bump housing 3, and a spring 4 is provided on the damper 5. The linear motor 6 in the present invention has an energy recovery function.

[0055] Vehicles and roads in the Internet of Vehicles environment are equipped with communication modules with information interaction functions, specifically involving the electromagnetic speed bump communication module 7, the road distance communication module 8 and the vehicle communication module 9. The vehicle communication module 9 is set on each vehicle in the Internet of Vehicles environment; the electromagnetic speed bump communication module 7 is provided with the equilateral trapezoidal cross-sectional shape of the speed bump shell 3, the trapezoidal cross-sectional height h, the upper side length d of the trapezoidal cross-sectional length d, the lower side length f of the trapezoidal cross-sectional length and the angle β between the hypotenuse of the trapezoidal cross-sectional area and the horizontal plane, and the electromagnetic speed bump communication module 7 outputs the above data information; a road distance communication module 8 is provided at a fixed position P0, and the road distance communication module 8 outputs the actual distance l from P0 to the electromagnetic speed bump; the vehicle communication module 9 receives the data information output by the electromagnetic speed bump communication module 7 and the road distance communication module 8, and can output the data information to other vehicles.

[0056] like Figure 2 As shown, after the vehicle receives the information output by the road distance communication module 8, the vehicle ECU will switch the vehicle driving mode to the speed bump working condition automatic driving mode. In the speed bump working condition automatic driving mode, the vehicle speed and yaw angle are completely controlled by the ECU. The speed bump working condition automatic driving mode can be manually interrupted to switch to the manual driving mode. After switching, the ECU will feed back the current optimal vehicle speed and braking deceleration to the driver, and the driver can control the brake pedal force to achieve the optimal vehicle speed and braking deceleration.

[0057] The specific vehicle control strategy in the automatic driving mode for speed bump conditions is as follows:

[0058] Step 1: Determine the optimal speed for the vehicle to pass through the electromagnetic speed bump

[0059] By constructing a vehicle-electromagnetic speed bump coupling dynamic model ( Figure 3 ), obtain the vehicle's dynamic performance indicators including body acceleration, pitch angular acceleration, and wheel dynamic load, as well as the peak value of energy recovery performance indicators including vehicle suspension induced electromotive force and speed bump induced electromotive force, with respect to the changing trend of the vehicle speed when passing through the electromagnetic speed bump, and use the optimization algorithm to obtain the optimal vehicle speed v for the vehicle with comprehensive dynamic performance and energy recovery performance when passing through the electromagnetic speed bump b ;

[0060] And determine the optimal speed for passing the electromagnetic speed bump is v e =[v b ,v l ] min , where v l The maximum speed limit for vehicles passing the speed bump section. If there is no speed limit, v l =∞.

[0061] Step 2: Determine the optimal braking time for the vehicle

[0062] Regenerative braking system 2 uses the optimal energy recovery braking strategy (existing technology) and sets the braking intensity z = 0.1 as a light braking intensity. At this braking intensity, the vehicle has good comfort and strong braking stability. The braking torque is provided by the front axle hub motor, which has maximum regenerative efficiency. The braking distance at light braking intensity is:

[0063]

[0064] Where v0 is the initial velocity of the vehicle, g is the acceleration due to gravity;

[0065] When the vehicle is at the braking distance s, it is the optimal braking time point.

[0066] Step 3: Determine the vehicle's uniform speed travel time

[0067] After the vehicle passes P0, it maintains its current speed and travels at a constant speed until it reaches a distance s from the electromagnetic speed bump. The time it takes to travel at a constant speed is:

[0068]

[0069] Therefore, the specific driving behavior of the speed bump automatic driving mode is as follows: the vehicle automatically switches to the speed bump automatic driving mode. When passing through P0, the current power output torque is controlled to remain unchanged, and the vehicle travels at a constant speed of v0. s After a certain time, the vehicle brakes at a deceleration of 0.1g.

[0070] The vehicle control strategy in manual driving mode is:

[0071] Step 1: Determine the optimal speed for the vehicle to pass through the electromagnetic speed bump

[0072] Step 1 of the speed bump automatic driving control strategy in the speed bump automatic driving mode will not be repeated here.

[0073] Step 2: Determine the optimal braking time for the vehicle

[0074] Regenerative braking system 2 adopts the optimal energy recovery braking strategy and sets a light braking intensity of z = 0.1. The ideal braking distance is calculated as follows:

[0075]

[0076] Wherein, τ′2 is the brake pedal clearance compensation time, τ″2 is the braking force growth time, and τ′2 and τ″2 are set by those skilled in the art based on experience;

[0077] When the vehicle is at the ideal braking distance s i The optimal braking time point is .

[0078] Step 3: When the ideal braking distance s i Less than or equal to the actual distance s between the current vehicle and the electromagnetic speed bump r When , calculate the vehicle's uniform speed driving time, the calculation formula is:

[0079]

[0080] When the ideal braking distance s i Greater than the actual distance s between the current vehicle and the electromagnetic speed bump r When braking is performed directly, the calculation formula for braking deceleration is:

[0081]

[0082] Step 4: Setting the maximum braking deceleration

[0083] When the vehicle's braking deceleration is greater than 0.4g, the human body will feel obvious discomfort and the vehicle's brakes will be severely damaged. The maximum braking deceleration of the vehicle is set to 0.4g. The braking distance under this braking deceleration (critical braking distance) is:

[0084]

[0085] In manual driving mode, the braking deceleration information fed back to the driver by the ECU is: when the actual distance s from the vehicle to the electromagnetic speed bump is r Greater than or equal to the ideal braking distance s i It is recommended to keep the current speed unchanged and the braking deceleration to 0; when the actual distance s from the vehicle to the electromagnetic speed bump r Greater than critical braking distance s m When the braking distance is less than the ideal braking distance s i It is recommended to use a z Braking is performed at the braking deceleration; when the actual distance s between the vehicle and the electromagnetic speed bump is r Less than critical braking distance s m It is recommended to brake at a deceleration of 0.4g. At this time, the vehicle cannot pass the electromagnetic speed bump at the optimal speed.

[0086] Vehicle-electromagnetic speed bump coupling dynamic model Figure 3 As shown, taking the front wheel driving over the electromagnetic speed bump as an example, the coupled dynamics model is a five-degree-of-freedom half-vehicle dynamics model, which includes the sprung mass m s , front and rear unsprung masses m u1 and m u2 , electromagnetic speed bump shell mass m b , vehicle body pitch angle θ, vehicle body pitch moment of inertia I θ , vertical displacement of the sprung mass x s, the vertical displacement of the front and rear suspension connection points of the vehicle body x s1 and x s2 , vertical displacement of front and rear unsprung masses x u1 and x u2 , the vertical displacement x of the contact point between the front and rear wheels and the road t1 and x t2 , the stiffness coefficient k of the front and rear suspension s1 and k s2 , the damping coefficients c1 and c2 of the front and rear suspensions, and the stiffness coefficient k of the tires t , vertical displacement x of electromagnetic speed bump shell b , spring 4 stiffness coefficient k b , the damping coefficient c of damper 5 b , the damping coefficient c of the linear motor 6 e , the distances a and b from the front and rear suspensions to the center of mass of the vehicle body. The dynamic equations of the vehicle-electromagnetic speed bump coupled dynamic model are as follows:

[0087]

[0088] The contact process between the vehicle and the electromagnetic speed bump is divided into four states: driving in, top, driving out and recovery, as shown in Figure 4 (a), (b), (c), (d). The vehicle-electromagnetic speed bump coupling dynamic model is given by the vertical displacement x of the contact point between the wheel and the electromagnetic speed bump. t About the vertical displacement x of the speed bump shell b The vertical displacement x of the electromagnetic speed bump shell is b If there is a maximum displacement limit x bmax , when x b Greater than or equal to x bmax When the displacement of the contact point between the wheel and the electromagnetic speed bump is x bmax 、Speed ​​is zero:

[0089]

[0090] When in the driving state, the displacement and velocity of the contact point between the wheel and the electromagnetic speed bump are expressed as:

[0091]

[0092] When in the top state, the displacement and velocity of the contact point between the wheel and the electromagnetic speed bump are expressed as:

[0093]

[0094] When the vehicle is in the driving-off state, the displacement and velocity of the contact point between the wheel and the electromagnetic speed bump are expressed as:

[0095]

[0096] When the wheel leaves the speed bump and enters the recovery state, the displacement and speed of the contact point between the wheel and the electromagnetic speed bump are zero:

[0097]

[0098] In the above expression, v represents the speed of the vehicle when it passes through the electromagnetic speed bump, and t represents the driving time when the wheel contacts the electromagnetic speed bump;

[0099] When the wheel leaves the speed bump, the dynamic equation of the electromagnetic speed bump is rewritten as:

[0100]

[0101] The induced electromotive force generated by the vehicle linear motor type energy-feeding suspension system 1 is related to the suspension speed, and its expression can be expressed as:

[0102]

[0103] Where: k es is the induced electromotive force coefficient of the vehicle suspension linear motor.

[0104] The induced electromotive force generated by the electromagnetic speed reduction belt linear motor is related to the speed of the electromagnetic speed reduction belt shell, and its expression can be expressed as:

[0105]

[0106] Where: k eb is the induced electromotive force coefficient of the linear motor 6.

[0107] From the above formula, we can know that the vertical displacement x of the contact point between the wheel and the electromagnetic speed bump is t , vertical displacement of electromagnetic speed bump shell x b It is related to the vehicle's driving speed v when passing through the electromagnetic speed bump, that is, the vehicle's driving speed v when passing through the electromagnetic speed bump is the excitation input of the vehicle-electromagnetic speed bump coupling system. When the vehicle's driving speed v when passing through the electromagnetic speed bump is given, the vehicle body pitch angle θ, the vertical displacement x of the sprung mass can be obtained. s , the vertical displacement of the front and rear suspension connection points of the vehicle body x s1 and x s2 , vertical displacement of front and rear unsprung masses x u1 and x u2 , the vertical displacement x of the contact point between the front and rear wheels and the road t1 and x t2 All system state variables, including the dynamics equation and the induced electromotive force equation, are further used to obtain the dynamics performance index: vehicle body acceleration Pitch acceleration Wheel dynamic load And energy recovery performance indicators: vehicle suspension linear motor induced electromotive force E s , Electromagnetic speed reduction belt linear motor induced electromotive force E b The peak value of the vehicle is related to the changing trend of the vehicle speed v when passing through the electromagnetic speed bump.

[0108] m s =610.5,m u1 =21.84,m u2 =21.84, a=1.21, b=1.52, I θ =1855.6, k s1 =17000,k s2 =17000,k t =250000, c1=1500, c2=1500, m b =50,k b =5000,c b =1000, c e =100, h=0.10, d=0.08, f=0.426, β=30, l=500 as an example, the vehicle is a hub motor driven electric vehicle, adopts a linear motor electromagnetic suspension, and has the functions of braking energy recovery and vibration energy recovery; according to the coupled dynamic model of the vehicle-electromagnetic speed bump and the expression of the induced electromotive force of the linear motor, the changing trends of the peak vertical acceleration of the vehicle body with respect to the speed of the vehicle passing through the electromagnetic speed bump, the changing trends of the peak pitch acceleration with respect to the speed of the vehicle passing through the electromagnetic speed bump, and the changing trends of the peak wheel dynamic load with respect to the speed of the vehicle passing through the electromagnetic speed bump are obtained, as shown in Figures 5(a), (b), and (c), respectively; the changing trends of the peak induced electromotive force of the vehicle linear motor with respect to the speed of the vehicle passing through the electromagnetic speed bump and the changing trends of the peak induced electromotive force of the electromagnetic speed bump linear motor with respect to the speed of the vehicle passing through the electromagnetic speed bump are obtained, as shown in Figures 6(a) and (b), respectively.

[0109] Furthermore, the particle swarm optimization algorithm is selected to optimize the speed. A fitness function is established that integrates the vertical acceleration of the vehicle body, the pitch angular acceleration, the dynamic load of the wheels, the induced electromotive force of the vehicle linear motor, and the induced electromotive force of the electromagnetic speed reducer linear motor:

[0110]

[0111] Among them, A a 、A t 、A s 、A e1 、A e2are the vehicle body vertical acceleration, pitch angular acceleration, wheel dynamic load, vehicle linear motor induced electromotive force and electromagnetic speed bump linear motor induced electromotive force (determined by a certain speed of the vehicle passing through the electromagnetic speed bump); m a 、m t 、m s 、m e1 、m e2 are the minimum values ​​of the vehicle body vertical acceleration, pitch angular acceleration, wheel dynamic load, vehicle linear motor induced electromotive force and electromagnetic speed reduction belt linear motor induced electromotive force (determined by the change trend); a i is the weighting coefficient, given a i is 0.2, i=0,1…,4; the optimization object is the vehicle speed, so the particle dimension is determined to be 1 dimension, the particle swarm size is determined to be 40, the two learning factors are set to 2, the inertia weight is set to 0.5, the number of iterations is 500, and the minimum fitness function is used as the optimization condition. The optimal speed of the vehicle passing through the electromagnetic speed bump is v b =18.5km / h (assuming no speed limit, v l =∞, that is, the optimal speed for passing the electromagnetic speed bump is v e =18.5km / h). Assuming the driver does not intervene, the vehicle is in automatic driving mode under speed bump conditions. When the vehicle's initial speed v0 is 60km / h, The result is s=126m.

[0112] The leading vehicle receives the data signal, and the ECU calculates the optimal vehicle speed and optimal braking time. When the vehicle passes P0, it travels at a constant speed of 60 km / h. Then, it goes to a point 126m away from the speed bump, brakes at a deceleration of 0.1g, and passes the speed bump at a speed of 18.5km / h (assuming there is no clear maximum speed limit setting). At this time, the optimal energy feeding of the vehicle-road collaboration taking into account the vehicle dynamics performance can be achieved.

[0113] The leading vehicle can transmit speed bump information to the following vehicle. The following vehicle calculates the braking distance s based on its own parameters and transmits the information to the following vehicle again, thus forming a traffic vehicle queue with optimal energy feedback through vehicle-road collaboration.

[0114] The embodiments described are preferred implementations of the present invention, but the present invention is not limited to the above implementations. Any obvious improvements, substitutions or modifications that can be made by those skilled in the art without departing from the essence of the present invention are within the scope of protection of the present invention.

Claims

1. A vehicle-road collaborative energy feeding method for speed bump conditions in a connected vehicle environment, characterized by: When the vehicle receives the actual distance l from the fixed position P0 to the electromagnetic speed bump, it switches to the speed bump automatic driving mode. When passing P0, the vehicle travels at a constant speed of v0. s After the time has passed, brake at a deceleration of 0.1g; described Where v0 is the initial speed of the vehicle, braking distance g is the acceleration of gravity, z is the braking intensity, and the optimal speed for passing the electromagnetic speed bump is v e =[v b ,v l ] min , v l is the maximum speed of the vehicle passing the speed bump section, v b It is the optimized speed of a vehicle passing through an electromagnetic speed bump, considering its comprehensive dynamic performance and energy recovery performance; The v b The acquisition process is: Establish a fitness function that integrates the vehicle body vertical acceleration, pitch angular acceleration, wheel dynamic load, vehicle linear motor induced electromotive force, and electromagnetic speed reduction belt linear motor induced electromotive force: Among them, A a 、A t 、A s 、A e1 、A e2 are the values ​​of vehicle body vertical acceleration, pitch angular acceleration, wheel dynamic load, vehicle linear motor induced electromotive force and electromagnetic speed reduction belt linear motor induced electromotive force, m a 、m t 、m s 、m e1 、m e2 are the minimum values ​​of the vehicle body vertical acceleration, pitch angular acceleration, wheel dynamic load, vehicle linear motor induced electromotive force and electromagnetic speed reduction belt linear motor induced electromotive force, respectively. i is the weighting coefficient, i=0,1…,4; Taking the minimum fitness function as the optimization condition, the optimal speed v of the vehicle passing through the electromagnetic speed bump is obtained b ; The minimum value is determined by the change trends of the vehicle body vertical acceleration, pitch angular acceleration, wheel dynamic load, the vehicle linear motor induced electromotive force, and the peak value of the electromagnetic speed bump linear motor induced electromotive force with respect to the vehicle speed when passing through the electromagnetic speed bump; the change trends are obtained by establishing a vehicle-electromagnetic speed bump coupled dynamic model; The contact process between the vehicle and the electromagnetic speed bump is divided into four states: driving in, top, driving off and recovering. The vehicle-electromagnetic speed bump coupling dynamic model is given by the vertical displacement x of the contact point between the wheel and the electromagnetic speed bump. t About the vertical displacement x of the speed bump shell b The expressions of are used to decouple the displacement and velocity of the four states.

2. The vehicle-road collaborative energy feeding method for speed bump conditions in a connected vehicle environment according to claim 1, characterized in that: When in the driving state, the displacement and velocity of the contact point between the wheel and the electromagnetic speed bump are: Where v represents the speed of the vehicle when it passes through the electromagnetic speed bump, t represents the driving time when the wheel contacts the electromagnetic speed bump, h represents the height of the equilateral trapezoidal section of the speed bump shell, and β represents the angle between the hypotenuse of the equilateral trapezoidal section and the horizontal plane. When in the top state, the displacement and velocity of the contact point between the wheel and the electromagnetic speed bump are: Where: d represents the length of the upper side of the equilateral trapezoidal section; When the vehicle is in the driving-off state, the displacement and velocity of the contact point between the wheel and the electromagnetic speed bump are: When the wheel leaves the speed bump and enters the recovery state, the displacement and speed of the contact point between the wheel and the electromagnetic speed bump are zero: Where: f represents the length of the lower side of the equilateral trapezoidal section.

3. The vehicle-road collaborative energy feeding method for speed bump conditions in a connected vehicle environment according to claim 1, characterized in that: The automatic driving mode for speed bump conditions can be switched to manual driving mode. After switching, the ECU feeds back the optimal vehicle speed and braking deceleration to the driver, and the driver controls the brake pedal force to achieve the optimal vehicle speed and braking deceleration.

4. The vehicle-road collaborative energy feeding method for speed bump conditions in a connected vehicle environment according to claim 3 is characterized in that: The optimal vehicle speed is v e =[v b ,v l ] min , v l is the maximum speed of the vehicle passing the speed bump section, v b It is the optimized speed of a vehicle passing through an electromagnetic speed bump based on comprehensive dynamic performance and energy recovery performance.

5. The vehicle-road collaborative energy feeding method for speed bump conditions in a connected vehicle environment according to claim 3 is characterized in that: The braking deceleration is: When the actual distance s between the vehicle and the electromagnetic speed bump r Greater than or equal to the ideal braking distance s i When , the current vehicle speed remains unchanged and the braking deceleration is 0; When the actual distance s between the vehicle and the electromagnetic speed bump r Greater than critical braking distance s m When the braking distance is less than the ideal braking distance s i When a z Braking is performed at a braking deceleration rate; When the actual distance s between the vehicle and the electromagnetic speed bump r Less than critical braking distance s m When braking, the vehicle is braked at a deceleration of 0.4g.

6. The vehicle-road collaborative energy feeding method for speed bump conditions in a connected vehicle environment according to claim 5 is characterized in that: described Wherein τ2′ is the brake pedal clearance compensation time, τ2″ is the braking force growth time; described

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