Methods, devices, equipment, and media for determining vehicle downhill speed

Abstract

This invention discloses a method, apparatus, device, and medium for determining the downhill speed of a vehicle, relating to the field of vehicle speed control technology. It includes: acquiring vehicle driving information and road information of the target downhill road; dividing the target downhill road into a first downhill road and a second downhill road, with the end point of the first downhill road being the start point of the second downhill road; recognizing that the vehicle's acceleration on the first downhill road differs from its acceleration on the second downhill road; calculating the first downhill length of the first downhill road and the turning speed of the vehicle at the end point of the first downhill road, with the goal of minimizing braking energy loss; and calculating the vehicle's acceleration and speed at multiple points on the target downhill road based on the first downhill length, turning speed, vehicle driving information, and road information of the target downhill road. This solution reduces braking energy loss due to air resistance and improves the braking energy recovery rate.

Description

Technical Field

[0001] This invention relates to the field of vehicle speed control technology, and in particular to a method, device, equipment, and medium for determining the downhill speed of a vehicle. Background Technology

[0002] More and more vehicles are now equipped with brake energy recovery systems to improve energy efficiency and reduce energy waste.

[0003] In existing technologies, the speed of the vehicle is mainly controlled by a preset downhill acceleration, which has the drawback of significant braking energy loss. Summary of the Invention

[0004] This invention provides a method, apparatus, equipment, and medium for determining the downhill speed of a vehicle, in order to improve the recovery rate of braking energy.

[0005] In a first aspect, embodiments of the present invention provide a method for determining the downhill speed of a vehicle, the method comprising:

[0006] Obtain vehicle driving information and road information for the target downhill road to be traveled;

[0007] The target downhill road is divided into a first downhill road and a second downhill road; the end of the first downhill road is the beginning of the second downhill road; the acceleration of the vehicle on the first downhill road is different from the acceleration of the vehicle on the second downhill road.

[0008] With the goal of minimizing braking energy loss, calculate the first downhill length of the first downhill road and the turning speed of the vehicle at the end of the first downhill road.

[0009] Based on the first downhill length of the first downhill road, the turning speed, the vehicle's driving information, and the road information of the target downhill road, calculate the vehicle's acceleration and speed at multiple locations on the target downhill road.

[0010] Secondly, embodiments of the present invention also provide a device for determining the downhill speed of a vehicle, the device comprising:

[0011] The information acquisition module is used to acquire the vehicle's driving information and the road information of the target downhill road to be driven.

[0012] The road division module is used to divide the target downhill road into a first downhill road and a second downhill road; the end of the first downhill road is the beginning of the second downhill road; the acceleration of the vehicle on the first downhill road is different from the acceleration of the vehicle on the second downhill road.

[0013] The length determination module is used to calculate the first downhill length of the first downhill road and the turning speed of the vehicle at the end of the first downhill road with the goal of minimizing the loss of braking energy.

[0014] The speed determination module is used to calculate the vehicle's acceleration and speed at multiple locations on the target downhill road based on the first downhill length, turning speed, vehicle driving information, and road information of the target downhill road.

[0015] Thirdly, embodiments of the present invention also provide an electronic device, the electronic device comprising:

[0016] At least one processor; and

[0017] A memory that is communicatively connected to at least one processor; wherein,

[0018] The memory stores a computer program that can be executed by at least one processor, such that the at least one processor is able to perform the method for determining the downhill speed of a vehicle according to any embodiment of the present invention.

[0019] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions that, when executed by a processor, implement the method for determining the downhill speed of a vehicle according to any embodiment of the present invention.

[0020] The technical solution of this invention involves acquiring vehicle driving information and road information of the target downhill road; dividing the target downhill road into a first downhill road and a second downhill road; the end point of the first downhill road is the starting point of the second downhill road; the vehicle's acceleration on the first downhill road is different from that on the second downhill road; calculating the first downhill length of the first downhill road and the turning speed of the vehicle at the end point of the first downhill road with the goal of minimizing braking energy loss; and calculating the vehicle's acceleration and speed at multiple locations on the target downhill road based on the first downhill length, turning speed, vehicle driving information, and road information of the target downhill road. The technical solution of this invention divides the target downhill road into a first downhill road and a second downhill road. By determining the length of the first downhill road and the turning speed at the end of the first downhill road, the vehicle speed in the first and second downhill roads is determined. This allows the vehicle speed in the first downhill road to be lower than the speed obtained by the prior art through the preset downhill acceleration method, thereby reducing the braking energy lost by the vehicle in the first downhill road. By driving the vehicle in the second downhill road, the vehicle speed at the end of the second downhill road can be restored to the speed when the vehicle freely descends to the end of the second downhill road without external control. This achieves a lower vehicle speed in the target downhill road than the speed obtained by the prior art through the preset downhill acceleration method without affecting the vehicle speed at the end of the target downhill road, thereby reducing the braking energy used to counteract air resistance in the target downhill road and improving the braking energy recovery rate.

[0021] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart of a method for determining the downhill speed of a vehicle according to Embodiment 1 of the present invention;

[0024] Figure 2 This is a flowchart of a method for determining the downhill speed of a vehicle according to Embodiment 2 of the present invention;

[0025] Figure 3 This is a structural diagram of a device for determining the downhill speed of a vehicle according to Embodiment 3 of the present invention;

[0026] Figure 4 This is a schematic diagram of the structure of an electronic device that implements the method for determining the downhill speed of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0028] It should be noted that the terms "first," "second," and "third," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] The acquisition, storage, and application of redirection request messages and other related technologies in the technical solutions of this invention comply with relevant laws and regulations and do not violate public order and good morals.

[0030] Example 1

[0031] Figure 1 This is a flowchart illustrating a method for determining the downhill speed of a vehicle according to Embodiment 1 of the present invention. This embodiment of the invention is applicable to determining the speed of a vehicle during a downhill process. The method can be executed by a device for determining the downhill speed of a vehicle, which can be implemented in hardware and / or software and can be configured in an electronic device, such as a vehicle controller.

[0032] See Figure 1 The method for determining the downhill speed of a vehicle, as shown, includes:

[0033] S101. Obtain vehicle driving information and road information of the target downhill road to be driven.

[0034] In this embodiment, the vehicle's driving information may include, but is not limited to, at least one of vehicle speed, vehicle acceleration, and vehicle position. Vehicle speed can be the speed of the vehicle at the starting point of the target downhill road. The target downhill road is the downhill road on which the vehicle is to travel. The road information of the target downhill road may include, but is not limited to, at least one of the following: the gradient of the target downhill road, the length of the target downhill road, and the road smoothness.

[0035] This invention does not limit the method of acquiring vehicle driving information and road information of the target downhill road. For example, vehicle driving information can be acquired from a navigation device; vehicle driving information can be collected by sensors; vehicle control information can be acquired from an onboard electronic control unit; road information of the target downhill road can be acquired from the navigation device; road information of the target downhill road can be acquired from other vehicles on the same road through an intelligent vehicle connectivity device; an image of the target downhill road can be acquired from an onboard camera, and road information of the target downhill road can be extracted from the image of the target downhill road.

[0036] In one optional embodiment, the vehicle's dynamic potential energy at the starting point of the target downhill road is determined based on the slope and length of the target downhill road; the vehicle's speed at the ending point of the target downhill road is determined based on the vehicle's dynamic potential energy at the starting point of the target downhill road, the vehicle's speed at the starting point of the target downhill road, and the vehicle's mass.

[0037] S102. Divide the target downhill road into a first downhill road and a second downhill road; the end point of the first downhill road is the beginning point of the second downhill road; the acceleration of the vehicle on the first downhill road is different from the acceleration of the vehicle on the second downhill road.

[0038] In this embodiment, the first downhill road can precede the second downhill road; that is, the starting point of the first downhill road is the starting point of the target downhill road, the ending point of the first downhill road is the starting point of the second downhill road, and the ending point of the second downhill road is the ending point of the target downhill road. In other words, the vehicle's speed at the starting point of the first downhill road is the same as its speed at the starting point of the target downhill road, and the vehicle's speed at the ending point of the second downhill road is the same as its speed at the ending point of the target downhill road. The vehicle's acceleration remains constant on the first downhill road, and the vehicle's acceleration remains constant on the second downhill road; however, the vehicle's acceleration on the first downhill road is different from its acceleration on the second downhill road.

[0039] S103. With the goal of minimizing the braking energy loss, calculate the first downhill length of the first downhill road and the turning speed of the vehicle at the end of the first downhill road.

[0040] In this embodiment, the first downhill length can be the length of the first downhill road. The turning speed is the speed of the vehicle when it is at the end of the first downhill road.

[0041] Optionally, with the goal of minimizing braking energy loss, calculate the alternative length of the first downhill road and the alternative vehicle speed at the end position of the first downhill road; verify the alternative length and alternative vehicle speed based on the length of the target downhill road, the first acceleration threshold, the second acceleration threshold, and the uniform acceleration of the vehicle in the target downhill road; if the verification result of the alternative length and alternative vehicle speed is a failure, update the alternative length and alternative vehicle speed with the goal of minimizing braking energy loss, and return to execute the step of verifying the alternative length and alternative vehicle speed based on the length of the target downhill road, the first acceleration threshold, the second acceleration threshold, and the uniform acceleration of the vehicle in the target downhill road; if the verification result of the first downhill length and the turning speed is a success, determine the alternative length as the first downhill length, determine the end position of the first downhill road, and determine the alternative vehicle speed as the turning speed.

[0042] The candidate length can be the calculated length of the first downhill road. The candidate speed can be the calculated speed of the vehicle at the end of the first downhill road. The uniform acceleration of the vehicle on the target downhill road can be the acceleration of the vehicle assuming uniform acceleration as it travels from the start to the end of the target downhill road. The first acceleration threshold and the second acceleration threshold can be set independently according to actual needs or practical experience, and this invention does not limit them.

[0043] In one optional embodiment, the candidate length and candidate speed are verified based on the length of the target downhill road, a first acceleration threshold, a second acceleration threshold, and the uniform acceleration of the vehicle during the target downhill process. This includes: verifying whether the candidate length is less than the length of the target downhill road; verifying whether the candidate acceleration of the vehicle on the first downhill road is greater than the first acceleration threshold and less than or equal to the uniform acceleration of the vehicle on the target downhill road; verifying whether the candidate acceleration of the vehicle on the second downhill road is greater than the uniform acceleration of the vehicle on the target downhill road and less than or equal to the second acceleration threshold; wherein the first acceleration threshold is less than the second acceleration threshold; if the candidate length is less than the length of the target downhill road, the candidate acceleration of the vehicle on the first downhill road is greater than the first acceleration threshold and less than or equal to the uniform acceleration of the target downhill road, and the candidate acceleration of the vehicle on the second downhill road is greater than the uniform acceleration and less than or equal to the second acceleration threshold, then the candidate length and candidate speed verification is deemed successful; otherwise, the candidate length and candidate speed verification fails.

[0044] Specifically, the alternative acceleration of the vehicle on the first downhill section can be determined based on the alternative length and the alternative speed. Similarly, the alternative acceleration of the vehicle on the second downhill section can be determined based on the alternative length and the alternative speed.

[0045] Specifically, the process involves determining a first alternative difference between the square of the candidate speed and the square of the vehicle's speed at the starting point of the first downhill road; determining a candidate acceleration of the vehicle on the first downhill road based on the first alternative difference and the candidate length; determining a second alternative difference between the square of the vehicle's speed at the ending point of the second downhill road and the square of the candidate speed; determining a candidate length difference between the length of the target downhill road and the candidate length; and determining a candidate acceleration of the vehicle on the second downhill road based on the second alternative difference and the candidate length difference.

[0046] S104. Based on the first downhill length of the first downhill road, the turning speed, the vehicle's driving information, and the road information of the target downhill road, calculate the vehicle's acceleration and speed at multiple locations on the target downhill road.

[0047] In this embodiment, the vehicle's acceleration on the target downhill road may include at least one of the vehicle's acceleration on the first downhill road and the vehicle's acceleration on the second downhill road. The location point refers to a point on the target downhill road, including points on the first and second downhill roads. The location and number of location points can be set independently by technicians based on actual needs or practical experience.

[0048] Optionally, based on the first downhill length of the first downhill road, the turning speed, the vehicle's driving information, and the road information of the target downhill road, the vehicle's acceleration on the target downhill road and its speed at multiple locations are calculated. This includes: determining the vehicle's acceleration on the first downhill road based on the initial downhill speed, turning speed, and first downhill length at the starting point of the first downhill road; and determining the vehicle's acceleration on the second downhill road based on the final downhill speed, the length of the target downhill road, the turning speed, and the first downhill length at the ending point of the second downhill road. For each location on the first downhill road, the vehicle's speed at that location is determined based on the initial downhill speed at the starting point of the first downhill road, the vehicle's acceleration on the first downhill road, and the road length between that location and the starting point of the first downhill road. For each location on the second downhill road, the vehicle's speed at that location is determined based on the turning speed, the first downhill length, the vehicle's acceleration on the second downhill road, and the road length between that location and the starting point of the first downhill road.

[0049] The initial downhill speed is the vehicle's speed at the starting point of the first downhill section. The final downhill speed is the vehicle's speed at the ending point of the second downhill section.

[0050] Specifically, determine the first speed difference between the square of the turning speed and the square of the initial downhill speed; based on the first speed difference and the first downhill length, determine the vehicle's acceleration on the first downhill section. For example, the vehicle's acceleration on the first downhill section can be determined using the following formula:

[0051] ;

[0052] Where a1 represents the vehicle's acceleration on the first downhill section; l represents the length of the first downhill section; v1 represents the initial downhill speed; and vz represents the turning speed.

[0053] Determine the second speed difference between the square of the end-downhill speed and the square of the turning speed; determine the length difference between the target downhill road length and the first downhill road length; based on the second speed difference and the length difference, determine the vehicle's acceleration on the second downhill road. For example, the vehicle's acceleration on the second downhill road can be determined using the following formula:

[0054] ;

[0055] Where a2 represents the vehicle's acceleration on the second downhill section; l represents the length of the first downhill section; L represents the length of the target downhill section; v2 represents the vehicle speed at the end of the downhill section; and vz represents the turning speed.

[0056] For each location point on the first downhill road, determine the road length between that location point and the starting point of the first downhill road; determine a first product between the road length at that location point and the vehicle's acceleration on the first downhill road; determine the vehicle's speed at that location point based on the first product and the square of the initial downhill velocity. For example, the vehicle's speed at a location point on the first downhill road can be determined using the following formula:

[0057] ;

[0058] Where vi represents the speed of the vehicle at position i on the first downhill road; a1 represents the acceleration of the vehicle on the first downhill road; xi represents the length of the first road between position i and the starting point of the first downhill road; and v1 represents the initial downhill speed.

[0059] For each location point on the second downhill road, determine the road length between that location point and the starting point of the first downhill road; determine the second product between that road length at that location point and the vehicle's acceleration on the second downhill road; determine the vehicle's speed at that location point based on the second product and the square of the turning velocity. For example, the vehicle's speed at a location point on the second downhill road can be determined using the following formula:

[0060] ;

[0061] Where vj represents the vehicle's speed at position j on the first downhill road; a2 represents the vehicle's acceleration on the second downhill road; xj represents the length of the first road between position j and the starting point of the first downhill road; v2 represents the turning speed; and l represents the length of the first downhill slope.

[0062] Understandably, by adopting the above technical solution, the vehicle's acceleration in the first and second downhill sections is determined, and based on this acceleration, the vehicle's speed at multiple points on the target downhill section is determined. This improves the accuracy of the vehicle's speed at each point, enabling the vehicle to automatically drive at the corresponding speed at each point, or reminding the driver to control the vehicle to drive at the corresponding speed at each point. This ensures that the vehicle speed during the target downhill process is lower than the speed obtained by the pre-set downhill acceleration method in existing technologies, thereby improving the recovery rate of braking energy.

[0063] This invention embodiment obtains vehicle driving information and road information of the target downhill road to be traveled; divides the target downhill road into a first downhill road and a second downhill road; the end point of the first downhill road is the starting point of the second downhill road; the vehicle's acceleration on the first downhill road is different from that on the second downhill road; with the goal of minimizing braking energy loss, the first downhill length of the first downhill road and the turning speed of the vehicle at the end position of the first downhill road are calculated; based on the first downhill length of the first downhill road, the turning speed, the vehicle driving information, and the road information of the target downhill road, the vehicle's acceleration and speed at multiple position points on the target downhill road are calculated. The technical solution of this invention divides the target downhill road into a first downhill road and a second downhill road. By determining the length of the first downhill road and the turning speed at the end of the first downhill road, the vehicle speed in the first and second downhill roads is determined. This allows the vehicle speed in the first downhill road to be lower than the speed obtained by the prior art through the preset downhill acceleration method, thereby reducing the braking energy lost by the vehicle in the first downhill road. By driving the vehicle in the second downhill road, the vehicle speed at the end of the second downhill road can be restored to the speed when the vehicle freely descends to the end of the second downhill road without external control. This achieves a lower vehicle speed in the target downhill road than the speed obtained by the prior art through the preset downhill acceleration method without affecting the vehicle speed at the end of the target downhill road, thereby reducing the braking energy used to counteract air resistance in the target downhill road and improving the braking energy recovery rate.

[0064] Example 2

[0065] Figure 2 This is a flowchart illustrating a method for determining a vehicle's downhill speed according to Embodiment 2 of the present invention. Based on the above embodiments, this embodiment optimizes and improves the determination of the first downhill length of the first downhill road and the turning speed of the vehicle at the end point of the first downhill road.

[0066] Furthermore, the calculation of "calculating the first downhill length of the first downhill road with the goal of minimizing braking energy loss, and the turning speed of the vehicle at the end of the first downhill road" is refined to "using the alternative length of the first downhill road and the alternative speed at the end of the first downhill road as parameters, and determining the braking energy lost by the vehicle on the first downhill road based on the initial downhill speed of the vehicle at the starting point of the first downhill road; using the alternative length of the first downhill road and the alternative speed at the end of the first downhill road as parameters, and determining the braking energy lost by the vehicle on the second downhill road based on the final downhill speed of the vehicle at the end of the second downhill road and the length of the target downhill road." The braking energy lost in the road; based on the braking energy lost by the vehicle in the first downhill road and the braking energy lost by the vehicle in the second downhill road, determine the braking energy lost by the vehicle in the target downhill road; adjust the alternative length and alternative speed until the braking energy lost by the vehicle in the target downhill road is minimized; determine the alternative length corresponding to the minimum braking energy loss as the first downhill length, and determine the alternative speed corresponding to the minimum braking energy loss as the turning speed, so as to improve the determination of the first downhill length of the first downhill road and the turning speed of the vehicle at the end position of the first downhill road.

[0067] It should be noted that for parts not described in detail in the embodiments of the present invention, please refer to the descriptions in other embodiments.

[0068] See Figure 2 The method for determining the downhill speed of a vehicle, as shown, includes:

[0069] S201. Obtain vehicle driving information and road information of the target downhill road to be driven.

[0070] S202. Divide the target downhill road into a first downhill road and a second downhill road; the end point of the first downhill road is the beginning point of the second downhill road; the acceleration of the vehicle on the first downhill road is different from the acceleration of the vehicle on the second downhill road.

[0071] S203. Using the alternative length of the first downhill road and the alternative speed at the end point as parameters, determine the braking energy lost by the vehicle on the first downhill road based on the initial downhill speed of the vehicle at the starting point of the first downhill road.

[0072] In this embodiment, the alternative length can be an alternative value for the length of the first downhill road. The alternative speed can be an alternative value for the speed at the end point of the first downhill road.

[0073] Optionally, using the alternative length of the first downhill road and the alternative speed at the end point as parameters, the braking energy lost by the vehicle on the first downhill road is determined based on the initial downhill speed at the starting point of the first downhill road. This includes: determining the average speed of the vehicle on the first downhill road based on the initial downhill speed and the alternative speed at the end point; and determining the braking energy lost by the vehicle on the first downhill road based on the average speed of the vehicle on the first downhill road and the alternative speed at the end point.

[0074] Understandably, by adopting the above technical solution, the braking energy lost by the vehicle on the first downhill road can be determined based on the vehicle's average speed on the first downhill road and the alternative speed at the end point. This can ensure the accuracy of the braking energy lost by the vehicle on the first downhill road while reducing computational complexity, thereby improving the efficiency of determining the length of the first downhill road and the turning speed.

[0075] S204. Using the alternative length of the first downhill road and the alternative speed at the end point as parameters, determine the braking energy lost by the vehicle on the second downhill road based on the vehicle's final downhill speed at the end point of the second downhill road and the length of the target downhill road.

[0076] Optionally, the average speed of the vehicle on the second downhill road is determined based on the end speed of the downhill section and the alternative speed at the endpoint; the length of the second downhill road is determined based on the length of the target downhill road and the alternative length of the first downhill road; and the braking energy lost by the vehicle on the second downhill road is determined based on the average speed of the vehicle on the second downhill road and the length of the second downhill road.

[0077] Understandably, by adopting the above technical solution, the braking energy lost by the vehicle on the second downhill road can be determined based on the vehicle's average speed and length on the second downhill road. This can ensure the accuracy of the braking energy lost by the vehicle on the second downhill road while reducing computational complexity, thereby improving the efficiency of determining the length of the first downhill road and the turning speed.

[0078] S205. Based on the braking energy lost by the vehicle on the first downhill road and the braking energy lost by the vehicle on the second downhill road, determine the braking energy lost by the vehicle on the target downhill road.

[0079] Specifically, the sum of the braking energy lost by the vehicle on the first downhill road and the braking energy lost by the vehicle on the second downhill road is taken as the braking energy lost by the vehicle on the target downhill road.

[0080] S206. Adjust the alternative length and alternative speed until the braking energy consumed by the vehicle on the target downhill road is minimized.

[0081] S207. The alternative length corresponding to the minimum braking energy loss is determined as the first downhill length, and the alternative speed corresponding to the minimum braking energy loss is determined as the turning speed.

[0082] Optionally, the candidate length corresponding to the minimum braking energy loss is determined as the first downhill length, and the candidate vehicle speed is determined as the turning speed. This includes: verifying the candidate length and candidate vehicle speed based on the length of the target downhill road, a first acceleration threshold, a second acceleration threshold, and the uniform acceleration of the vehicle during the target downhill process; if the verification result of the candidate length and candidate vehicle speed is a verification failure, returning to the step of adjusting the candidate length and candidate vehicle speed until the braking energy loss of the vehicle during the target downhill process is minimized; if the verification result of the first downhill length and turning speed is a verification success, the candidate length is determined as the first downhill length, and the candidate vehicle speed is determined as the turning speed.

[0083] In one specific implementation, if the verification result of the candidate length and candidate speed is a verification failure, then the candidate length that failed the verification is removed from each candidate length, the candidate speed that failed the verification is removed from each candidate speed, and the process returns to the step of adjusting the candidate length and candidate speed until the braking energy lost by the vehicle during the target downhill process is minimized.

[0084] Understandably, by adopting the above technical solution and verifying the alternative length and alternative speed, the rationality of the first downhill length and turning speed can be improved, avoiding road safety risks caused by vehicles driving under conditions such as short first downhill length and high turning speed, and ensuring that the braking energy recovery rate can be effectively improved when the vehicle is driving under normal conditions.

[0085] In one optional embodiment, the candidate length and candidate speed are verified based on the length of the target downhill road, a first acceleration threshold, a second acceleration threshold, and the uniform acceleration of the vehicle during the target downhill process. This includes: verifying whether the candidate length is less than the length of the target downhill road; verifying whether the vehicle's reserve acceleration on the first downhill road is greater than the first acceleration threshold and less than or equal to the vehicle's uniform acceleration on the target downhill road; verifying whether the vehicle's reserve acceleration on the second downhill road is greater than the vehicle's uniform acceleration on the target downhill road and less than or equal to the second acceleration threshold; wherein the first acceleration threshold is less than the second acceleration threshold; if the candidate length is less than the length of the target downhill road, the vehicle's reserve acceleration on the first downhill road is greater than the first acceleration threshold and less than or equal to the uniform acceleration of the target downhill road, and the vehicle's reserve acceleration on the second downhill road is greater than the uniform acceleration and less than or equal to the second acceleration threshold, then the candidate length and candidate speed verification is deemed successful.

[0086] Specifically, the alternative acceleration of the vehicle on the first downhill section can be determined based on the alternative length and the alternative speed. Similarly, the alternative acceleration of the vehicle on the second downhill section can be determined based on the alternative length and the alternative speed.

[0087] Specifically, the first reserve difference is determined between the square of the reserve speed and the square of the initial downhill speed; based on the first reserve difference and the reserve length, the reserve acceleration of the vehicle in the first downhill section is determined; the second reserve difference is determined between the square of the final downhill speed and the square of the reserve speed; the length difference between the target downhill section length and the reserve length is determined; and based on the second reserve difference and the length difference, the reserve acceleration of the vehicle in the second downhill section is determined.

[0088] Understandably, by adopting the above technical solution, it can be ensured that the length of the first downhill slope is less than the target downhill slope length, that is, the first downhill road belongs to the target downhill road, thereby improving the rationality of the length of the first downhill slope and the turning speed, and constraining the acceleration to ensure the driving comfort of the people in the vehicle, further improving the rationality of the length of the first downhill slope and the turning speed.

[0089] S208. Based on the first downhill length of the first downhill road, the turning speed, the vehicle's driving information, and the road information of the target downhill road, calculate the vehicle's acceleration and speed at multiple locations on the target downhill road.

[0090] This invention uses the alternative length of the first downhill road and the alternative speed at the end point as parameters. Based on the initial downhill speed at the starting point of the first downhill road, the braking energy lost by the vehicle in the first downhill road is determined. Using the alternative length of the first downhill road and the alternative speed at the end point as parameters, based on the final downhill speed at the end point of the second downhill road and the length of the target downhill road, the braking energy lost by the vehicle in the target downhill road is determined. Based on the braking energy lost in the first downhill road and the braking energy lost in the second downhill road, the braking energy lost by the vehicle in the target downhill road is determined. The alternative length and alternative speed are adjusted until the braking energy lost by the vehicle in the target downhill road is minimized. The alternative length corresponding to the minimum braking energy loss is determined as the first downhill length, and the alternative speed corresponding to the minimum braking energy loss is determined as the turning speed. The technical solution of this invention determines the braking energy lost by the vehicle on the target downhill road based on the braking energy lost by the vehicle on the first downhill road and the braking energy lost by the vehicle on the second downhill road. It then determines the first downhill length and turning speed with the goal of minimizing the braking energy lost on the target downhill road. This allows the first downhill length and turning speed to reduce the braking energy lost by the vehicle on the first downhill road, and simultaneously restores the vehicle to its speed at the end of the second downhill road, minimizing the braking energy lost by the vehicle throughout the entire downhill process on the target road. This, in turn, improves the braking energy recovery rate of the vehicle throughout the entire downhill process on the target road.

[0091] Example 3

[0092] Figure 3 This is a schematic diagram of a device for determining the downhill speed of a vehicle according to Embodiment 3 of the present invention. This embodiment of the invention is applicable to determining the speed of a vehicle during a downhill process. The device can execute a method for determining the downhill speed of a vehicle. The device can be implemented in hardware and / or software and can be configured in an electronic device, such as a vehicle controller.

[0093] See Figure 3 The vehicle steering control device shown includes: an information acquisition module 301, a road division module 302, a length determination module 303, and a speed determination module 304, wherein...

[0094] The information acquisition module 301 is used to acquire the vehicle's driving information and the road information of the target downhill road to be driven.

[0095] The road division module 302 is used to divide the target downhill road into a first downhill road and a second downhill road; the end point of the first downhill road is the start point of the second downhill road; the acceleration of the vehicle on the first downhill road is different from the acceleration of the vehicle on the second downhill road.

[0096] The length determination module 303 is used to calculate the first downhill length of the first downhill road and the turning speed of the vehicle at the end position of the first downhill road with the goal of minimizing the lost braking energy.

[0097] The speed determination module 304 is used to calculate the vehicle's acceleration and speed at multiple locations on the target downhill road based on the first downhill length of the first downhill road, the turning speed, the vehicle's driving information, and the road information of the target downhill road.

[0098] This invention embodiment acquires vehicle driving information and target downhill road information through an information acquisition module; divides the target downhill road into a first downhill road and a second downhill road through a road division module; the end point of the first downhill road is the starting point of the second downhill road; the vehicle's acceleration on the first downhill road is different from that on the second downhill road; calculates the first downhill length of the first downhill road and the turning speed of the vehicle at the end point of the first downhill road through a length determination module with the goal of minimizing braking energy loss; and calculates the vehicle's acceleration and speed at multiple locations on the target downhill road through a speed determination module based on the first downhill length, turning speed, vehicle driving information, and target downhill road information. The technical solution of this invention divides the target downhill road into a first downhill road and a second downhill road. By determining the length of the first downhill road and the turning speed at the end of the first downhill road, the vehicle speed in the first and second downhill roads is determined. This allows the vehicle speed in the first downhill road to be lower than the speed obtained by the prior art through the preset downhill acceleration method, thereby reducing the braking energy lost by the vehicle in the first downhill road. By driving the vehicle in the second downhill road, the vehicle speed at the end of the second downhill road can be restored to the speed when the vehicle freely descends to the end of the second downhill road without external control. This achieves a lower vehicle speed in the target downhill road than the speed obtained by the prior art through the preset downhill acceleration method without affecting the vehicle speed at the end of the target downhill road, thereby reducing the braking energy used to counteract air resistance in the target downhill road and improving the braking energy recovery rate.

[0099] Optionally, the length determination module 303 includes:

[0100] The first energy determination unit is used to determine the braking energy lost by the vehicle on the first downhill road, based on the vehicle's initial downhill speed at the starting point of the first downhill road, using the alternative length of the first downhill road and the alternative vehicle speed at the end point as parameters.

[0101] The second energy determination unit is used to determine the braking energy lost by the vehicle on the second downhill road, based on the alternative length of the first downhill road and the alternative speed at the end position, according to the vehicle's end speed at the end position of the second downhill road and the length of the target downhill road.

[0102] The third energy determination unit is used to determine the braking energy lost by the vehicle on the target downhill road based on the braking energy lost by the vehicle on the first downhill road and the braking energy lost by the vehicle on the second downhill road.

[0103] The alternative speed adjustment unit is used to adjust the alternative length and alternative speed until the braking energy lost by the vehicle on the target downhill road is minimized.

[0104] The turning speed determination unit is used to determine the candidate length corresponding to the minimum braking energy loss as the first downhill length, and to determine the candidate speed corresponding to the minimum braking energy loss as the turning speed.

[0105] Optionally, the first energy determination unit is specifically used for:

[0106] The average speed of the vehicle on the first downhill section is determined based on the initial downhill speed and the alternative speed at the end point.

[0107] The braking energy lost by the vehicle on the first downhill section is determined based on the vehicle's average speed on the first downhill section and the alternative speed at the end point.

[0108] Optionally, a second energy determination unit is specifically used for:

[0109] Determine the average speed of the vehicle on the second downhill section based on the speed at the end of the downhill section and the alternative speed at the end point.

[0110] The length of the second downhill road is determined based on the length of the target downhill road and the alternative length of the first downhill road.

[0111] The braking energy lost by the vehicle on the second downhill section is determined based on the vehicle's average speed and the length of the second downhill section.

[0112] Optional turning speed determination unit, specifically including:

[0113] The alternative vehicle speed verification subunit verifies the alternative length and alternative vehicle speed based on the length of the target downhill road, the first acceleration threshold, the second acceleration threshold, and the uniform acceleration of the vehicle during the target downhill process.

[0114] The alternative speed adjustment subunit is used to return to the step of adjusting the alternative length and alternative speed until the braking energy lost by the vehicle during the target downhill process is minimized if the verification result of the alternative length and alternative speed is a verification failure.

[0115] The turning speed determination subunit is used to determine the candidate length as the first downhill length and the candidate speed as the turning speed if the verification results of the first downhill length and the turning speed are successful.

[0116] Optional, alternative vehicle speed verification subunit, specifically used for:

[0117] Verify that the alternative length is less than the length of the target downhill road;

[0118] Verify whether the vehicle's alternative acceleration on the first downhill road is greater than the first acceleration threshold and less than or equal to the vehicle's uniform acceleration on the target downhill road;

[0119] Verify whether the vehicle's alternative acceleration on the second downhill road is greater than the vehicle's uniform acceleration on the target downhill road, and less than or equal to the second acceleration threshold; wherein, the first acceleration threshold is less than the second acceleration threshold.

[0120] If the candidate length is less than the length of the target downhill road, the candidate acceleration of the vehicle on the first downhill road is greater than the first acceleration threshold and less than or equal to the uniform acceleration of the target downhill road, and the candidate acceleration of the vehicle on the second downhill road is greater than the uniform acceleration and less than or equal to the second acceleration threshold, then the candidate length and candidate speed verification are deemed successful.

[0121] Optional, speed determination module 304, specifically used for:

[0122] The vehicle's acceleration on the first downhill road is determined based on the initial downhill speed, turning speed, and length of the first downhill section at the starting point of the first downhill road. The vehicle's acceleration on the second downhill road is determined based on the final downhill speed, turning speed, and length of the first downhill section at the ending point of the second downhill road.

[0123] For each location point on the first downhill road, the vehicle speed at that location point is determined based on the vehicle's initial downhill speed at the starting point of the first downhill road, the vehicle's acceleration on the first downhill road, and the road length between that location point and the starting point of the first downhill road.

[0124] For each location point on the second downhill road, the vehicle speed at that location point is determined based on the turning speed, the length of the first downhill section, the vehicle's acceleration on the second downhill road, and the road length between that location point and the starting point of the first downhill road.

[0125] The vehicle downhill speed determination device provided in this embodiment of the invention can execute the vehicle downhill speed determination method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the vehicle downhill speed determination method.

[0126] Example 4

[0127] Figure 4 A schematic diagram of the structure of an electronic device 400 that can be used to implement an embodiment of the present invention is shown.

[0128] like Figure 4 As shown, the electronic device 400 includes at least one processor 401 and a memory, such as a read-only memory (ROM) 402 or a random access memory (RAM) 403, communicatively connected to the at least one processor 401. The memory stores computer programs executable by the at least one processor. The processor 401 can perform various appropriate actions and processes based on the computer program stored in the ROM 402 or loaded into the RAM 403 from storage unit 408. The RAM 403 may also store various programs and data required for the operation of the electronic device 400. The processor 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0129] Multiple components in electronic device 400 are connected to I / O interface 405, including: input unit 406, such as keyboard, mouse, etc.; output unit 407, such as various types of displays, speakers, etc.; storage unit 408, such as disk, optical disk, etc.; and communication unit 409, such as network card, modem, wireless transceiver, etc. Communication unit 409 allows electronic device 400 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0130] Processor 401 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 401 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 401 performs the various methods and processes described above, such as the method for determining the downhill speed of a vehicle.

[0131] In some embodiments, the method for determining the vehicle's downhill speed can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 408. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 400 via ROM 402 and / or communication unit 409. When the computer program is loaded into RAM 403 and executed by processor 401, one or more steps of the method for determining the vehicle's downhill speed described above can be performed. Alternatively, in other embodiments, processor 401 can be configured to perform the method for determining the vehicle's downhill speed by any other suitable means (e.g., by means of firmware).

[0132] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include: implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0133] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0134] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0135] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0136] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0137] A computing system can include clients and servers. Clients and servers are generally geographically separated and typically interact via communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system. It addresses the shortcomings of traditional physical hosts and VPS (Virtual Private Server) services, such as high management difficulty and weak business scalability.

[0138] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0139] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for determining the downhill speed of a vehicle, characterized in that, include: Obtain vehicle driving information and road information for the target downhill road to be traveled; The target downhill road is divided into a first downhill road and a second downhill road; the end of the first downhill road is the beginning of the second downhill road; the acceleration of the vehicle in the first downhill road remains constant, and the acceleration of the vehicle in the second downhill road remains constant; the acceleration of the vehicle in the first downhill road is different from the acceleration of the vehicle in the second downhill road. With the goal of minimizing braking energy loss, the first downhill length of the first downhill road and the turning speed of the vehicle at the end position of the first downhill road are calculated. Based on the first downhill length of the first downhill road, the turning speed, the vehicle's driving information, and the road information of the target downhill road, the vehicle's acceleration and speed at multiple locations on the target downhill road are calculated.

2. The method according to claim 1, characterized in that, The calculation of the first downhill length of the first downhill road and the turning speed of the vehicle at the end position of the first downhill road, with the goal of minimizing the braking energy loss, includes: Using the alternative length of the first downhill road and the alternative vehicle speed at the end point as parameters, the braking energy lost by the vehicle on the first downhill road is determined based on the initial downhill speed of the vehicle at the starting point of the first downhill road. Using the alternative length of the first downhill road and the alternative speed at the end point as parameters, the braking energy lost by the vehicle on the second downhill road is determined based on the vehicle's final downhill speed at the end point of the second downhill road and the length of the target downhill road. Based on the braking energy lost by the vehicle on the first downhill road and the braking energy lost by the vehicle on the second downhill road, determine the braking energy lost by the vehicle on the target downhill road. Adjust the alternative length and the alternative vehicle speed until the braking energy consumed by the vehicle on the target downhill road is minimized; The alternative length corresponding to the minimum braking energy loss is determined as the first downhill length, and the alternative speed corresponding to the minimum braking energy loss is determined as the turning speed.

3. The method according to claim 2, characterized in that, The step of determining the braking energy lost by the vehicle on the first downhill road, using the alternative length of the first downhill road and the alternative speed at the end point as parameters, based on the vehicle's initial downhill speed at the starting point of the first downhill road, includes: The average speed of the vehicle on the first downhill road is determined based on the initial downhill speed and the alternative speed at the end point. The braking energy lost by the vehicle on the first downhill road is determined based on the vehicle's average speed on the first downhill road and the alternative speed at the endpoint.

4. The method according to claim 2, characterized in that, The step of determining the braking energy lost by the vehicle on the second downhill road, using the candidate length of the first downhill road and the candidate speed at the end position as parameters, based on the vehicle's final downhill speed at the end position of the second downhill road and the length of the target downhill road, includes: The average speed of the vehicle on the second downhill road is determined based on the end downhill speed and the alternative speed at the endpoint. The length of the second downhill road is determined based on the length of the target downhill road and the alternative length of the first downhill road. The braking energy lost by the vehicle on the second downhill road is determined based on the vehicle's average speed on the second downhill road and the length of the second downhill road.

5. The method according to claim 2, characterized in that, The step of determining the candidate length corresponding to the minimum braking energy loss as the first downhill length and determining the candidate speed as the turning speed includes: The candidate length and the candidate vehicle speed are verified based on the length of the target downhill road, the first acceleration threshold, the second acceleration threshold, and the uniform acceleration of the vehicle during the target downhill process. If the verification results of the alternative length and the turning speed are verification failures, return to the step of adjusting the alternative length and the alternative speed until the braking energy lost by the vehicle during the target downhill process is minimized. If the verification results of the first downhill length and the turning speed are successful, the alternative length is determined as the first downhill length, and the alternative speed is determined as the turning speed.

6. The method according to claim 5, characterized in that, The step of verifying the candidate length and the candidate speed based on the length of the target downhill road, a first acceleration threshold, a second acceleration threshold, and the uniform acceleration of the vehicle during the target downhill process includes: Verify whether the candidate length is less than the length of the target downhill road; Verify whether the vehicle's standby acceleration on the first downhill road is greater than a first acceleration threshold and less than or equal to the vehicle's uniform acceleration on the target downhill road; Verify whether the vehicle's reserve acceleration on the second downhill road is greater than the vehicle's uniform acceleration on the target downhill road, and less than or equal to a second acceleration threshold; wherein, the first acceleration threshold is less than the second acceleration threshold; If the alternative length is less than the length of the target downhill road, the vehicle's reserve acceleration on the first downhill road is greater than a first acceleration threshold and less than or equal to the uniform acceleration of the target downhill road, and the vehicle's reserve acceleration on the second downhill road is greater than the uniform acceleration and less than or equal to a second acceleration threshold, then the alternative length and the alternative vehicle speed are determined to have passed the verification.

7. The method according to claim 1, characterized in that, The step of calculating the vehicle's acceleration and velocity at multiple locations on the target downhill road based on the first downhill length of the first downhill road, the turning speed, the vehicle's driving information, and the road information of the target downhill road includes: The acceleration of the vehicle on the first downhill road is determined based on the initial downhill speed of the vehicle at the starting position of the first downhill road, the turning speed, and the first downhill length. The acceleration of the vehicle on the second downhill road is determined based on the final downhill speed of the vehicle at the ending position of the second downhill road, the turning speed, and the first downhill length. For each location point on the first downhill road, the speed of the vehicle at that location point is determined based on the vehicle's initial downhill speed at the starting point of the first downhill road, the vehicle's acceleration on the first downhill road, and the road length between that location point and the starting point of the first downhill road. For each location point on the second downhill road, the vehicle's speed at that location point is determined based on the turning speed, the first downhill length, the vehicle's acceleration on the second downhill road, and the road length between that location point and the starting point of the first downhill road.

8. A device for adjusting the downhill speed of a vehicle, characterized in that, include: The information acquisition module is used to acquire the vehicle's driving information and the road information of the target downhill road to be driven. A road division module is used to divide the target downhill road into a first downhill road and a second downhill road; the end point of the first downhill road is the starting point of the second downhill road; the acceleration of the vehicle in the first downhill road remains constant, and the acceleration of the vehicle in the second downhill road remains constant; the acceleration of the vehicle in the first downhill road is different from the acceleration of the vehicle in the second downhill road. The length determination module is used to calculate the first downhill length of the first downhill road and the turning speed of the vehicle at the end position of the first downhill road with the goal of minimizing the loss of braking energy. The speed determination module is used to calculate the acceleration of the vehicle on the target downhill road and the speed at multiple location points based on the first downhill length of the first downhill road, the turning speed, the vehicle's driving information, and the road information of the target downhill road.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, which enables the at least one processor to perform the method for determining the downhill speed of a vehicle according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the method for determining the downhill speed of a vehicle as described in any one of claims 1-7.

Images