Automobile energy-saving control method, device and equipment, and storage medium

Abstract

The application discloses an automobile energy-saving control method, device, equipment and storage medium, and the method comprises the following steps: evaluating whether a driver starts an energy-saving mode according to collected driving information; when the driver starts the energy-saving mode, determining a driving mode according to a relative speed and a collision time of a first target vehicle and a second target vehicle, wherein the relative speed is obtained by controlling a radar of the first target vehicle to obtain a driving speed of the second target vehicle and is determined according to a driving speed of the first target vehicle; and controlling driving torque and recovering energy in different driving modes. When it is confirmed that the energy-saving mode is started, the driving mode is determined according to the relative speed and the collision time of the first target vehicle and the second target vehicle, torque control and energy recovery are performed in various driving modes, so that the energy-saving efficiency of the vehicle in the driving process is improved under the condition of fully considering the driving environment of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to an automotive energy-saving control method, device, equipment, and storage medium. Background Technology

[0002] Currently, the intelligent energy-saving technologies for new energy vehicles mainly focus on the energy optimization management of power battery packs, efficient drive and braking energy recovery of motors, and optimal power allocation between engines and battery packs. These technologies are basically limited to control decisions based on driver operation and the vehicle's own state, failing to fully consider road environment information such as the movement status of vehicles ahead, resulting in low energy recovery efficiency.

[0003] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this invention is to provide an energy-saving control method, device, equipment, and storage medium for automobiles, aiming to solve the technical problem of low energy efficiency caused by failure to consider factors of the vehicle's driving environment.

[0005] To achieve the above objectives, the present invention provides an energy-saving control method for automobiles, the energy-saving control method comprising the following steps:

[0006] The system assesses whether the driver has activated energy-saving mode based on the collected driving information.

[0007] When the driver activates the energy-saving mode, the driving mode is determined based on the relative speed of the first target vehicle and the second target vehicle and the time of collision. The relative speed is determined by acquiring the speed of the second target vehicle through the radar of the first target vehicle and based on the speed of the first target vehicle.

[0008] The driving torque is controlled and energy is recovered under different driving modes.

[0009] Optionally, the driving mode includes a long-distance departure mode;

[0010] The steps for controlling driving torque and recovering energy under different driving modes include:

[0011] In the long-distance distancing mode, the brake opening and accelerator opening of the first target vehicle are determined;

[0012] When the brake opening is greater than zero, the braking torque of the long-distance departure mode is determined based on the brake opening and the motor speed.

[0013] When the brake opening is zero and the throttle opening is greater than zero, the driving torque of the long-distance departure mode is determined based on the throttle opening and the motor speed.

[0014] When the brake opening and the throttle opening are both zero, brake energy recovery during coasting is performed.

[0015] Optionally, the driving mode includes a short-distance and long-distance mode;

[0016] The steps for controlling driving torque and recovering energy under different driving modes include:

[0017] In the near-distance moving-away mode, the brake opening and accelerator opening of the first target vehicle are determined;

[0018] When the brake opening is greater than zero, the braking torque of the near-distance departure mode is determined based on the brake opening and the motor speed;

[0019] When the brake opening is zero and the throttle opening is greater than zero, the peak value and torque ramp rate of the driving torque are limited according to the throttle opening and the motor speed.

[0020] When the brake opening and the throttle opening are both zero, brake energy recovery during coasting is performed.

[0021] Optionally, the driving mode includes a long-distance approach mode;

[0022] The steps for controlling driving torque and recovering energy under different driving modes include:

[0023] In the long-distance approach mode, the brake opening and accelerator opening of the first target vehicle are determined;

[0024] When the brake opening is greater than zero, the braking torque of the long-distance approach mode is determined based on the brake opening and the motor speed.

[0025] When the brake opening is zero and the throttle opening is greater than zero, the driving torque of the long-distance approach mode is determined based on the throttle opening and the motor speed.

[0026] When the brake opening and the throttle opening are zero, the coasting torque is determined based on the relative distance between the first target vehicle and the second target vehicle and the motor tachometer to increase the energy recovery torque.

[0027] Optionally, the driving mode includes a close proximity mode;

[0028] The steps for controlling driving torque and recovering energy under different driving modes include:

[0029] In the close approach mode, the brake opening and accelerator opening of the first target vehicle are determined;

[0030] When the brake opening is greater than zero, the braking torque of the close approach mode is determined based on the relative distance and the motor tachometer.

[0031] When the brake opening is zero and the throttle opening is greater than zero, the peak value and torque ramp rate of the driving torque are limited according to the throttle opening and the motor speed.

[0032] When the brake opening and the throttle opening are zero, the coasting torque is determined based on the relative distance and the motor tachometer to increase the energy recovery torque.

[0033] Optionally, the step of determining the driving mode based on the relative speed of the first target vehicle and the second target vehicle and the time of collision includes:

[0034] When the relative speed is greater than zero and the speed of the second target vehicle is greater than the speed of the first target vehicle, it is determined that the first target vehicle is in a state of being far away.

[0035] When the collision time is greater than a first preset time, the first target vehicle is determined to be in a long-distance moving-away mode based on the moving-away state.

[0036] When the collision time is less than a first preset time, the first target vehicle is determined to be in a close-range moving-away mode based on the moving-away state.

[0037] When the relative speed is less than zero and the speed of the second target vehicle is less than the speed of the first target vehicle, it is determined that the first target vehicle is in a state of approach.

[0038] When the collision time is greater than the second preset time, the first target vehicle is determined to be in a long-distance approach mode based on the approach state.

[0039] If the collision time is less than a second preset time, the first target vehicle is determined to be in a close approach mode based on the proximity state.

[0040] Optionally, before the step of determining the driving mode based on the relative speed of the first target vehicle and the second target vehicle and the time of collision, the method further includes:

[0041] The driving speeds of the first target vehicle and the second target vehicle are determined based on the driving information.

[0042] The collision time is determined based on the speed of the first target vehicle, the speed of the second target vehicle, and the driving information.

[0043] In addition, to achieve the above objectives, the present invention also proposes an automotive energy-saving control device, which includes: an energy-saving judgment module, a mode determination module, and an energy-saving control module;

[0044] The energy-saving judgment module is used to assess whether the driver is driving in an energy-saving manner based on the collected driving information;

[0045] The mode determination module is used to determine the driving mode based on the relative speed of the first target vehicle and the second target vehicle and the time of collision when the driver activates energy-saving driving. The relative speed is determined by controlling the radar of the first target vehicle to obtain the driving speed of the second target vehicle and based on the driving speed of the first target vehicle.

[0046] The energy-saving control module is used to control the driving torque and recover energy under different driving modes.

[0047] Furthermore, to achieve the above objectives, the present invention also proposes an automotive energy-saving control device, which includes a memory, a processor, and an automotive energy-saving control program stored in the memory and capable of running on the processor. The automotive energy-saving control program is configured to implement the automotive energy-saving control method as described above.

[0048] In addition, to achieve the above objectives, the present invention also proposes a storage medium storing an automotive energy-saving control program, which, when executed by a processor, implements the automotive energy-saving control method as described above.

[0049] This invention discloses a method, device, equipment, and storage medium for automotive energy-saving control. The method includes: assessing whether the driver has activated an energy-saving mode based on collected driving information; when the driver has activated the energy-saving mode, determining the driving mode based on the relative speed of a first target vehicle and a second target vehicle and the time of collision, wherein the relative speed is determined by acquiring the speed of the second target vehicle through radar controlling the first target vehicle and based on the speed of the first target vehicle; and controlling the driving torque and recovering energy under different driving modes. This invention, upon confirming the activation of the energy-saving mode, determines the driving mode based on the relative speed of the first and second target vehicles and the time of collision, and performs torque control and energy recovery under various driving modes, thereby improving the energy-saving efficiency of the vehicle during driving while fully considering the vehicle's driving environment. Attached Figure Description

[0050] Figure 1 This is a schematic diagram of the structure of an automotive energy-saving control device in the hardware operating environment of the embodiment of the present invention;

[0051] Figure 2This is a flowchart illustrating the first embodiment of the automotive energy-saving control method of the present invention;

[0052] Figure 3 This is a flowchart illustrating the second embodiment of the automotive energy-saving control method of the present invention;

[0053] Figure 4 This is a flowchart illustrating the third embodiment of the automotive energy-saving control method of the present invention;

[0054] Figure 5 This is a flowchart illustrating the fourth embodiment of the automotive energy-saving control method of the present invention;

[0055] Figure 6 This is a flowchart illustrating the fifth embodiment of the automotive energy-saving control method of the present invention;

[0056] Figure 7 This is a flowchart illustrating the driving mode determination process of the first embodiment of the vehicle energy-saving control method of the present invention.

[0057] Figure 8 This is a framework diagram of the automotive energy-saving control system of the first embodiment of the automotive energy-saving control method of the present invention;

[0058] Figure 9 This is a schematic diagram of the automotive energy-saving control system of the first embodiment of the automotive energy-saving control method of the present invention;

[0059] Figure 10 This is an energy-saving diagram of the long-distance departure mode in the first embodiment of the vehicle energy-saving control method of the present invention;

[0060] Figure 11 This is an energy-saving diagram of the near-distance and far-away modes in the first embodiment of the vehicle energy-saving control method of the present invention;

[0061] Figure 12 This is an energy-saving diagram of the long-distance approach mode in the first embodiment of the vehicle energy-saving control method of the present invention;

[0062] Figure 13 This is an energy-saving diagram of the close-range approach mode in the first embodiment of the vehicle energy-saving control method of the present invention;

[0063] Figure 14 This is a structural block diagram of the first embodiment of the automotive energy-saving control device of the present invention.

[0064] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0065] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0066] Reference Figure 1 , Figure 1 This is a schematic diagram of the structure of an automotive energy-saving control device in the hardware operating environment of an embodiment of the present invention.

[0067] like Figure 1 As shown, the automotive energy-saving control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen, and optionally, it may also include a standard wired interface or a wireless interface. In this invention, the wired interface of the user interface 1003 may be a USB interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (RAM) or a non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0068] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on automotive energy-saving control devices and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0069] like Figure 1 As shown, the memory 1005, which is identified as a computer storage medium, may include an operating system, a network communication module, a user interface module, and an automotive energy-saving control program.

[0070] exist Figure 1 In the illustrated automotive energy-saving control device, the network interface 1004 is mainly used to connect to the backend server and communicate data with the backend server; the user interface 1003 is mainly used to connect to the user equipment; the automotive energy-saving control device calls the automotive energy-saving control program stored in the memory 1005 through the processor 1001 and executes the automotive energy-saving control method provided in this embodiment of the invention.

[0071] Based on the above hardware structure, an embodiment of the automotive energy-saving control method of the present invention is proposed.

[0072] Reference Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the vehicle energy-saving control method of the present invention, which presents the first embodiment of the vehicle energy-saving control method of the present invention.

[0073] Step S10: Assess whether the driver has activated the energy-saving mode based on the collected driving information.

[0074] It should be noted that the executing entity in this embodiment may be an automotive energy-saving control device with data processing, network communication and program running functions, such as a vehicle controller, or other electronic devices that can achieve the same or similar functions. This embodiment does not limit this.

[0075] It is understood that the information collected may include smart energy-saving switches, key positions, current gear positions, accelerator pedal opening, brake pedal opening, turn signal signals, steering wheel angle, etc., and this embodiment does not limit this.

[0076] It should be noted that if the driver turns off the smart energy-saving switch, changes the key position or gear, presses the accelerator or brake pedal deeply, turns on the turn signal, or turns the steering wheel, it indicates that the driver intends to suppress the energy-saving system. Therefore, the driver's intention to suppress the energy-saving system can be assessed based on the smart energy-saving switch, key position, current gear, accelerator pedal opening, brake pedal opening, turn signal, and steering wheel angle, and the driver can then choose to turn the energy-saving mode on or off.

[0077] Step S20: When the driver activates the energy-saving mode, the driving mode is determined based on the relative speed of the first target vehicle and the second target vehicle and the time of collision. The relative speed is determined by controlling the radar of the first target vehicle to obtain the driving speed of the second target vehicle and based on the driving speed of the first target vehicle.

[0078] It should be noted that the speed of the second target vehicle is obtained from the camera and radar of the first target vehicle, and the speed of the first target vehicle is calculated. The relative speed of the first target vehicle and the second target vehicle is determined based on their respective speeds.

[0079] It is understandable that the relative speeds of the first target vehicle and the second target vehicle could be:

[0080] V r (t)=V TV (t)-V SV (t);

[0081] In the formula, V TV (t) represents the speed of the second target vehicle, V SV (t) represents the speed of the first target vehicle.

[0082] It should be noted that the collision time is the time expected to occur when the first target vehicle and the second target vehicle are in motion. The collision time is determined based on the speed of the first target vehicle, the speed of the second target vehicle, and driving information.

[0083] Understandably, there are four driving modes: long-distance departure mode, short-distance departure mode, long-distance approach mode, and short-distance approach mode.

[0084] Furthermore, in order to improve energy efficiency by incorporating road environment information, this embodiment may include the following steps before step S20:

[0085] The driving speeds of the first target vehicle and the second target vehicle are determined based on the driving information.

[0086] The collision time is determined based on the speed of the first target vehicle, the speed of the second target vehicle, and the driving information.

[0087] It should be noted that in this embodiment, the driving information of the second target vehicle is obtained based on the camera of the first target vehicle and the 77GHz millimeter-wave radar. The driving information may be the ID of the second target vehicle, longitudinal distance, lateral distance, longitudinal relative speed, lateral relative speed, longitudinal acceleration, and lateral acceleration, etc. This embodiment does not limit this.

[0088] It is understandable that the speed of the first target vehicle and the time of the collision could be:

[0089] V SV (t)=0.377*r*n N / i0*3.6;

[0090] In the formula, r represents the tire rolling radius, n N i represents the motor speed, and i0 represents the main reduction ratio.

[0091] TTC = x c (t) / (V SV (t)-V TV (t));

[0092] In the formula, TTC represents the time of collision, x c (t) represents the longitudinal distance of the second target vehicle.

[0093] Furthermore, in order to improve energy efficiency by incorporating road environment information, step S20 of this embodiment may include:

[0094] When the relative speed is greater than zero and the speed of the second target vehicle is greater than the speed of the first target vehicle, it is determined that the first target vehicle is in a state of being far away.

[0095] When the collision time is greater than a first preset time, the first target vehicle is determined to be in a long-distance moving-away mode based on the moving-away state.

[0096] When the collision time is less than a first preset time, the first target vehicle is determined to be in a close-range moving-away mode based on the moving-away state.

[0097] When the relative speed is less than zero and the speed of the second target vehicle is less than the speed of the first target vehicle, it is determined that the first target vehicle is in a state of approach.

[0098] When the collision time is greater than the second preset time, the first target vehicle is determined to be in a long-distance approach mode based on the approach state.

[0099] If the collision time is less than a second preset time, the first target vehicle is determined to be in a close approach mode based on the proximity state.

[0100] It is understandable that the first preset time can be 5 seconds and the second preset time can be 10 seconds, and this implementation does not limit this.

[0101] Understandably, this is for ease of understanding and reference. Figure 7 To explain, Figure 7 The flowchart for determining the driving mode shows that when the relative speed is greater than zero, the first and second target vehicles are determined to be in a far-away state. When the collision time is greater than 5 seconds, the first and second target vehicles are determined to be in a far-away mode. When the collision time is less than 5 seconds, the first and second target vehicles are determined to be in a close-away mode. When the relative speed is less than zero, the first and second target vehicles are determined to be in a close-approach state. When the collision time is greater than 10 seconds, the first and second target vehicles are determined to be in a far-approach mode. When the collision time is less than 10 seconds, the first and second target vehicles are determined to be in a close-approach mode.

[0102] Step S30: Control the driving torque and recover energy in different driving modes.

[0103] It is understandable that this embodiment switches the driving mode of the system according to changes in the driving scenario. By optimizing the driving torque in different driving modes and increasing braking energy recovery, it achieves intelligent energy saving and can also take into account the driver's intentions, so the driver's driving experience will not be affected.

[0104] It should be noted that different driving modes will have different torque control and energy recovery, including drive torque limiting, braking mode switching, coasting mode control, and torque coordination control. Drive torque control limits torque to varying degrees (peak value and slope) in both close-range and far-away modes; braking mode switching enters braking mode earlier and increases motor braking torque in close-range mode; coasting mode control increases coasting torque in both long-range and close-range modes; torque coordination control ensures seamless connection and smooth transition of output torque in different modes.

[0105] For ease of understanding, please refer to Figure 8 and Figure 9 To explain, Figure 8 This is a framework diagram of an automotive energy-saving control system. Figure 9 This is a schematic diagram of an automotive energy-saving control system. Figure 8 The framework diagram of the automotive energy-saving control system includes: ① vehicle controller, ② forward-facing monocular camera, ③ 77GHz millimeter-wave radar, ④ accelerator pedal, ⑤ brake pedal, ⑥ turn signals, ⑦ yaw angle sensor, ⑧ key signal, ⑨ smart energy-saving switch, and ⑩ steering wheel angle sensor. Gear panel motor, DCDC Motor controller Power battery pack, Instruments and It consists of a battery management system, etc. Figure 9 The system transmits information from the forward-looking monocular camera, millimeter-wave radar, 77GHz millimeter-wave radar, accelerator pedal, brake pedal, turn signals, yaw angle sensor, key signal, smart energy-saving switch, steering wheel angle sensor, gear panel, motor, DC-DC converter, motor controller, power battery pack, instrument panel, and battery management system to the vehicle controller. The vehicle controller includes a scene analysis module, a mode switching module, and a torque control module. The vehicle controller analyzes the above information through the scene analysis module, the mode switching module switches modes based on the scene analysis results, and the torque control module controls torque based on the current switching mode.

[0106] This embodiment assesses whether the driver has activated the energy-saving mode based on collected driving information. When the driver has activated the energy-saving mode, the driving mode is determined based on the relative speed of the first target vehicle and the collision time of the second target vehicle. The relative speed is determined by acquiring the speed of the second target vehicle through the radar controlling the first target vehicle and based on the speed of the first target vehicle. Torque is controlled and energy is recovered under different driving modes. This embodiment determines the driving mode based on the relative speed of the first and second target vehicles and the collision time when the energy-saving mode is confirmed to be activated, and performs torque control and energy recovery under various driving modes, thereby improving the vehicle's energy efficiency during driving while fully considering the vehicle's driving environment.

[0107] Reference Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the automotive energy-saving control method of the present invention, based on the above. Figure 2 The first embodiment shown presents a second embodiment of the automotive energy-saving control method of the present invention.

[0108] In the second embodiment, step S30 includes:

[0109] Step S301: In the long-distance distancing mode, determine the brake opening and accelerator opening of the first target vehicle;

[0110] Step S302: When the brake opening is greater than zero, determine the braking torque of the long-distance departure mode based on the brake opening and the motor speed;

[0111] Step S303: When the brake opening is zero and the throttle opening is greater than zero, determine the driving torque of the long-distance departure mode based on the throttle opening and the motor speed;

[0112] Step S304: When the brake opening and the throttle opening are zero, perform brake energy recovery during coasting.

[0113] For ease of understanding, please refer to Figure 10 To explain, Figure 10 The diagram shows the energy-saving mode for long-distance travel. When the brake opening is greater than zero, the required torque (braking torque) is calculated and output based on the brake opening and motor speed. When the brake opening is equal to zero and the throttle opening is greater than zero, the required torque (driving torque) is calculated and output based on the throttle opening and motor speed. When the brake opening is equal to zero and the throttle opening is equal to zero, coasting energy recovery is performed.

[0114] It should be noted that in the long-distance remote mode, the drive torque limiting state and braking mode switching state are normal torque control states, and the coasting mode control is consistent with the coasting energy recovery in normal mode.

[0115] In this embodiment, during the long-distance departure mode, the brake opening and throttle opening of the first target vehicle are determined. When the brake opening is greater than zero, the braking torque for the long-distance departure mode is determined based on the brake opening and motor speed. When the brake opening is zero and the throttle opening is greater than zero, the driving torque for the long-distance departure mode is determined based on the throttle opening and motor speed. When both the brake opening and throttle opening are zero, regenerative braking is performed during coasting. This embodiment, in the long-distance departure mode, determines the braking torque, driving torque, and energy recovery torque based on the different brake and throttle openings, thereby improving the intelligence of energy saving.

[0116] Reference Figure 4 , Figure 4 This is a flowchart illustrating the third embodiment of the automotive energy-saving control method of the present invention, based on the above. Figure 2 The first embodiment shown presents a third embodiment of the automotive energy-saving control method of the present invention.

[0117] In the third embodiment, step S30 further includes:

[0118] Step S301': In the near-distance moving-away mode, determine the brake opening and accelerator opening of the first target vehicle;

[0119] Step S302': When the brake opening is greater than zero, determine the braking torque of the close-distance departure mode based on the brake opening and the motor speed;

[0120] Step S303': When the brake opening is zero and the throttle opening is greater than zero, limit the peak value and torque ramp rate of the driving torque according to the throttle opening and the motor speed;

[0121] Step S304': When the brake opening and the throttle opening are zero, perform brake energy recovery during coasting.

[0122] For ease of understanding, please refer to 11 for explanation. Figure 11 Energy-saving diagram for near-distance and far-distance modes. Figure 11 In the near-distance departure mode, if the brake opening is greater than zero, the required torque (braking torque) is determined based on the brake opening and motor speed. When the brake opening is equal to zero and the throttle opening is greater than zero, the required torque (driving torque) is calculated based on the throttle opening and motor speed. At this time, the driving torque limits the peak value and torque ramp rate, and partial intervention is performed. When the brake opening is equal to zero and the throttle opening is equal to zero, braking energy recovery in the coasting state is performed.

[0123] It should be noted that when the brake opening is zero and the throttle opening is greater than zero, entering the drive torque control state will limit the peak value of the driving torque and the torque ramp rate.

[0124] In this embodiment, during the near-distance departure mode, the brake opening and throttle opening of the first target vehicle are determined. When the brake opening is greater than zero, the braking torque for the near-distance departure mode is determined based on the brake opening and motor speed. When the brake opening is zero and the throttle opening is greater than zero, the peak value and torque ramp rate of the driving torque are limited based on the throttle opening and motor speed. When the brake opening and throttle opening are zero, coasting braking energy recovery is performed. In this embodiment, during the near-distance departure mode, the braking torque, driving torque, and energy recovery torque are determined based on the different brake and throttle openings, and the peak value and torque ramp rate of the driving torque are limited. This limits the driving torque output and reduces the torque change rate while ensuring the vehicle can start, appropriately weakening the vehicle's acceleration performance and improving energy recovery efficiency.

[0125] Reference Figure 5 , Figure 5 This is a flowchart illustrating the fourth embodiment of the automotive energy-saving control method of the present invention, based on the above. Figure 2 The first embodiment shown presents a fourth embodiment of the automotive energy-saving control method of the present invention.

[0126] In the fourth embodiment, step S30 further includes:

[0127] Step S301”: In the long-distance approach mode, determine the brake opening and accelerator opening of the first target vehicle;

[0128] Step S302”: When the brake opening is greater than zero, determine the braking torque of the long-distance approach mode based on the brake opening and the motor speed;

[0129] Step S303”: When the brake opening is zero and the throttle opening is greater than zero, determine the driving torque of the long-distance approach mode based on the throttle opening and the motor speed;

[0130] Step S304”: When the brake opening and the throttle opening are zero, determine the coasting torque based on the relative distance between the first target vehicle and the second target vehicle and the motor tachometer to increase the energy recovery torque.

[0131] For ease of understanding, please refer to point 12 for further explanation. Figure 12 Energy-saving diagram for long-distance approach mode. Figure 12In long-distance approach mode, if the brake opening is greater than zero, the required torque (braking torque) is determined based on the brake opening and motor speed; when the brake opening is equal to zero and the throttle opening is greater than zero, the required torque (driving torque) is calculated based on the throttle opening and motor speed; when the brake opening is equal to zero and the throttle opening is equal to zero, the required torque (coasting torque) is determined based on the relative distance between the first target vehicle and the second target vehicle and the motor tachometer.

[0132] It should be noted that when the throttle opening and brake opening are zero, the coasting mode control state determines the coasting torque based on the relative distance between the first and second target vehicles and the motor tachometer, and increases the energy recovery torque.

[0133] In this embodiment, during the long-distance approach mode, the brake and throttle openings of the first target vehicle are determined. When the brake opening is greater than zero, the braking torque for the long-distance approach mode is determined based on the brake opening and motor speed. When the brake opening is zero and the throttle opening is greater than zero, the driving torque for the long-distance approach mode is determined based on the throttle opening and motor speed. When both the brake and throttle openings are zero, the coasting torque is determined based on the relative distance between the first and second target vehicles and the motor tachometer to increase the energy recovery torque. In this embodiment, during the long-distance approach mode, the braking and driving torques are determined based on the different brake and throttle openings, and the energy recovery torque is determined based on the relative distance between the first and second target vehicles and the motor tachometer, increasing the energy recovery torque and thus improving energy recovery efficiency.

[0134] Reference Figure 6 , Figure 6 This is a flowchart illustrating the fifth embodiment of the automotive energy-saving control method of the present invention, based on the above. Figure 2 The first embodiment shown presents a fifth embodiment of the automotive energy-saving control method of the present invention.

[0135] In the fifth embodiment, step S30 further includes:

[0136] Step S301”': In the close approach mode, determine the brake opening and accelerator opening of the first target vehicle;

[0137] Step S302": When the brake opening is greater than zero, determine the braking torque of the close approach mode based on the relative distance and the motor tachometer;

[0138] Step S303”': When the brake opening is zero and the throttle opening is greater than zero, limit the peak value and torque ramp rate of the driving torque according to the throttle opening and the motor speed;

[0139] Step S304": When the brake opening and the throttle opening are zero, determine the coasting torque based on the relative distance and the motor tachometer to increase the energy recovery torque.

[0140] For ease of understanding, please refer to point 13 for explanation. Figure 13 Energy-saving diagram for close-range approach mode. Figure 13 In close-range approach mode, if the brake opening is greater than zero, the required torque (braking torque) is determined based on the relative distance and motor speed. When the brake opening is equal to zero and the throttle opening is greater than zero, the required torque (driving torque) is calculated based on the throttle opening and motor speed. At this time, the driving torque limits the peak value and torque ramp rate, and comprehensive intervention is performed. When the brake opening is equal to zero and the throttle opening is equal to zero, the required torque (coasting torque) is determined based on the relative distance and motor tachometer.

[0141] It should be noted that when the brake opening is greater than zero, the system enters the braking mode switching state, and determines the braking torque based on the relative distance and the motor tachometer. When the brake opening is equal to zero and the throttle opening is greater than zero, the system enters the drive torque limiting state, which limits the peak value of the driving torque and the torque ramp rate. When the brake opening is equal to zero and the throttle opening is equal to zero, the system enters the coasting mode control state, which increases the coasting torque.

[0142] In this embodiment, during the close-range approach mode, the brake and throttle openings of the first target vehicle are determined. When the brake opening is greater than zero, the braking torque for the close-range approach mode is determined based on the relative distance and the motor tachometer. When the brake opening is zero and the throttle opening is greater than zero, the peak value and torque ramp rate of the driving torque are limited based on the throttle opening and the motor speed. When both the brake and throttle openings are zero, the coasting torque is determined based on the relative distance and the motor tachometer to increase the energy recovery torque. This embodiment improves energy recovery efficiency by determining the braking torque based on the relative distance and the motor tachometer, limiting the peak value and torque ramp rate of the driving torque, and increasing energy recovery by determining the coasting torque based on the relative distance and the motor tachometer.

[0143] Furthermore, this embodiment of the invention also proposes a storage medium storing an automotive energy-saving control program, which, when executed by a processor, implements the automotive energy-saving control method as described above.

[0144] In addition, refer to Figure 14 The present invention also proposes an automotive energy-saving control device, which includes: an energy-saving judgment module 10, a mode determination module 20, and an energy-saving control module 30.

[0145] The energy-saving judgment module 10 is used to assess whether the driver is driving in an energy-saving manner based on the collected driving information.

[0146] The mode determination module 20 is used to determine the driving mode based on the relative speed of the first target vehicle and the second target vehicle and the time of collision when the driver activates energy-saving driving. The relative speed is determined by controlling the radar of the first target vehicle to obtain the driving speed of the second target vehicle and based on the driving speed of the first target vehicle.

[0147] The energy-saving control module 30 is used to control the driving torque and recover energy in different driving modes.

[0148] This embodiment assesses whether the driver has activated the energy-saving mode based on collected driving information. When the driver has activated the energy-saving mode, the driving mode is determined based on the relative speed of the first target vehicle and the collision time of the second target vehicle. The relative speed is determined by acquiring the speed of the second target vehicle through the radar controlling the first target vehicle and based on the speed of the first target vehicle. Torque is controlled and energy is recovered under different driving modes. This embodiment determines the driving mode based on the relative speed of the first and second target vehicles and the collision time when the energy-saving mode is confirmed to be activated, and performs torque control and energy recovery under various driving modes, thereby improving the vehicle's energy efficiency during driving while fully considering the vehicle's driving environment.

[0149] Based on the first embodiment of the automotive energy-saving control device of the present invention described above, a second embodiment of the automotive energy-saving control device of the present invention is proposed.

[0150] In this embodiment, the energy-saving control module 30 is used to determine the brake opening and accelerator opening of the first target vehicle when in the long-distance away mode.

[0151] Furthermore, the energy-saving control module 30 is also used to determine the braking torque of the long-distance departure mode based on the braking opening and the motor speed when the braking opening is greater than zero.

[0152] Furthermore, the energy-saving control module 30 is also used to determine the driving torque of the long-distance departure mode based on the throttle opening and the motor speed when the brake opening is zero and the throttle opening is greater than zero.

[0153] Furthermore, the energy-saving control module 30 is also used to recover braking energy during coasting when the brake opening and the throttle opening are zero.

[0154] Furthermore, the energy-saving control module 30 is also used to determine the brake opening and throttle opening of the first target vehicle during the near-distance departure mode.

[0155] Furthermore, the energy-saving control module 30 is also used to determine the braking torque of the near-distance departure mode based on the braking opening and the motor speed when the brake opening is greater than zero.

[0156] Furthermore, the energy-saving control module 30 is also used to limit the peak value and torque ramp rate of the driving torque according to the throttle opening and the motor speed when the brake opening is zero and the throttle opening is greater than zero.

[0157] Furthermore, the energy-saving control module 30 is also used to recover braking energy during coasting when the brake opening and the throttle opening are zero.

[0158] Furthermore, the energy-saving control module 30 is also used to determine the brake opening and throttle opening of the first target vehicle when in the long-distance approach mode.

[0159] Furthermore, the energy-saving control module 30 is also used to determine the braking torque of the long-distance approach mode based on the braking opening and the motor speed when the braking opening is greater than zero.

[0160] Furthermore, the energy-saving control module 30 is also used to determine the driving torque of the long-distance approach mode based on the throttle opening and the motor speed when the brake opening is zero and the throttle opening is greater than zero.

[0161] Furthermore, the energy-saving control module 30 is also used to determine the coasting torque to increase the energy recovery torque when the brake opening and the throttle opening are zero, based on the relative distance between the first target vehicle and the second target vehicle and the motor tachometer.

[0162] Furthermore, the energy-saving control module 30 is also used to determine the brake opening and throttle opening of the first target vehicle during the close approach mode.

[0163] Furthermore, the energy-saving control module 30 is also used to determine the braking torque of the close-range approach mode based on the relative distance and the motor tachometer when the brake opening is greater than zero.

[0164] Furthermore, the energy-saving control module 30 is also used to limit the peak value and torque ramp rate of the driving torque according to the throttle opening and the motor speed when the brake opening is zero and the throttle opening is greater than zero.

[0165] Furthermore, the energy-saving control module 30 is also used to determine the coasting torque based on the relative distance and the motor tachometer when the brake opening and the throttle opening are zero, so as to increase the energy recovery torque.

[0166] Furthermore, the mode determination module 20 is also used to determine that the first target vehicle is in a far-away state when the relative speed is greater than zero and the speed of the second target vehicle is greater than the speed of the first target vehicle.

[0167] Furthermore, the mode determination module 20 is also used to determine, based on the distance-away state, that the first target vehicle is in a distance-away mode when the collision time is greater than a first preset time.

[0168] Furthermore, the mode determination module 20 is also used to determine, based on the distance-away state, that the first target vehicle is in a close-distance distance-away mode when the collision time is less than a first preset time.

[0169] Furthermore, the pattern determination module 20 is also used to determine that the first target vehicle is in an approaching state when the relative speed is less than zero and the speed of the second target vehicle is less than the speed of the first target vehicle.

[0170] Furthermore, the mode determination module 20 is also used to determine, based on the approach state, that the first target vehicle is in a long-distance approach mode when the collision time is greater than a second preset time.

[0171] Furthermore, the mode determination module 20 is also used to determine, based on the proximity state, that the first target vehicle is in a close-range approach mode when the collision time is less than a second preset time.

[0172] Furthermore, the mode determination module 20 is also used to determine the driving speed of the first target vehicle and the driving speed of the second target vehicle based on the driving information.

[0173] Furthermore, the pattern determination module 20 is also used to determine the collision time based on the driving speed of the first target vehicle, the driving speed of the second target vehicle, and the driving information.

[0174] Other embodiments or specific implementations of the automotive energy-saving control device described in this invention can be referred to the above-described method embodiments, and will not be repeated here.

[0175] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0176] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0177] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as a read-only memory image (ROM) / random access memory (RAM), magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0178] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A method for controlling energy conservation in automobiles, characterized in that, The vehicle energy-saving control method includes the following steps: The system assesses whether the driver has activated energy-saving mode based on the collected driving information. When the driver activates the energy-saving mode, the driving mode is determined based on the relative speed of the first target vehicle and the second target vehicle and the time of collision. The relative speed is determined by acquiring the speed of the second target vehicle through the radar of the first target vehicle and based on the speed of the first target vehicle. In different driving modes, the driving torque is controlled and energy is recovered based on the brake opening and throttle opening of the first target vehicle; In different driving modes, the driving torque is controlled and energy is recovered based on the brake opening and throttle opening of the first target vehicle, including drive torque limiting, braking mode switching, coasting mode control and torque coordination control; the coasting mode control is used to increase the coasting torque in the long-distance approach mode and the short-distance approach mode.

2. The automotive energy-saving control method as described in claim 1, characterized in that, The driving modes include a long-distance departure mode; The steps for controlling driving torque and recovering energy under different driving modes include: In the long-distance distancing mode, the brake opening and accelerator opening of the first target vehicle are determined; When the brake opening is greater than zero, the braking torque of the long-distance departure mode is determined based on the brake opening and the motor speed. When the brake opening is zero and the throttle opening is greater than zero, the driving torque of the long-distance departure mode is determined based on the throttle opening and the motor speed. When the brake opening and the throttle opening are both zero, brake energy recovery during coasting is performed.

3. The automotive energy-saving control method as described in claim 1, characterized in that, The driving modes include close-range and long-range modes; The steps for controlling driving torque and recovering energy under different driving modes include: In the near-distance moving-away mode, the brake opening and accelerator opening of the first target vehicle are determined; When the brake opening is greater than zero, the braking torque of the near-distance departure mode is determined based on the brake opening and the motor speed; When the brake opening is zero and the throttle opening is greater than zero, the peak value and torque ramp rate of the driving torque are limited according to the throttle opening and the motor speed. When the brake opening and the throttle opening are both zero, brake energy recovery during coasting is performed.

4. The automotive energy-saving control method as described in claim 1, characterized in that, The driving modes include a long-distance approach mode; The steps for controlling driving torque and recovering energy under different driving modes include: In the long-distance approach mode, the brake opening and accelerator opening of the first target vehicle are determined; When the brake opening is greater than zero, the braking torque of the long-distance approach mode is determined based on the brake opening and the motor speed. When the brake opening is zero and the throttle opening is greater than zero, the driving torque of the long-distance approach mode is determined based on the throttle opening and the motor speed. When the brake opening and the throttle opening are zero, the coasting torque is determined based on the relative distance between the first target vehicle and the second target vehicle and the motor tachometer to increase the energy recovery torque.

5. The automotive energy-saving control method as described in claim 1, characterized in that, The driving modes include a close proximity mode; The steps for controlling driving torque and recovering energy under different driving modes include: In the close approach mode, the brake opening and accelerator opening of the first target vehicle are determined; When the brake opening is greater than zero, the braking torque of the close approach mode is determined based on the relative distance between the first target vehicle and the second target vehicle and the motor tachometer of the first target vehicle. When the brake opening is zero and the throttle opening is greater than zero, the peak value and torque ramp rate of the driving torque are limited according to the throttle opening and the motor speed. When the brake opening and the throttle opening are zero, the coasting torque is determined based on the relative distance and the motor tachometer to increase the energy recovery torque.

6. The automotive energy-saving control method as described in claim 1, characterized in that, The step of determining the driving mode based on the relative speed of the first target vehicle and the second target vehicle and the time of collision includes: When the relative speed is greater than zero and the speed of the second target vehicle is greater than the speed of the first target vehicle, it is determined that the first target vehicle is in a state of being far away. When the collision time is greater than a first preset time, the first target vehicle is determined to be in a long-distance moving-away mode based on the moving-away state. When the collision time is less than a first preset time, the first target vehicle is determined to be in a close-range moving-away mode based on the moving-away state. When the relative speed is less than zero and the speed of the second target vehicle is less than the speed of the first target vehicle, it is determined that the first target vehicle is in a state of approach. When the collision time is greater than the second preset time, the first target vehicle is determined to be in a long-distance approach mode based on the approach state. If the collision time is less than a second preset time, the first target vehicle is determined to be in a close approach mode based on the proximity state.

7. The vehicle energy-saving control method according to any one of claims 1 to 6, characterized in that, Before the step of determining the driving mode based on the relative speed of the first target vehicle and the second target vehicle and the time of collision, the method further includes: The driving speeds of the first target vehicle and the second target vehicle are determined based on the driving information. The collision time is determined based on the speed of the first target vehicle, the speed of the second target vehicle, and the driving information.

8. An automotive energy-saving control device, characterized in that, The vehicle energy-saving control device includes: an energy-saving judgment module, a mode determination module, and an energy-saving control module; The energy-saving judgment module is used to assess whether the driver is driving in an energy-saving manner based on the collected driving information; The mode determination module is used to determine the driving mode based on the relative speed of the first target vehicle and the second target vehicle and the time of collision when the driver activates energy-saving driving. The relative speed is determined by controlling the radar of the first target vehicle to obtain the driving speed of the second target vehicle and based on the driving speed of the first target vehicle. The energy-saving control module is used to control the driving torque and recover energy based on the brake opening and throttle opening of the first target vehicle under different driving modes. The energy-saving control module is also used for driving torque limiting, braking mode switching, coasting mode control, and torque coordination control; the coasting mode control is used to increase the coasting torque in both long-distance and short-distance approach modes.

9. An automotive energy-saving control device, characterized in that, The vehicle energy-saving control device includes: a memory, a processor, and a vehicle energy-saving control program stored in the memory and executable on the processor. When the vehicle energy-saving control program is executed by the processor, it implements the steps of the vehicle energy-saving control method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores an automotive energy-saving control program, which, when executed by a processor, implements the steps of the automotive energy-saving control method as described in any one of claims 1 to 7.

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