Target running speed determination method for vehicle

Abstract

The application discloses a target running speed determination method of a vehicle, comprising the following steps: acquiring road condition information in front of a vehicle in a running direction, wherein the road condition information is used for representing a plurality of position points in the running direction of the vehicle and a slope corresponding to each position point; in the case that it is determined according to the road condition information that a slope surface exists in front of the vehicle, determining a target position point, wherein the target position point is a starting point of the slope surface closest to a current position of the vehicle; and determining a first target running speed of the vehicle at the target position point based on the slope of the slope surface. Through the above steps, the first target running speed of the vehicle at the target position point can be planned in advance based on the road condition information of the vehicle, so that the vehicle can adjust the running speed in advance with the first target running speed as a target, the running speed of the vehicle in the driving process is optimized, the vehicle can adopt a corresponding running speed in different road conditions, and the purpose of saving fuel consumption is achieved.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a method for determining the target operating speed of a vehicle. Background Technology

[0002] Fuel costs account for up to 35% of the total cost of diesel-powered commercial vehicles throughout their lifecycle. Therefore, low fuel economy remains a pressing issue for heavy-duty trucks used in logistics. Current vehicle fuel consumption heavily relies on driver experience and road familiarity, placing high demands on drivers. Effective control of vehicle speed during operation can significantly reduce fuel consumption and achieve fuel savings.

[0003] However, currently, the optimized control of vehicle speed relies on the driver's experience and familiarity with the road, which involves a high degree of human intervention and results in poor fuel-saving effects. Summary of the Invention

[0004] This application provides a method for determining the target operating speed of a vehicle, which enables the vehicle to adopt the corresponding operating speed in different road conditions, thereby saving fuel consumption.

[0005] In a first aspect, embodiments of this application provide a method for determining the target operating speed of a vehicle, including:

[0006] Obtain road condition information ahead in the direction of vehicle travel, wherein the road condition information is used to characterize multiple location points in the direction of vehicle travel and the slope corresponding to each location point;

[0007] If it is determined from the road condition information that there is a slope in front of the vehicle, a target location point is determined, which is the starting point of the slope closest to the current position of the vehicle;

[0008] Based on the slope of the slope, the first target running speed of the vehicle at the target location point is determined.

[0009] Secondly, embodiments of this application provide a vehicle target operating speed determination device, comprising:

[0010] The road condition information acquisition module is used to acquire road condition information ahead of the vehicle's direction of travel. The road condition information is used to characterize multiple location points in the vehicle's direction of travel and the slope corresponding to each location point.

[0011] The target location point determination module is used to determine a target location point when it is determined from the road condition information that there is a slope in front of the vehicle. The target location point is the starting point of the slope closest to the current position of the vehicle.

[0012] A speed determination module is used to determine the first target running speed of the vehicle at the target location point based on the slope of the slope.

[0013] Thirdly, embodiments of this application provide an electronic device, the device including: a processor and a memory storing computer program instructions;

[0014] When the processor executes the computer program instructions, it implements the method as described in the first aspect.

[0015] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the method described in the first aspect.

[0016] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, cause the electronic device to perform the method described in the first aspect.

[0017] The present application provides a method and apparatus for determining the target operating speed of a vehicle. The method includes: acquiring road condition information ahead of the vehicle in its direction of travel, wherein the road condition information is used to characterize multiple position points in the direction of travel and the slope corresponding to each position point; determining a target position point when it is determined from the road condition information that there is a slope ahead of the vehicle, wherein the target position point is the starting point of the slope closest to the current position of the vehicle; and determining a first target operating speed of the vehicle at the target position point based on the slope of the slope. Through the above steps, the first target operating speed of the vehicle at the target position point can be planned in advance based on the vehicle's road condition information, allowing the vehicle to adjust its operating speed in advance with the first target operating speed as the target, optimizing the vehicle's operating speed during driving, and enabling the vehicle to adopt corresponding operating speeds in different road conditions, thereby achieving the purpose of saving fuel consumption. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a flowchart illustrating a method for determining the target operating speed of a vehicle according to an embodiment of this application;

[0020] Figure 2 This is another flowchart illustrating a method for determining the target operating speed of a vehicle according to an embodiment of this application;

[0021] Figure 3 This is another flowchart illustrating a method for determining the target operating speed of a vehicle provided in one embodiment of this application.

[0022] Figure 4 This is a schematic diagram of the structure of a vehicle target running speed determination device provided in one embodiment of this application;

[0023] Figure 5 This is a schematic diagram of the structure of an electronic device provided in another embodiment of this application. Detailed Implementation

[0024] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0025] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0026] To address the problems of the prior art, embodiments of this application provide a method, apparatus, electronic device, medium, and product for determining the target operating speed of a vehicle. The method for determining the target operating speed of a vehicle provided in this application embodiment will be described first below.

[0027] Figure 1 A flowchart illustrating a method for determining the target operating speed of a vehicle according to an embodiment of this application is shown. Figure 1 As shown, the target operating speed determination method for a vehicle provided in this application embodiment is applied to electronic devices, such as in-vehicle devices, and includes the following steps 101-103, wherein:

[0028] Step 101: Obtain road condition information ahead in the direction of vehicle travel. The road condition information is used to characterize multiple location points in the direction of vehicle travel and the slope corresponding to each location point.

[0029] Road condition information can be obtained through remote sensing satellites. For example, remote sensing satellites can sense the current location of a vehicle and send the road gradient information for several kilometers ahead of the vehicle in the form of the location and the corresponding gradient code.

[0030] Step 102: If it is determined that there is a slope in front of the vehicle based on the road condition information, a target location point is determined. The target location point is the starting point of the slope closest to the current position of the vehicle.

[0031] Based on the sequence in the road condition information, the starting point of the nearest slope in front of the vehicle can be determined. For example, in the above road condition information example, (75,1,100,0.168) indicates that there is an uphill slope 75 meters in front of the vehicle. The target location is 75 meters in front of the vehicle, and the length of the slope is 100 meters and the slope is 0.168°.

[0032] Step 103: Based on the slope of the slope, determine the first target running speed of the vehicle at the target location point.

[0033] For example, if a downhill slope is detected ahead, the vehicle will coast downhill at a low speed. If the slope is uphill, and a small one (the method for determining a small uphill slope is described below), the vehicle needs to accelerate before entering the slope to prepare for the ascent, maintaining the same torque output as on a flat road surface to avoid shifting gears. If a large uphill slope is detected ahead (the method for determining a large uphill slope is described below), the vehicle will downshift and re-plan its speed before entering the slope to avoid shifting gears on the slope.

[0034] In this embodiment, road condition information ahead of the vehicle's travel direction is acquired. This road condition information is used to characterize multiple position points along the vehicle's travel direction and the slope corresponding to each position point. If the road condition information determines that there is a slope ahead of the vehicle, a target position point is determined. This target position point is the starting point of the slope closest to the vehicle's current position. Based on the slope of the slope, a first target speed for the vehicle at the target position point is determined. Through these steps, the first target speed for the vehicle at the target position point can be planned in advance based on the vehicle's road condition information. This allows the vehicle to adjust its speed in advance to match the first target speed, optimizing its speed during driving. This enables the vehicle to use appropriate speeds in different road conditions, achieving fuel savings.

[0035] Figure 2 This illustration shows another flowchart of a method for determining the target operating speed of a vehicle according to an embodiment of this application. Figure 2 As shown, the method for determining the target operating speed of a vehicle provided in this application embodiment includes:

[0036] Step 201: The vehicle receives remote sensing satellite data, which includes multiple pairs of values, each pair including a location point and a slope.

[0037] Step 202: Re-encode the remote sensing satellite data to obtain the road condition information. The road condition information includes multiple sequences, each sequence including the starting point of a road segment, road type, road segment length, and average slope.

[0038] The road information transmitted by remote sensing satellites is encoded as a sequence of numerical pairs (location, slope). For example, a segment describing the slope information of a road with a total length of 300m is encoded as follows:

[0039] {(0,0.05),(25,0.01),(50,0.07),(75,0.2),(100,0.15),(125,0.16),(150,0.2),(175,0.13),(200,-0.2),(225,-0.17),(250,-0.15),(275,0))}

[0040] The encoding consists of 12 pairs of data strings, spaced 25m apart, describing the slope information of the location. In this embodiment, it is necessary to pre-obtain a first slope threshold and a second slope threshold. The second slope threshold is greater than the first slope threshold. The first slope threshold (hereinafter also referred to as the negative slope threshold) and the second slope threshold (hereinafter also referred to as the positive slope threshold) can be set according to the actual situation, or they can be obtained by calculation. The specific calculation method can be found in the following description, which will not be repeated here.

[0041] If the negative slope threshold calculated in the aforementioned steps is -0.1 and the positive slope threshold is 0.1, then the recoded road slope information becomes a sequence of (starting point, road type, length, average slope). The following sequences are the road condition information:

[0042] {(0,0,75,0.043),(75,1,100,0.168),(200,-1,75,-0.42),(275,0,25,0)}

[0043] The road type can be defined as follows: 0 represents a flat road surface, 1 represents an uphill slope, and -1 represents a downhill slope. Subsequent processing can be performed based on the recoded sequence, i.e., the road condition information. The recoded road condition information better meets the requirements of subsequent steps, and recoding can improve the prediction efficiency of the target running speed.

[0044] Vehicles can obtain information about the slope of a road section several kilometers ahead, such as 2 kilometers, through sensing data sent by remote sensing satellites, and can determine whether the road ahead is uphill or downhill, and plan gear and throttle strategies accordingly.

[0045] Step 203: If it is determined from the road condition information that there is a slope in front of the vehicle, determine the target location point, which is the starting point of the slope closest to the current position of the vehicle.

[0046] Step 204: Based on the road condition information, determine the length of the road segment on the slope.

[0047] For example, in the above road condition information example, (75,1,100,0.168) indicates that there is an uphill slope 75 meters in front of the vehicle, and the target location is 75 meters in front of the vehicle. The length of the slope is 100 meters and the slope is 0.168°.

[0048] Step 205: Determine the first target operating speed based on the length of the slope section and the target cruising speed of the vehicle.

[0049] The target cruising speed of the vehicle can be set by the user, and a floating speed difference V can also be set. m The actual operating speed range of the vehicle is [V s -V m V s +V m ].

[0050] For example, the first target operating speed can be determined based on the slope and the length of the road segment on the slope, combined with the target cruising speed.

[0051] Figure 3 This illustration shows yet another flowchart of a method for determining the target operating speed of a vehicle according to an embodiment of this application. Figure 3 As shown, the method for determining the target operating speed of a vehicle provided in this application embodiment includes:

[0052] Step 301: The vehicle receives remote sensing satellite data, which includes multiple pairs of values, each pair of values ​​including a location point and a slope.

[0053] Step 302: Re-encode the remote sensing satellite data to obtain the road condition information. The road condition information includes multiple sequences, each sequence including the starting point of a road segment, road type, road segment length, and average slope.

[0054] Step 303: If it is determined from the road condition information that there is a slope in front of the vehicle, a target location point is determined. The target location point is the starting point of the slope closest to the current position of the vehicle.

[0055] Step 304: Based on the road condition information, determine the length of the road segment on the slope.

[0056] For example, in the above road condition information example, (75,1,100,0.168) indicates that there is an uphill slope 75 meters in front of the vehicle, and the target location is 75 meters in front of the vehicle. The length of the slope is 100 meters and the slope is 0.168°.

[0057] Step 305: If the slope corresponding to the slope is less than the pre-acquired first slope threshold, then calculate the pre-entry speed of the vehicle at the target location point based on the road segment length of the slope.

[0058] The first slope threshold θ is calculated according to the following expression. - :

[0059] mgsin(θ - ) = R

[0060] The pre-entry speed v i :

[0061]

[0062] Where s is the length of the road segment on the slope, V s For the target cruising speed, V m The floating speed difference is θ0, the slope corresponding to the slope is R, the average running resistance of the vehicle is m, the weight of the vehicle is g, and the acceleration due to gravity is g.

[0063] Step 306: Determine the first target operating speed based on the magnitude of the pre-entry slope speed and the target cruising speed of the vehicle.

[0064] For example, the first target running speed v0 is determined according to the following expression:

[0065] v0=min(max(v i V s -V m ),V s )

[0066] Among them, v i For the pre-entry speed, V s For the target cruising speed, V m The difference is due to the floating speed.

[0067] When the slope corresponding to the slope is less than a pre-acquired first slope threshold, after determining the first target operating speed based on the magnitude of the pre-entry slope speed and the vehicle's target cruising speed, the method further includes:

[0068] The pre-gliding distance l0 is determined according to the following expression:

[0069]

[0070] The smaller of the first distance and the pre-coasting distance is taken as the length of the road segment for which the vehicle coasts without power. When the vehicle detects a downhill slope ahead, it will initiate coasting deceleration in advance, reducing braking usage and coasting for the first distance without power to maximize energy utilization and save fuel. The first distance is the length of the flat road surface before the downhill slope.

[0071] Step 307: If the slope corresponding to the slope is greater than the pre-acquired second slope threshold, and the length of the road segment of the slope is less than or equal to a preset threshold, then the first target operating speed is determined based on the target cruising speed of the vehicle.

[0072] Specifically, if an uphill slope is detected ahead, meaning the slope's gradient is greater than a pre-defined second gradient threshold, and if it's a minor uphill, acceleration is initiated before entering the slope to accelerate uphill, maintaining the same torque output as on a flat road surface while going uphill to avoid shifting gears. The criteria for determining a minor uphill slope are as follows:

[0073]

[0074] The first target running speed b0 is:

[0075]

[0076] Among them, V s V is the target cruising speed. m Let s be the floating speed difference, g be the length of the road segment on the slope, θ be the acceleration due to gravity, and θ be the slope of the slope.

[0077] When the vehicle detects a small uphill slope ahead, it will accelerate to climb the slope in advance, minimizing the need to downshift.

[0078] Step 308: If the slope corresponding to the slope is greater than the pre-acquired second slope threshold, and the length of the slope segment is greater than the preset threshold, then the instantaneous fuel consumption per 100 kilometers of the vehicle in multiple preset gears is calculated based on the target cruising speed of the vehicle. Each preset gear is different and all are less than the current gear of the vehicle.

[0079] Step 309: Determine the target gear based on the instantaneous fuel consumption per 100 kilometers under the multiple preset gears. Specifically, select the minimum instantaneous fuel consumption per 100 kilometers among the multiple preset gears and take the preset gear corresponding to the minimum as the target gear.

[0080] Step 310: Determine the first target operating speed based on the target gear.

[0081] Specifically, the preset gear can be one, two, three, or other gears lower than the current gear. It should be noted that the vehicle in this application can be a commercial vehicle driven by a diesel engine, which has multiple gears. The higher the gear, the greater the driving force of the vehicle and the more fuel it consumes; the lower the gear, the less the driving force of the vehicle and the less fuel it consumes.

[0082] For example, when calculating the target cruising speed V at gears 1, 2, 3, and 4 lower than the current gear. s Instantaneous fuel consumption per 100 kilometers (W) -1 =f(m,R,V) s ,θ,i0-1),W -2 =f(m,R,V) s ,θ,i0-2),W _3 =f(m,R,V) s ,θ,i0-3),W _4 =f(m, R, V) s ,θ,i0-4), and compare W -1 ~W _4 The gear corresponding to the minimum value is taken as the target gear for downshifting. t i0 represents the current gear. f(m, R, V) s ,θ,i) is the mapping relationship obtained from the universal property curve.

[0083] According to the target gear i t Speed ​​planning is performed to determine the primary target operating speed. The speed planning process is as follows:

[0084] Define the objective of the optimization problem as min(f(m, R, v, 0, i)). t The boundary condition is v∈[V] s -V m V s +V m], where speed v is the optimization objective, and the optimization method can be selected from, but is not limited to, discretization exhaustive search, gradient descent and various types of heuristic algorithms, to finally determine the first objective running speed.

[0085] By following the steps above, when a steep uphill slope is detected ahead, the vehicle will downshift in advance to avoid downshifting on the slope and ensure the vehicle's operating efficiency.

[0086] Step 311: If it is determined from the road condition information that there is no slope in front of the vehicle, the third mapping relationship f(m, R, v, 0, i0) is obtained from the universal characteristic curve, where m is the weight of the vehicle, R is the average running resistance of the vehicle, i0 is the current gear, and v represents the second target running speed.

[0087] Step 312: Under preset boundary conditions, set the objective of the optimization problem as min(f(m, R, v, 0, i0)), and solve for the second objective running speed. The preset boundary condition is v∈[V s -V m V s +V m ], where V s V is the target cruising speed. m The difference is due to the floating speed.

[0088] Specifically, the absence of a slope ahead of the vehicle can be understood as the slope of the road ahead falling between a first slope threshold and a second slope threshold. If no slope is detected ahead, meaning the road surface ahead is flat, the vehicle will travel within the interval [V] based on the average slope ahead. s -V m V s +V m The optimal fuel-efficient speed is determined within the given range. The objective of the optimization problem is defined as min(f(m, R, v, 0, i0)), with the boundary condition v∈[V]. s -V m V s +V m ], where speed v is the optimization objective, and the optimization method can be selected from, but is not limited to, discretization exhaustive search, gradient descent and various types of heuristic algorithms, to finally determine the second objective running speed.

[0089] In another embodiment of this application, before determining the first target operating speed in step 103 based on the length of the slope segment and the target cruising speed of the vehicle, the method further includes:

[0090] Step 104: Calculate the instantaneous fuel consumption per 100 kilometers of the vehicle at the target cruising speed on a road with a gradient of 0, in different gears.

[0091] For example, if a vehicle has 10 gears, the instantaneous fuel consumption per 100 kilometers in each gear can be calculated. From prior information about the vehicle, we know the universal characteristic curve of the diesel engine and the mechanical transmission ratio and efficiency from the engine end to the wheel end in different gears. Combining this with the vehicle weight m and average running resistance R, we can calculate the instantaneous fuel consumption W per 100 kilometers at different vehicle speeds v, gradients θ, and different gears i. The mapping relationship is as follows:

[0092] W = f(m, R, v, θ, i)

[0093] This mapping relationship is a priori and can be obtained from the universal characteristics of the engine.

[0094] The vehicle weight *m* and average running resistance *R* can be calculated as follows. Specifically, the vehicle weight *m* and average running resistance *R* are calculated by using the recursive least squares method, with the vehicle's traction force *F* and longitudinal acceleration *a* input in real time:

[0095] F = φ T .U

[0096] Where the coefficient vector φ = [a, 1] T U = [m, R] T , Q represents the engine output torque of the vehicle, and j0 is the transmission ratio of the main reducer; j k Let η be the gear ratio of the kth gear, k be the current gear, η be the total mechanical transmission efficiency of the transmission chain, and r be the radius of the drive wheel.

[0097] Step 105: Based on the instantaneous fuel consumption per 100 kilometers under different gears, obtain the first gear corresponding to the minimum instantaneous fuel consumption per 100 kilometers.

[0098] Step 106: Obtain the first mapping relationship of the instantaneous fuel consumption per 100 kilometers of the vehicle in the first gear when the vehicle is traveling at the target cruising speed, and the second mapping relationship of the instantaneous fuel consumption per 100 kilometers of the vehicle in the second gear, wherein the second gear is the gear after the first gear.

[0099] Step 107: Construct a difference equation based on the first mapping relationship and the second mapping relationship.

[0100] The difference equation is:

[0101] f(m, R, V) s θ + i g )=f(m,R,V s ,0,i g -1)

[0102] Where, f(m, R, V) s θ + i g f(m, R, V) represents the first mapping relationship obtained from the universal property curve. s ,0,i g -1) represents the second mapping relationship obtained from the universal characteristic curve, where m is the vehicle weight, R is the vehicle's average running resistance, and V s Let θ be the target cruising speed. + i is the second slope threshold. g For the first gear, i g -1 represents the second gear.

[0103] Step 108: The second slope threshold is obtained by solving the difference equation.

[0104] The positive slope threshold θ can be obtained from the difference equation. + Since the mapping relationship f has no analytical description, the equation is a difference equation defined by the universal characteristic curve of the engine. It can be calculated using numerical methods. However, since the universal characteristic curve of the engine is obtained experimentally, its derivative changes drastically. To maintain the stability of the equation solution, the bisection method can be used. The solution process will not be described in detail here.

[0105] The following examples illustrate the method for determining the target operating speed of a vehicle provided in the embodiments of this application.

[0106] The method for determining the target operating speed of a vehicle provided in this application includes the following steps:

[0107] S1: The vehicle's weight m and average running resistance R can be calculated from its own onboard sensor information and operational data. The specific calculation method is as follows:

[0108] First, the real-time traction force T on the vehicle is calculated using the vehicle's transmission system parameters, as follows:

[0109]

[0110] Where Q is the engine output torque of the vehicle, j0 is the main reducer transmission ratio; j k Let η be the gear ratio of the kth gear, k be the current gear, η be the total mechanical transmission efficiency of the transmission chain, and r be the radius of the drive wheel.

[0111] According to Newton's second law, the product of the vehicle's weight and its longitudinal acceleration is equal to the sum of the longitudinal external forces acting on the vehicle.

[0112] ma = FR

[0113] Where 'a' represents the longitudinal acceleration fed back by the onboard sensor. This formula can be transformed into:

[0114] F = φ T ·U

[0115] Where the coefficient vector φ = [a, 1] T The parameter vector to be determined is U = [m, R] T This formula can be used to iteratively approximate the actual vehicle weight m and average running resistance R by inputting the vehicle's traction force F and longitudinal acceleration a in real time using the recursive least squares method.

[0116] S2: Based on prior information about the vehicle, the universal characteristic curve of the diesel engine and the mechanical transmission ratio and transmission efficiency from the engine end to the wheel end at different gears are known. Combining the vehicle weight m and average running resistance R, the instantaneous fuel consumption W per 100 kilometers of the engine at different vehicle speeds v, gradients θ, and different gears i can be calculated. The mapping relationship is as follows:

[0117] W = f(m, R, v, θ, i)

[0118] This mapping relationship is a priori and can be obtained from the universal characteristics of the engine;

[0119] S3: When engaging predictive cruise, the driver sets the target cruise speed V. s With the difference in floating speed V m This allows the vehicle's predictive cruise control algorithm to select the interval [V]. s -V m V s +V m The cruising speed within [the specified range] is used as the control output;

[0120] S4: Perform the first calculation, calculating the cruising speed V. s When driving on a straight road (slope θ = 0), the instantaneous fuel consumption per 100 kilometers at different gears is W = f(m, R, V). s , 0, i), and the gear with the lowest fuel consumption i can be obtained. g ;

[0121] S5: Perform a second calculation to determine the negative slope threshold θ that identifies a slope as downhill. - The calculation method is as follows: the vehicle weight m obtained from sensor data and the average running resistance R are used to calculate the slope at θ. - When going downhill, a vehicle can maintain a constant speed by coasting without power, which satisfies the following mathematical relationship:

[0122] mgsin(θ - ) = R

[0123] The negative slope threshold θ can be obtained from this equation. - ;

[0124] S6: Perform the third calculation to determine the positive slope threshold θ for identifying an uphill slope. + The calculation method is as follows: the vehicle weight m obtained from sensor data and the average running resistance R are used to calculate the slope at θ. + On the uphill slope, the vehicle moves in a V-shape. s Cruise at that speed, currently in gear i g Instantaneous fuel consumption per 100 kilometers (W) i0 With in gear i g Instantaneous fuel consumption per 100 kilometers under -1 W i0-1 They are equal, meaning they satisfy the following mathematical relationship, where the mapping relationship f is shown in step S2:

[0125] f(m, R, V) s θ + i g )=f(m,R,V s ,0,i g -1)

[0126] The positive slope threshold θ can be obtained from this equation. + Since the mapping relationship f has no analytical description, the equation is a difference equation defined by the engine's universal characteristic curve. Therefore, the equation can only be calculated using numerical methods. Furthermore, since the engine's universal characteristic curve is obtained experimentally, its derivative changes drastically. To maintain the stability of the algorithm's equation solution, the bisection method is recommended.

[0127] S7: The current vehicle position is sensed by remote sensing satellites, and the road slope information for several kilometers ahead of the vehicle is sent to the vehicle in the form of location-slope coding (such as the ADASIS V2 protocol);

[0128] S8: After receiving remote sensing satellite data, the vehicle will compare the road slope θ0 ahead with the calculated negative slope threshold θ. - Slope threshold θ + Perform a comparison; if θ0 < θ - Then the location of this road section is considered to be downhill, if θ0 > θ + Then the location of this road section is considered to be uphill, if θ - <θ0<θ + Therefore, the location of that road section is considered to be a flat road surface;

[0129] S9: By recoding and recording continuous flat roads, uphill and downhill sections, the location and slope data of remote sensing satellites are converted into descriptive data encoding of continuous flat roads / uphill / downhill sections.

[0130] For example, information about the road ahead transmitted by a remote sensing satellite is encoded as a sequence of numerical pairs (location, slope). A segment describing the slope of a road with a total length of 300m is encoded as follows:

[0131] {(0,0.05),(25,0.01),(50,0.07),(75,0.2),(100,0.15),(125,0.16),(150,0.2),(175,0.13),(200,-0.2),(225,-0.17),(250,-0.15),(275,0))}.

[0132] This encoding consists of 12 pairs of data strings, spaced 25m apart, describing the slope information at that location. If the negative slope threshold θ calculated in the preceding steps... - = -0.1 and positive slope threshold θ + =0.1, then the recoded road slope information becomes a sequence of (starting point, road type, length, average slope) (road type can be defined as 0 for flat road surface, 1 for uphill, and -1 for downhill):

[0133] {(0,0,75,0.043),(75,1,100,0.168),(200,-1,75,-0.42),(275,0,25,0)}.

[0134] Subsequent steps are performed based on the recoded sequence.

[0135] S10: If a downhill slope with an angle of θ0 is detected ahead, the vehicle will enter unpowered coasting mode in advance and enter the downhill slope at a lower speed. The calculation method for the planned entry speed v0 is as follows:

[0136] First, calculate the pre-entry velocity v using the downhill section length s, gravitational acceleration g, and other previously known variables. i .

[0137]

[0138] If v i >V s Then the planned entry speed v0 = V s If v i <V s -V m Then the planned entry speed v0 = V s -V m If V s -V m <=v i <=V s Then the planned entry speed v0 = v i .Right now:

[0139] v0=min(max(v i V s -V m ),V s );

[0140] The calculation method for the length l of the unpowered gliding distance is as follows:

[0141] First, the pre-gliding distance l0 is determined by the planned entry speed v0 and the length of the flat road surface s0 before the descent.

[0142]

[0143] The calculation method for the length l of the unpowered gliding distance is as follows:

[0144] l = min(l0, s0)

[0145] S11: If an uphill slope is detected ahead, first determine its length and gradient. If it's a minor uphill, accelerate before entering the slope to prepare for the climb, and maintain the same torque output as on a flat road while going uphill, avoiding gear shifting. The criteria for determining a minor uphill slope are as follows:

[0146]

[0147] Where s is the length of the uphill section and θ is the slope of the uphill section.

[0148] The uphill entry velocity (entry velocity on the slope) v0 can be calculated from the length s of the uphill section, the gravitational acceleration g, and other known variables mentioned above, as follows:

[0149]

[0150] S12: If an uphill slope is detected ahead, first determine its length and gradient. If it is a steep uphill, downshift before entering the slope and replan your speed to avoid shifting gears on the slope. The criteria for determining a steep uphill slope are as follows:

[0151]

[0152] Where s is the length of the uphill section and θ is the slope of the uphill section.

[0153] The method for calculating the number of downshifts is as follows:

[0154] Calculate the cruising speed V when the gear is 1, 2, 3, and 4 gears lower than the current gear i0. s Instantaneous fuel consumption per 100 kilometers (W) -1 =f(m,R,V) s ,θ,i0-1),W -2 =f(m,R,V) s,θ,i0-2),W -3 =f(m,R,V) s ,θ,i0-3),W -4 =f(m,R,V) s ,θ,i0-4), and compare W -1 ~W -4 The gear corresponding to the minimum value is taken as the target gear for downshifting. t The function f is defined and calculated in the same way as in S2.

[0155] The velocity replanning method is as follows:

[0156] Define the objective of the optimization problem as min(f(m,R,v,0,i)). t The boundary condition is v∈[V] s -V m V s +V m The optimization objective is velocity v, and the optimization method can include, but is not limited to, discretization exhaustive search, gradient descent, and various types of heuristic algorithms. The final reprogramming velocity v is determined. t .

[0157] S13: If the road surface ahead is detected to be flat, i.e., without a slope, the vehicle will proceed according to the average slope ahead within the interval [V]. s -V m V s +V m The optimal fuel-efficient speed is determined within the given range. The objective of the optimization problem is defined as min(f(m,R,v,0,i0)), with the boundary condition v∈[V]. s -V m V s +V m ], where speed v is the optimization objective, and the optimization method is the same as that of S12.

[0158] The target operating speed determination method for vehicles provided in this application embodiment receives road information sent by remote sensing satellites and uses different control strategies for different road slopes. For small uphill slopes, the vehicle accelerates ahead in advance; for large uphill slopes, the vehicle downshifts ahead in advance; and for downhill slopes, the vehicle coasts ahead in advance, which can maximize the fuel-saving effect of vehicle operation.

[0159] Figure 4 A structural diagram of a vehicle target operating speed determination device provided in an embodiment of this application is shown. Figure 4 As shown, the vehicle target operating speed determination device 400 includes:

[0160] The road condition information acquisition module 401 is used to acquire road condition information ahead of the vehicle's direction of travel. The road condition information is used to characterize multiple location points in the vehicle's direction of travel and the slope corresponding to each location point.

[0161] The target location point determination module 402 is used to determine a target location point when it is determined from the road condition information that there is a slope in front of the vehicle. The target location point is the starting point of the slope closest to the current position of the vehicle.

[0162] The speed determination module 403 is used to determine the first target running speed of the vehicle at the target location point based on the slope of the slope.

[0163] Optionally, the road condition information acquisition module 401 includes:

[0164] The receiving submodule is used to receive the remote sensing satellite sensing data, which includes multiple numerical pairs, each of which includes a location point and a slope.

[0165] The encoding submodule is used to re-encode the remote sensing satellite data to obtain the road condition information, which includes multiple sequences. Each sequence includes the starting point of a road segment, the road type, the road segment length, and the average slope.

[0166] Optionally, the speed determination module 403 includes:

[0167] The road segment length determination submodule is used to determine the road segment length of the slope based on the road condition information;

[0168] The speed determination submodule is used to determine the first target operating speed based on the length of the road segment on the slope and the target cruising speed of the vehicle.

[0169] Optionally, the speed determination submodule includes:

[0170] The first calculation unit is used to calculate the vehicle's pre-entry speed at the target location point based on the road segment length of the slope if the slope corresponding to the slope is less than the pre-acquired first slope threshold.

[0171] The second calculation unit is used to determine the first target operating speed based on the magnitude of the pre-entry slope speed and the target cruising speed of the vehicle.

[0172] Optionally, the pre-entry slope velocity v i for:

[0173]

[0174] Where s is the length of the road segment on the slope, Vs For the target cruising speed, V m The floating speed difference is θ0, the slope corresponding to the slope is R, the average running resistance of the vehicle is m, the weight of the vehicle is g, and the acceleration due to gravity is g.

[0175] Optionally, the second calculation unit is used to determine the first target running speed v0 according to the following expression:

[0176] v0=min(max(v i V s -V m ),V s )

[0177] Among them, v i For the pre-entry speed, V s For the target cruising speed, V m The difference is due to the floating speed.

[0178] Optionally, the device further includes a first calculation module for determining the pre-gliding distance l0 according to the following expression:

[0179]

[0180] Where m is the weight of the vehicle, R is the average running resistance of the vehicle, and V s v0 is the target cruising speed, and v0 is the first target operating speed;

[0181] The second calculation module is used to take the smaller of the first distance and the pre-gliding distance as the length of the road segment where the vehicle glides without power.

[0182] Optionally, the device further includes a third calculation module for calculating the first slope threshold θ according to the following expression. - :

[0183] mgsin(θ - ) = R

[0184] Where m is the vehicle weight, g is the gravitational acceleration, and R is the average running resistance of the vehicle.

[0185] Optionally, the speed determination submodule includes a third calculation unit for:

[0186] If the slope corresponding to the slope is greater than the pre-acquired second slope threshold, and the length of the road segment of the slope is less than or equal to the preset threshold, then the first target operating speed is determined according to the target cruising speed of the vehicle.

[0187] Optionally, the first target running speed v0 is:

[0188]

[0189] Among them, V s V is the target cruising speed. m The variable velocity difference is s, where s is the length of the road segment on the slope, and g is the acceleration due to gravity.

[0190] Optionally, the speed determination submodule includes:

[0191] The fourth calculation unit is used to calculate the instantaneous fuel consumption per 100 kilometers of the vehicle in multiple preset gears based on the vehicle's target cruising speed if the road segment length of the slope is greater than a preset threshold when the slope corresponding to the slope is greater than a preset threshold. Each preset gear is different and all are less than the vehicle's current gear.

[0192] The fifth calculation unit is used to determine the target gear based on the instantaneous fuel consumption per 100 kilometers under the multiple preset gears;

[0193] The determining unit is used to determine the first target running speed based on the target gear.

[0194] Optionally, the fifth calculation unit is used to select the minimum instantaneous fuel consumption per 100 kilometers among the multiple preset gears, and take the preset gear corresponding to the minimum as the target gear.

[0195] Optionally, the device further includes:

[0196] The fourth calculation module is used to calculate the instantaneous fuel consumption per 100 kilometers of the vehicle at the target cruising speed on a road with a gradient of 0, under different gears.

[0197] The first acquisition module is used to obtain the first gear corresponding to the minimum instantaneous fuel consumption per 100 kilometers based on the instantaneous fuel consumption per 100 kilometers under different gears;

[0198] The second acquisition module is used to acquire a first mapping relationship of the instantaneous fuel consumption per 100 kilometers of the vehicle in the first gear when the vehicle is traveling at the target cruising speed, and a second mapping relationship of the instantaneous fuel consumption per 100 kilometers of the vehicle in the second gear, wherein the second gear is the gear after the first gear;

[0199] An equation construction module is used to construct a difference equation based on the first mapping relationship and the second mapping relationship;

[0200] The first solution module is used to obtain the second slope threshold by solving the difference equation.

[0201] Optionally, the difference equation is:

[0202] f(m, R, V) s θ + i g )=f(m,R,V s ,0,i g -1)

[0203] Where, f(m, R, V) s θ + i g f(m, R, V) represents the first mapping relationship obtained from the universal property curve. s ,0,i g -1) represents the second mapping relationship obtained from the universal characteristic curve, where m is the vehicle weight, R is the vehicle's average running resistance, and V s Let θ be the target cruising speed. + i is the second slope threshold. g For the first gear, I g -1 represents the second gear.

[0204] Optionally, the device further includes:

[0205] The third acquisition module is used to obtain a third mapping relationship f(m, R, v, 0, i0) based on the universal characteristic curve when it is determined from the road condition information that there is no slope in front of the vehicle. Here, m is the weight of the vehicle, R is the average running resistance of the vehicle, i0 is the current gear, and v represents the second target running speed.

[0206] The second solution module is used to set the objective of the optimization problem as min(f(m, R, v, 0, i0)) under preset boundary conditions, and solve for the second objective running speed. The preset boundary conditions are v∈[V s -V m V s +V m ], where V s V is the target cruising speed. m The difference is due to the floating speed.

[0207] Optionally, the device further includes:

[0208] The fifth calculation module is used to calculate the vehicle weight m and the vehicle's average running resistance R by taking the vehicle's traction force F and longitudinal acceleration a as input in real time, using the recursive least squares method:

[0209] F = φ T ·U

[0210] Where the coefficient vector φ = [a, 1]T U = [m, R] T , Q represents the engine output torque of the vehicle, and j0 is the transmission ratio of the main reducer; j k Let η be the gear ratio of the kth gear, k be the current gear, η be the total mechanical transmission efficiency of the transmission chain, and r be the radius of the drive wheel.

[0211] The vehicle target speed determination device 400 provided in this application embodiment can realize the various processes implemented in the aforementioned vehicle target speed determination method embodiment and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0212] Figure 5 A schematic diagram of the hardware structure of the vehicle target running speed determination method provided in an embodiment of this application is shown.

[0213] An electronic device may include a processor 601 and a memory 602 storing computer program instructions.

[0214] Specifically, the processor 601 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0215] Memory 602 may include mass storage for data or instructions. For example, and not limitingly, memory 602 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 602 may include removable or non-removable (or fixed) media. Where appropriate, memory 602 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 602 is non-volatile solid-state memory.

[0216] Memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to the first aspect of this disclosure.

[0217] The processor 601 reads and executes computer program instructions stored in the memory 602 to implement any of the vehicle target running speed determination methods in the above embodiments.

[0218] In one example, the electronic device may also include a communication interface 603 and a bus 604. Wherein, as... Figure 5 As shown, the processor 601, memory 602, and communication interface 603 are connected through bus 604 and complete communication with each other.

[0219] The communication interface 603 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0220] Bus 604 includes hardware, software, or both, that couples components of a method for determining the target operating speed of a vehicle together. For example, and not as a limitation, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 604 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0221] Furthermore, in conjunction with the vehicle target speed determination method in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when executed by a processor, these computer program instructions implement any of the vehicle target speed determination methods in the above embodiments.

[0222] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0223] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0224] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0225] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0226] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for determining the target operating speed of a vehicle, characterized in that, The method includes: Obtain road condition information ahead in the direction of vehicle travel, wherein the road condition information is used to characterize multiple location points in the direction of vehicle travel and the slope corresponding to each location point; If it is determined from the road condition information that there is a slope in front of the vehicle, a target location point is determined, which is the starting point of the slope closest to the current position of the vehicle; Based on the slope of the slope, determine the first target running speed of the vehicle at the target location point; Obtain road condition information ahead in the direction the vehicle is traveling, including: Receive remote sensing satellite sensing data, which includes multiple pairs of values, each pair of values ​​including a location point and a slope; The remote sensing satellite data is re-encoded to obtain the road condition information, which includes multiple sequences. Each sequence includes the starting point of a road segment, the road type, the road segment length, and the average slope. Determining the first target speed of the vehicle at the target location point based on the slope of the slope includes: Based on the road condition information, determine the length of the road segment on the slope; The first target operating speed is determined based on the length of the slope section and the target cruising speed of the vehicle; Determining the first target operating speed based on the length of the slope segment and the target cruising speed of the vehicle includes: If the slope corresponding to the slope is less than the pre-acquired first slope threshold, then the pre-entry speed of the vehicle at the target location point is calculated based on the road segment length of the slope. The first target operating speed is determined based on the magnitude of the pre-entry slope speed and the target cruising speed of the vehicle; The pre-entry speed for: in, The length of the road section on the slope, For the target cruising speed, For the difference in floating speed, Let R be the slope corresponding to the slope, R be the average running resistance of the vehicle, and m be the weight of the vehicle. It is the acceleration due to gravity; Determining the first target operating speed based on the magnitude of the pre-entry slope speed and the vehicle's target cruising speed includes: The first target running speed is determined according to the following expression. : in, Pre-entry speed, For the target cruising speed, The difference is due to the floating speed.

2. The method according to claim 1, characterized in that, After determining the first target operating speed based on the magnitude of the pre-entry slope speed and the vehicle's target cruising speed, the method further includes: Determine the pre-gliding distance using the following expression. : Where m is the vehicle's weight, and R is the vehicle's average running resistance. For the target cruising speed, The first target running speed; The smaller of the first distance and the pre-gliding distance is taken as the length of the road segment for which the vehicle glides without power, where the first distance is the length of the flat road surface before the downhill slope.

3. The method according to claim 1, characterized in that, Determining the first target operating speed based on the length of the slope segment and the target cruising speed of the vehicle includes: If the slope corresponding to the slope is greater than the pre-acquired second slope threshold, and the length of the road segment of the slope is less than or equal to the preset threshold, then the first target operating speed is determined according to the target cruising speed of the vehicle.

4. The method according to claim 1, characterized in that, Determining the first target operating speed based on the length of the slope segment and the target cruising speed of the vehicle includes: If the slope of the slope is greater than the pre-acquired second slope threshold, and the length of the slope is greater than the preset threshold, then the instantaneous fuel consumption per 100 kilometers of the vehicle in multiple preset gears is calculated based on the vehicle's target cruising speed. Each preset gear is different and is less than the vehicle's current gear. The target gear is determined based on the instantaneous fuel consumption per 100 kilometers under the multiple preset gears; Based on the target gear, the first target operating speed is determined.

5. The method according to claim 3 or 4, characterized in that, Before determining the first target operating speed based on the length of the slope segment and the target cruising speed of the vehicle, the method further includes: Calculate the instantaneous fuel consumption per 100 kilometers of the vehicle at the target cruising speed on a road with a gradient of 0, in different gears; Based on the instantaneous fuel consumption per 100 kilometers under different gears, the first gear corresponding to the minimum instantaneous fuel consumption per 100 kilometers is obtained; The system obtains a first mapping relationship of the instantaneous fuel consumption per 100 kilometers of the vehicle in the first gear when the vehicle is traveling at the target cruising speed, and a second mapping relationship of the instantaneous fuel consumption per 100 kilometers of the vehicle in the second gear, wherein the second gear is the gear following the first gear. Based on the first mapping relationship and the second mapping relationship, construct the difference equation; The second slope threshold is obtained by solving the difference equation.

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