A vehicle fuel-saving control method and device under a curve scenario

Abstract

The present invention relates to a vehicle fuel-saving control method and device in a curved road scenario, belonging to the technical field of vehicle autonomous driving. Among them, the method includes obtaining the historical curved road driving data and current curved road data of the vehicle; constructing a curved road speed model according to the historical curved road driving data, and predicting the current curved road data according to the curved road speed model to obtain the curved road speed; performing energy conversion analysis according to the curved road speed to obtain an energy change result; controlling the vehicle according to the energy change result and the curved road speed. The present invention can predict the speed of the vehicle by combining the historical curved road driving data of the driver and the current curved road data that the vehicle needs to pass through, so as to reduce the speed error. It can also perform energy conversion analysis on the curved road speed, so as to control the speed of the vehicle according to the energy change result, reducing the fuel consumption of the vehicle when driving on a curved road.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle autonomous driving, and particularly to a vehicle fuel-saving control method and device in a curve scenario. Background Art

[0002] With the popularization of automobiles, the impact of vehicles on the environment has become increasingly obvious, and the energy consumption has also become increasingly large. Therefore, reducing vehicle fuel consumption has always been an important goal of major automobile companies. In the current industry, a lot of work has been done on vehicle fuel consumption, but most of it is the optimization of vehicle structure (wind resistance, rolling resistance, etc.), engine technology, etc. The consideration of vehicle driving scenarios and driver needs is relatively weak. When the vehicle driving scenario is a curve, due to the safety speed of the vehicle in the curve, the geometric characteristics of the turning radius will be considered. At the same time, through a large amount of data analysis, it is found that generally the cornering speed is less than the cornering safety speed. When the driver passes through a curve without safety obstacles, the driver usually adopts the driving behavior of first decelerating into the curve and then accelerating out of the curve, and the degree of acceleration and deceleration is related to the geometric shape of the turning radius.

[0003] In the prior art, the existing vehicle fuel economy mainly considers the slope factor, that is, the predictive slope is adopted, that is, accelerating uphill in advance and coasting downhill in advance, without considering the influence of curves and drivers, resulting in large speed errors and high fuel consumption.

[0004] Therefore, it is urgent to propose a vehicle fuel-saving control method and device in a curve scenario to solve the technical problems existing in the prior art that in the curve scenario of autonomous driving vehicles, the influence of curves and drivers is not considered, resulting in large speed errors and high fuel consumption when the vehicle turns. Summary of the Invention

[0005] In view of this, it is necessary to provide a vehicle fuel-saving control method and device in a curve scenario to solve the technical problems existing in the prior art that in the curve scenario of autonomous driving vehicles, the influence of curves and drivers is not considered, resulting in large speed errors and high fuel consumption when the vehicle turns.

[0006] To solve the above problems, the present invention provides a vehicle fuel-saving control method in a curve scenario, including:

[0007] Obtain the historical curve driving data and current curve data of the vehicle;

[0008] Construct a curve speed model according to the historical curve driving data, and predict the current curve data according to the curve speed model to obtain the curve speed;

[0009] Conduct energy conversion analysis according to the curve speed to obtain the energy change result;

[0010] Control the vehicle according to the energy change result and the curve speed.

[0011] In a possible implementation, the historical curve driving data includes curve data when the vehicle passes through a curve each time. Building a curve speed model according to the historical curve driving data includes:

[0012] Obtain the curve curvature of the corresponding curve according to the curve data;

[0013] Screen the historical curve driving data according to all the curve curvatures to obtain target historical curve driving data;

[0014] Build a curve speed model according to the target historical curve driving data.

[0015] In a possible implementation, the target historical curve driving data includes the curve speed corresponding to each target curve curvature. Building a curve speed model according to the target historical curve driving data includes:

[0016] Fit the target curve curvature and the corresponding curve speed to obtain a fitting result;

[0017] Build a curve speed model according to the fitting result.

[0018] In a possible implementation, the curve speed includes the entry speed and the exit speed, and the current curve data includes the current speed. Performing energy conversion analysis according to the curve speed to obtain an energy change result includes:

[0019] Obtain the kinetic energy change value according to the entry speed and the exit speed;

[0020] Obtain the energy change result of the entire curve process according to the current speed and the kinetic energy change value.

[0021] In a possible implementation, controlling the vehicle according to the energy change result and the curve speed includes:

[0022] When the energy change result is greater than a preset threshold, adjust the curve speed to obtain a target curve speed;

[0023] Control the vehicle according to the target curve speed.

[0024] In a possible implementation, controlling the vehicle according to the target curve speed includes:

[0025] Judge whether there is a first vehicle at a first preset distance in front of the vehicle;

[0026] If so, when the vehicle speed of the first vehicle is less than the target curve speed, the vehicle is controlled according to the vehicle speed of the first vehicle.

[0027] In a possible implementation, the controlling the vehicle according to the target curve speed includes:

[0028] When there is no first vehicle within the first preset distance of the vehicle, it is determined whether there is a second vehicle at a second preset distance ahead of the vehicle; the second preset distance is greater than the first preset distance;

[0029] If so, a deceleration is determined according to the vehicle speed of the second vehicle and the target curve speed, and the vehicle is controlled according to the deceleration and the target curve speed;

[0030] If not, the vehicle is controlled according to the target curve speed.

[0031] In a possible implementation, the formula of the curve speed model is as follows:

[0032]

[0033] In the formula, represents the speed coefficient for entering the curve; represents the speed coefficient for exiting the curve; represents the exponent, generally 2.7; represents the curve curvature; the speed of the curve section is quadratic. When the vehicle travels to the transition straight section, it is determined by the end speed of the connected curve section and remains uniform within the transition straight section .

[0034] In a possible implementation, the calculation of the kinetic energy change value is shown in the following formula:

[0035]

[0036] In the formula, and respectively represent the speed for exiting the curve and the speed for entering the curve; represents the mass; represents the kinetic energy change value.

[0037] On the other hand, the present invention also provides a vehicle fuel-saving control device in a curve scenario, including:

[0038] A data acquisition module, configured to acquire historical curve driving data and current curve data of the vehicle;

[0039] A speed prediction module, configured to construct a curve speed model based on the historical curve driving data, and predict the current curve data according to the curve speed model to obtain a curve speed;

[0040] A result analysis module, configured to perform energy conversion analysis based on the curve speed to obtain an energy change result;

[0041] A vehicle control module, configured to control the vehicle according to the energy change result and the curve speed.

[0042] The beneficial effects of the present invention are as follows: The present invention can predict the speed of a vehicle by combining the historical curve driving data of a driver and the current curve data that the vehicle needs to pass through, thereby reducing the speed error. It can also perform energy conversion analysis on the curve speed, so as to control the speed of the vehicle according to the energy change result, reducing the fuel consumption of the vehicle when driving on a curve. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 FIG. is a schematic flowchart of an embodiment of a vehicle fuel-saving control method in a curve scenario provided by the present invention;

[0044] Figure 2 For the present invention Figure 1 FIG. is a schematic flowchart of an embodiment of step S102 in the present invention;

[0045] Figure 3 FIG. is a schematic structural diagram of an embodiment of curve curvature calculation provided by the present invention;

[0046] Figure 4 FIG. is a schematic structural diagram of an embodiment of curve curvature and speed provided by the present invention;

[0047] Figure 5 FIG. is a schematic structural diagram of an embodiment of the entire change curve of curve curvature and speed provided by the present invention;

[0048] Figure 6 FIG. is a schematic structural diagram of an embodiment of a vehicle fuel-saving control device in a curve scenario provided by the present invention;

[0049] Figure 7 FIG. is a schematic structural diagram of an embodiment of an electronic device provided by the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0050] The following specifically describes the preferred embodiments of the present invention with reference to the accompanying drawings. The accompanying drawings form a part of this application and are used together with the embodiments of the present invention to explain the principles of the present invention, and are not used to limit the scope of the present invention.

[0051] As Figure 1As shown in the figure, a specific embodiment of the present invention discloses a vehicle fuel-saving control method in a curved road scenario, including:

[0052] S101. Obtain the historical curved road driving data and current curved road data of the vehicle;

[0053] S102. Construct a curved road speed model according to the historical curved road driving data, and predict the current curved road data according to the curved road speed model to obtain the curved road speed;

[0054] S103. Conduct energy conversion analysis according to the curved road speed to obtain the energy change result;

[0055] S104. Control the vehicle according to the energy change result and the curved road speed.

[0056] In a specific embodiment, there are 6 driving methods for curved roads: when passing through a general curved road, choose a turning route of first outside, then inside, and then outside; the principle of slow entry, medium throttle, and fast exit for cornering; the method for blind area curved roads; the method for compound curved roads; the method for uphill curved roads; the method for downhill curved roads.

[0057] When passing through a general curved road, choose a turning route of first outside, then inside, and then outside: If you want to pass through the curved road quickly without generating too much centrifugal force when turning, you must make full use of the width of the road and try to turn with a large arc approaching a straight line.

[0058] Master the principle of "slow entry, medium throttle, and fast exit" for cornering: When still driving straight before entering the curved road, you should first step on the brake to slow down the vehicle. If the curved road is relatively sharp, you should further reduce the speed and also downshift by one gear first; after entering the curved road at a low speed, first choose the turning route and correct the direction, then step on the accelerator. At this time, because the vehicle accelerates, the center of gravity will move backward, causing the front of the vehicle to slightly lift, the steering wheel to become lighter, and the rear wheels to have a little lateral skid, and the vehicle can turn easily; when seeing the end of the curved road, straighten the steering wheel, and after confirming the road conditions are safe, step on the accelerator and drive out of the curved road quickly.

[0059] The method for passing through blind area curved roads: A blind area curved road is a curved road where the exit cannot be seen. When driving on a blind area curved road, since the traffic conditions at the end of the curved road cannot be seen, first of all, the speed must be reduced, and you cannot drive in the same way as on an ordinary curved road. To avoid accidents with oncoming vehicles, you must drive along the side of the road. When passing through a left curved road, the vehicle should drive along the outside of the curved road. When passing through a right curved road, the vehicle should drive along the inside of the curved road. Once seeing the exit of the curved road, you can change lanes, correct the direction, and drive away from the curved road by stepping on the accelerator according to the method of first outside, then inside, and then outside.

[0060] Method for passing through a compound curve: A compound curve is a curve composed of more than two curves. When passing through a compound curve, the key is to ensure the last curve so as to quickly drive out of the curve at the exit of the last curve.

[0061] Method for passing through an uphill curve: When passing through an uphill curve, the throttle should be released before entering the curve, so that the vehicle enters the curve against the outer side of the curve at a relatively high speed, then shift the gear down one or two gears, then select the route and correct the direction, and at the same time gently step on the throttle; after passing the apex of the curve, switch back to the outer side of the curve, and at the same time increase the throttle, and finally quickly drive out of the curve against the outer side of the curve. During this process, the turning route of first the outer side, then the inner side, and then the outer side should also be selected.

[0062] Method for passing through a downhill curve: When passing through a downhill curve, the throttle should be released and the brake should be stepped on before entering the curve, so that the vehicle decelerates significantly, and the gear should be shifted down one or two gears, then enter the curve at a relatively low speed against the outer side of the curve, and then release the brake and select the route and correct the direction; after passing the apex of the curve, switch back to the outer side of the curve, and at the same time gently step on the throttle, and finally quickly drive out of the curve against the outer side of the curve. During this process, the turning route of first the outer side, then the inner side, and then the outer side should also be selected.

[0063] In a specific embodiment of the present invention, historical curve driving data in the vehicle system can be obtained, historical curve driving data during the test process can also be obtained, or historical curve driving data of different vehicles can be obtained. The specific way to obtain the historical curve driving data can be set according to the actual situation, and the embodiments of the present invention do not limit this here. The current curve data of the curve that the vehicle is about to drive through can be obtained by means of vehicle sensors, lidar, GPS, etc. The current curve data can include data such as curve radius and length. Thus, after obtaining the historical curve driving data of the vehicle, a curve speed model can be constructed, and then the current curve data can be input into the curve speed model. The curve speed model can output the curve speed, and energy conversion analysis can also be performed according to the curve speed, and then the energy change result of the vehicle passing through the curve at the curve speed can be obtained. Furthermore, the vehicle can be controlled according to the energy change result and the curve speed.

[0064] Compared with the prior art, the present embodiment provides a method for obtaining historical curve driving data and current curve data of a vehicle; constructing a curve speed model according to the historical curve driving data, and predicting the current curve data according to the curve speed model to obtain a curve speed; performing energy conversion analysis according to the curve speed to obtain an energy change result; and controlling the vehicle according to the energy change result and the curve speed. The present invention can predict the speed of the vehicle by combining the historical curve driving data of the driver and the current curve data that the vehicle needs to pass through, thereby reducing the speed error. It can also perform energy conversion analysis on the curve speed, and thus control the speed of the vehicle according to the energy change result, reducing the fuel consumption of the vehicle when driving on a curve.

[0065] In some embodiments of the present invention, the historical curve driving data includes curve data each time the vehicle passes through a curve, such as Figure 2 As shown, step S102 includes:

[0066] S201. Obtain the curve curvature of the corresponding curve according to the curve data;

[0067] S202. Screen the historical curve driving data according to all the curve curvatures to obtain target historical curve driving data;

[0068] S203. Construct a curve speed model according to the target historical curve driving data.

[0069] In a specific embodiment of the present invention, since the design speed of a curve is the main consideration in road geometric design, it directly affects the safety and efficiency of vehicles on highways. However, the actual driving speed always varies with various factors such as the highway alignment, vehicle dynamic performance, and driver's driving habits. Generally, in the case of clear road structure, good road conditions and weather, drivers tend to drive at an economic speed; as Figure 3 shown, Figure 3 is a schematic diagram for calculating the curve curvature. For a second-order continuously differentiable curve, the curvature calculation formula corresponding to its degree of bending is shown in formula (1):

[0070] (1)

[0071] In the formula, represents the curve curvature. The larger the curve curvature, the smaller the curvature radius R at that place, and the greater the degree of curve bending; represents the ordinate at the coordinate p x0 ( x 0, y 0), represents the first derivative, Represents the second derivative. By collecting autonomous driving road data, considering that a continuous and fitted curve can use three points to form an arc, calculate the radius of curvature, so as to reflect the degree of road curvature at the feature point.

[0072] In road design, for special sections such as curves, tunnels, ramps, slopes, and diverging sections on highways, the speed of drivers during driving is studied. Considering the traffic psychological needs of most drivers on highways, through the measured data of historical statistics, it can better reflect the economic driving characteristics of drivers. At the same time, as the degree of road curvature increases, the maximum speed of the autonomous vehicle on this curve will also decrease. Usually, when considering that drivers pass through curves, traffic road environment factors such as traffic signals and obstacles also need to be considered, and these situations will lead to deceleration or even stopping. In order to obtain the driving speed of drivers when passing through curves with different radii, it is necessary to further process the historical curve driving data. The historical curve driving data can be processed by time. Through formula (1), the curve curvature of the vehicle passing through the curve each time can be obtained, and then the data with each curvature distribution in the 80th - 85th percentile is retained to obtain the target historical curve driving data left after screening. The curve curvature and speed in the target historical curve driving data are as Figure 4 shown, the x-axis is the curvature and the y-axis is the vehicle speed, so that the distribution diagram of the curve curvature and speed in the target historical curve driving data can be obtained; then based on the target historical curve driving data, a curve speed model can be constructed.

[0073] In some embodiments of the present invention, the target historical curve driving data includes the curve speed corresponding to each target curve curvature, and step S203 includes:

[0074] Fit the target curve curvature and the corresponding curve speed to obtain a fitting result;

[0075] According to the fitting result, construct a curve speed model.

[0076] In a specific embodiment of the present invention, the curve curvature and speed in the target historical curve driving data can be analyzed to obtain a reasonable relationship between the turning speed and the curve curvature. And a quadratic Gaussian function is used to learn and fit the relationship formula between the curve speed and the curvature. Finally, the relationship formula obtains the optimal speed learned by the autonomous vehicle passing through the curve driving, and the relationship formula is as shown in formula (2):

[0077] (2)

[0078] If the curve transition stage is considered, that is, the junction of the curve and the straight road, the vehicle speed in this area needs to be kept stable. Therefore, the established curve speed model is as shown in formula (3):

[0079] (3)

[0080] In the formula, represents the speed coefficient for entering the curve; represents the speed coefficient for exiting the curve; represents the exponent, generally 2.7; represents the curve curvature; the speed of the curve section is quadratic. When the vehicle travels to the transition straight section, it is determined by the end speed of the connected curve section and maintains a constant speed within the transition straight section. .

[0081] Furthermore, after constructing the curve speed model, it is necessary to verify the rationality of the model. By substituting the above formula of the curve economic speed model, it is obtained that the maximum speed calculated by the model is 20 km / h higher than the high-speed design speed. The comparison between the design speed and the theoretical speed is shown in Table 1. The theoretical speed of the curve speed model is between the design speed and the maximum speed, indicating that the curve speed model is relatively reasonable.

[0082] Table 1. Comparison between road design speed and theoretical speed

[0083]

[0084] It can be seen that the theoretical speed of the curve speed model is between the design speed and the maximum speed, indicating that the curve speed model is relatively reasonable.

[0085] In some embodiments of the present invention, the curve speed includes the entry speed and the exit speed, and the current curve data includes the current speed. Step S103 includes:

[0086] Obtaining the kinetic energy change value according to the entry speed and the exit speed;

[0087] Obtaining the energy change result of the entire curve process according to the current speed and the kinetic energy change value.

[0088] In the specific embodiments of the present invention, the calculated curvatures are different at different places on the curve. For example, due to different road conditions at the place where the curve is entered and the place where the curve is exited, the calculated curvatures are different, and thus the speeds obtained through the curve speed model are different. Then, the entry speed can be obtained through the curvature of the curve entry, and the exit speed can be obtained through the curvature of the curve exit. After verifying the rationality of the speed, the comprehensive energy change of the autonomous driving vehicle on the curve can be comprehensively considered. That is, since the autonomous driving vehicle will have a process of first decelerating and then accelerating during the curve driving, and there will be a switching between the driving mode and the braking mode of the vehicle, it is necessary to analyze the energy conversion of the vehicle during the curve driving process. First, at the moments of entering and exiting the curve, the kinetic energy change of the autonomous driving vehicle is determined by the curve speed model, that is, the calculation of the kinetic energy change value is shown in formula (4):

[0089] (4)

[0090] Wherein, and respectively represent the out - bend speed and the in - bend speed; represents the mass; represents the change value of kinetic energy.

[0091] Considering the whole process of driving on a bend from the perspectives of energy conservation and energy conversion, the forces acting on the autonomous vehicle mainly include the change in vehicle potential energy, rolling resistance, air resistance, gradient resistance, and the service braking resistance exerted by the braking system during vehicle driving. Various resistances convert mechanical energy into heat energy through doing work, and the driving force does work to increase the kinetic energy of the vehicle. The driving force is calculated as the engine torque transmitted to the driving wheels through the transmission system. Therefore, the energy change during the whole bend process is as shown in formula (5):

[0092] (5)

[0093] Wherein, represents displacement, represents rolling resistance, represents air resistance, represents service braking force. is the air density, A is the vehicle frontal area, C d is the air resistance coefficient, represents the converted heat energy, g represents the acceleration due to gravity, represents the mass. The above coefficients are defaulted to remain unchanged during vehicle driving.

[0094] It can be known that the air resistance and the rolling resistance always exist throughout the whole process of the autonomous vehicle turning, and are related to the vehicle speed. Through doing work, the kinetic energy of the vehicle is converted into heat energy and dissipated into the atmosphere. The service braking force exists during the deceleration process of the bend, and the engine provides the driving force during the acceleration process of the bend. Therefore, the energy change result of the whole bend process can be obtained through formula (5).

[0095] In some embodiments of the present invention, step S104 includes:

[0096] When the energy change result is greater than the preset threshold, adjust the bend speed to obtain the target bend speed;

[0097] Control the vehicle according to the target bend speed.

[0098] In a specific embodiment of the present invention, the energy change result can be judged. If the energy change value in the energy change result is less than the preset threshold, it means that the energy change of the entire curve process is small, the fuel consumption is small, and the fuel consumption prediction condition is met, then the predicted curve speed can be directly determined as the target curve speed; if the energy change value is not less than the preset threshold, it means that the energy change of the entire curve process is large, and the curve speed needs to be adjusted, wherein the specific preset threshold can be set according to the actual situation, and the embodiment of the present invention is not limited here, and the adjustment process can be to increase or decrease the curve speed by 20%, and the specific adjustment process can be set according to the actual situation, and the embodiment of the present invention is not limited here. Thus, the adjusted target curve speed can be obtained, and then the vehicle can be controlled according to the target curve speed.

[0099] In some embodiments of the present invention, controlling a vehicle according to a target curve speed includes:

[0100] Determining whether there is a first vehicle at a first preset distance in front of the vehicle;

[0101] If so, when the speed of the first vehicle is less than the target curve speed, the vehicle is controlled according to the speed of the first vehicle.

[0102] In a specific embodiment of the present invention, since the optimization target of the existing following strategy is a stable time distance (i.e., ensuring that the speed / distance is consistent with the vehicle in front). When entering the following state, in order to maintain the following time distance, the vehicle speed and distance are adaptively adjusted. However, this method will cause unnecessary acceleration and deceleration of the autonomous driving vehicle, which not only wastes fuel, but also affects comfort. Moreover, in working conditions such as cutting in and jamming with the adjacent vehicle, it is necessary to consider the risk prediction of obstacles such as the vehicle in front. The curve speed can be planned on the premise of meeting the safety risk, and the calculation method of RP risk prediction can be used to constrain the safety risk in advance. This method adopts a predictive following sliding strategy. When there is a first vehicle at a first preset distance in front of the vehicle, if the speed of the first vehicle is less than the target curve speed, the speed of sliding to the first vehicle is controlled, the following time distance is dynamically adjusted, and the maximum deceleration is more finely constrained to avoid unnecessary acceleration and deceleration.

[0103] In some embodiments of the present invention, controlling a vehicle according to a target curve speed includes:

[0104] When there is no first vehicle within the first preset distance of the vehicle, determining whether there is a second vehicle at a second preset distance in front of the vehicle; the second preset distance is greater than the first preset distance;

[0105] If yes, determining the deceleration according to the speed of the second vehicle and the target curve speed, and controlling the vehicle according to the deceleration and the target curve speed;

[0106] If not, the vehicle is controlled according to the target cornering speed.

[0107] In a specific embodiment of the present invention, the second preset distance is greater than the first preset distance. When there is no first vehicle within the first preset distance of the vehicle, but there is a second vehicle at the second preset distance in front of the vehicle, the vehicle can enter the long-distance following state. The vehicle speed of the second vehicle and the deceleration of the target cornering speed can be calculated to form a flexible safety threshold, so as to give the optimal solution that conforms to the actual situation; a risk prediction strategy is adopted for behavior decision-making to determine the coasting and following states, so as to reduce unnecessary acceleration and deceleration actions and avoid the phenomenon of large throttle when following, so as to achieve the energy-saving effect of an autonomous driving truck considering safety prediction risk in a cornering scenario. Among them, the specific first preset distance and second preset distance can be set according to the actual situation, and the embodiments of the present invention do not limit this here.

[0108] By considering the speed curve during cornering, the entire change of the corner curvature and speed is simulated, and the results are as Figure 5 shown. The x-axis is the mileage, and the y-axis is the road curvature and vehicle speed respectively. As the vehicle displacement continuously increases, the curvature of the road gradually increases to the maximum value of 0.046 / m and then gradually decreases. At the same time, the speed change trend also conforms to the driving behavior of most drivers, that is, gradually decelerates when entering the corner and gradually accelerates when exiting the corner.

[0109] Based on the historical cornering driving data, the embodiments of the present invention establish a cornering speed model for the turning driving speed and corner curvature of autonomous driving vehicles, providing theoretical support and reference for the safety evaluation and design of autonomous driving on highways; obtaining the stable operating speed within the corner, better reflecting the driving characteristics of drivers, using the curvature that significantly affects the driving speed to describe the road characteristics as a variable, and using the speed curve planned by this model as the reference speed under cornering conditions, and verifying the rationality of this theoretical speed; analyzing the energy conversion during the process of an autonomous driving vehicle entering and exiting the corner, including the conversion relationship between vehicle kinetic energy, potential energy, chemical energy, and thermal energy, and proposing a direction for guiding the next economic speed planning; adopting a predictive following and coasting strategy, coasting to the speed of the vehicle in front, dynamically adjusting the following distance, and more precisely restricting the maximum deceleration to avoid unnecessary acceleration and then deceleration actions, thereby improving the energy-saving effect of following in a corner.

[0110] In order to better implement the vehicle fuel-saving control method in the cornering scenario in the embodiments of the present invention, correspondingly, based on the vehicle fuel-saving control method in the cornering scenario, the embodiments of the present invention also provide a vehicle fuel-saving control device in the cornering scenario, as Figure 6 shown. The vehicle fuel-saving control device 600 in the cornering scenario includes:

[0111] A data acquisition module 601 is configured to acquire historical cornering driving data and current cornering data of a vehicle;

[0112] A speed prediction module 602 is configured to construct a cornering speed model based on the historical cornering driving data, and predict the current cornering data according to the cornering speed model to obtain the cornering speed;

[0113] A result analysis module 603 is configured to perform energy conversion analysis according to the cornering speed to obtain an energy change result;

[0114] A vehicle control module 604 is configured to control the vehicle according to the energy change result and the cornering speed.

[0115] The vehicle fuel-saving control device 600 in the cornering scenario provided by the above embodiment can implement the technical solutions described in the vehicle fuel-saving control method embodiment in the above cornering scenario. The specific implementation principles of the above modules or units can be referred to the corresponding content in the vehicle fuel-saving control method embodiment in the above cornering scenario, which will not be elaborated here.

[0116] As Figure 7 shown, the present invention also correspondingly provides an electronic device 700. The electronic device 700 includes a processor 701, a memory 702, and a display 703. Figure 7 Only some components of the electronic device 700 are shown, but it should be understood that it is not required to implement all the shown components, and more or fewer components can be alternatively implemented.

[0117] The memory 702 can be an internal storage unit of the electronic device 700 in some embodiments, such as the hard disk or memory of the electronic device 700. The memory 702 can also be an external storage device of the electronic device 700 in other embodiments, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. equipped on the electronic device 700.

[0118] Furthermore, the memory 702 can also include both the internal storage unit and the external storage device of the electronic device 700. The memory 702 is used to store application software installed on the electronic device 700 and various types of data.

[0119] The processor 701 can be a Central Processing Unit (CPU), a microprocessor, or other data processing chips in some embodiments, and is used to run the program code stored in the memory 702 or process data, such as the vehicle fuel-saving control method in the cornering scenario of the present invention.

[0120] In some embodiments, the display 703 may be an LED display, a liquid crystal display, a touch liquid crystal display, an OLED (Organic Light-Emitting Diode) touch device, etc. The display 703 is used to display information of the electronic device 700 and to display a visual user interface. Components 701-703 of the electronic device 700 communicate with each other via a system bus.

[0121] In some embodiments of the present invention, when the processor 701 executes the vehicle fuel-saving control program in the bend scenario in the memory 702, the following steps can be implemented:

[0122] Obtain the historical bend driving data and current bend data of the vehicle;

[0123] According to the historical bend driving data, construct a bend speed model, and predict the current bend data according to the bend speed model to obtain the bend speed;

[0124] Conduct energy conversion analysis based on the bend speed to obtain the energy change result;

[0125] Control the vehicle according to the energy change result and the bend speed.

[0126] It should be understood that when the processor 701 executes the vehicle fuel-saving control program in the bend scenario in the memory 702, in addition to the above functions, other functions can also be implemented. For details, refer to the description of the corresponding method embodiments above.

[0127] Furthermore, the type of the electronic device 700 mentioned in the embodiments of the present invention is not specifically limited. The electronic device 700 may be a portable electronic device such as a mobile phone, a tablet computer, a personal digital assistant (PDA), a wearable device, a laptop computer, etc. Exemplary embodiments of the portable electronic device include, but are not limited to, portable electronic devices running IOS, android, microsoft, or other operating systems. The above portable electronic devices may also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (such as a touch panel). It should also be understood that in some other embodiments of the present invention, the electronic device 700 may not be a portable electronic device, but a desktop computer with a touch-sensitive surface (such as a touch panel).

[0128] Correspondingly, an embodiment of the present application also provides a computer-readable storage medium. The computer-readable storage medium is used to store computer-readable programs or instructions. When the programs or instructions are executed by a processor, the method steps or functions of the vehicle fuel-saving control method provided in the above method embodiments can be implemented.

[0129] Those skilled in the art can understand that all or part of the processes of implementing the methods in the above embodiments can be completed by instructing relevant hardware (such as a processor, a controller, etc.) through a computer program, and the computer program can be stored in a computer-readable storage medium. Among them, the computer-readable storage medium is a magnetic disk, an optical disk, a read-only memory or a random access memory, etc.

[0130] The above has introduced in detail the vehicle fuel-saving control method and device in a curved road scenario provided by the present invention. Specific examples are used herein to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention; at the same time, for those skilled in the art, according to the idea of the present invention, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A vehicle fuel saving control method in a curve scene, characterized in that: include: Obtain the historical curve driving data and current curve data of the vehicle; Constructing a curve speed model according to the historical curve driving data, and predicting the current curve data according to the curve speed model to obtain a curve speed; Performing energy conversion analysis according to the curve speed to obtain energy change results; Controlling the vehicle according to the energy change result and the curve speed; The controlling the vehicle according to the energy change result and the curve speed includes: When the energy change result is greater than a preset threshold, adjusting the curve speed to obtain a target curve speed; controlling the vehicle according to the target curve speed; The controlling the vehicle according to the target curve speed includes: Determining whether there is a first vehicle at a first preset distance in front of the vehicle; If so, when the speed of the first vehicle is less than the target curve speed, controlling the vehicle according to the speed of the first vehicle; The controlling the vehicle according to the target curve speed includes: When the first vehicle does not exist within the first preset distance of the vehicle, determining whether a second vehicle exists at a second preset distance in front of the vehicle; the second preset distance is greater than the first preset distance; If yes, determining a deceleration according to the speed of the second vehicle and the target curve speed, and controlling the vehicle according to the deceleration and the target curve speed; If not, the vehicle is controlled according to the target curve speed.

2. The vehicle fuel saving control method in a curve scene according to claim 1 is characterized in that: The historical curve driving data includes curve data each time the vehicle passes through a curve, and constructing a curve speed model based on the historical curve driving data includes: According to the curve data, a curve curvature of the corresponding curve is obtained; Filtering the historical curve driving data according to all curve curvatures to obtain target historical curve driving data; A curve speed model is constructed according to the target historical curve driving data.

3. The vehicle fuel saving control method in a curve scene according to claim 2, characterized in that: The target historical curve driving data includes a curve speed corresponding to each target curve curvature, and constructing a curve speed model according to the target historical curve driving data includes: Fitting the target curve curvature and the corresponding curve speed to obtain a fitting result; A curve speed model is constructed according to the fitting result.

4. The vehicle fuel saving control method in a curve scenario according to claim 1, characterized in that: The curve speed includes a curve entry speed and a curve exit speed, the current curve data includes a current speed, and the energy conversion analysis is performed according to the curve speed to obtain an energy change result, including: Obtaining a kinetic energy change value according to the cornering speed and the cornering exit speed; The energy change result of the entire curve process is obtained according to the current speed and the kinetic energy change value.

5. The vehicle fuel saving control method in a curve scene according to claim 3, characterized in that: The formula of the curve speed model is as follows: In the formula, Indicates the speed coefficient of entering a curve; Indicates the speed coefficient of the corner; It represents the index, usually 2.7; Indicates the curvature of the curve; the speed of the curve section is quadratic. When the vehicle reaches the transition straight section, it is determined by the end speed of the curve section connected to it, and maintains a constant speed in the transition straight section. .

6. The vehicle fuel saving control method in a curve scene according to claim 4 is characterized in that: The calculation of the kinetic energy change value is shown in the following formula: In the formula, and They represent the exit speed and entry speed of a corner respectively; Indicates quality; Indicates the change in kinetic energy.

7. A vehicle fuel saving control device in a curve scene, characterized in that: include: A data acquisition module, used to acquire historical curve driving data and current curve data of the vehicle; A speed prediction module, configured to construct a curve speed model according to the historical curve driving data, and predict the current curve data according to the curve speed model to obtain a curve speed; A result analysis module, used to perform energy conversion analysis according to the curve speed to obtain energy change results; A vehicle control module, used for controlling the vehicle according to the energy change result and the curve speed; The controlling of the vehicle according to the energy change result and the curve speed is further used to adjust the curve speed to obtain a target curve speed when the energy change result is greater than a preset threshold value; and to determine whether there is a first vehicle at a first preset distance in front of the vehicle; If so, when the speed of the first vehicle is less than the target curve speed, the vehicle is controlled according to the speed of the first vehicle; when the first vehicle does not exist within the first preset distance of the vehicle, it is determined whether there is a second vehicle at a second preset distance in front of the vehicle; The second preset distance is greater than the first preset distance; If so, the deceleration is determined according to the speed of the second vehicle and the target curve speed, and the vehicle is controlled according to the deceleration and the target curve speed; if not, the vehicle is controlled according to the target curve speed.

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