Economic energy consumption speed guiding method based on fuel vehicle-road-environment information

Abstract

The invention discloses an economic energy consumption speed guiding method based on fuel vehicle-road-environment information, and belongs to the field of intelligent sustainable traffic. The economic energy consumption speed guiding method comprises the steps that the vehicle speed, the acceleration, the vehicle type, the vehicle mass, the vehicle windward area, the air density, the gravitational acceleration, the road pavement material, the road slope and the road speed limit are obtained; and according to the vehicle type, determining a vehicle internal energy consumption intensity coefficient and a braking energy consumption intensity coefficient. Determining a vehicle aerodynamic coefficient according to the vehicle type, the vehicle windward area and the air density; according to the physical quantities and the coefficients, the optimization speed of the minimum time energy consumption of the vehicle is calculated; calculating the optimization speed of the minimum space energy consumption of the vehicle according to the physical quantity and the coefficient; and obtaining a vehicle travel scene. When the travel duration of the vehicle is determined, the travel scene code is 1; when the travel route of the vehicle is determined, the travel scene code is 2; and when the travel scene code is 1, taking the optimization speed of the minimum time energy consumption as a reference optimization speed. And when the travel scene code is 2, taking the optimization speed of the minimum space energy consumption as a reference optimization speed. And comparing the road speed limit with the reference optimization speed, and determining an economic energy consumption speed, thereby guiding the vehicle to travel in a green and energy-saving manner.

Description

Technical Field

[0001] The present invention relates to the field of intelligent sustainable transportation technology, and in particular to an economic energy consumption speed guidance method based on fuel vehicle-road-environment information. Background Art

[0002] Intelligent transportation system is considered to be an important technology for realizing energy-saving road traffic system, and speed guidance algorithm is one of the core algorithms of intelligent transportation system. However, most of the current speed guidance functions need to use traffic control information, real-time traffic flow information, etc., which not only makes the system huge but also has high requirements on traffic information perception and communication technology, which is not conducive to application in the current low-intelligence traffic environment. With the improvement of vehicle intelligence, especially the significant progress of end-to-end technology, vehicles have gradually become a comprehensive platform for information perception and processing, but there is still a lack of economical and energy-consuming speed guidance methods based on this. Therefore, in order to better adapt to the development trend of vehicle technology, reduce the complexity of the speed guidance system, and realize an energy-saving and sustainable transportation system, an economical and energy-consuming speed guidance method based on fuel vehicle-road-environment information is needed. Summary of the invention

[0003] The purpose of the present invention is to provide an economic energy consumption speed guidance method based on fuel vehicle-road-environment information, which overcomes the problems of complex systems and high computational costs in the prior art, and obtains the economic energy consumption speed by comprehensively utilizing multi-source information based on vehicle end-to-end technology, thereby achieving the goal of economical energy-saving travel.

[0004] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0005] Step 1: Obtain the required physical quantities Obtain vehicle acceleration, vehicle model, vehicle mass, vehicle frontal area, air density, gravity acceleration, road slope, maximum road speed limit, and minimum road speed limit.

[0006] Get the key coefficient First, according to the vehicle type and working conditions, determine the vehicle's internal energy consumption intensity coefficient and braking energy consumption intensity coefficient. When the vehicle type is a small car and does not decelerate, the internal energy consumption intensity coefficient is 4.95, and the braking energy consumption intensity coefficient is 0; when the vehicle type is a large vehicle and does not decelerate, the internal energy consumption intensity coefficient is 1.95, and the braking energy consumption intensity coefficient is 0; when the vehicle type is a small car and decelerates, the internal energy consumption intensity coefficient is 23.07, and the braking energy consumption intensity coefficient is 53852; when the vehicle type is a large vehicle and decelerates, the internal energy consumption intensity coefficient is 20.20, and the braking energy consumption intensity coefficient is 186983; when the vehicle type is a small car, the aerodynamic coefficient is 0.31; when the vehicle type is a large vehicle, the aerodynamic coefficient is 0.80. These reference values ​​can be updated and supplemented. The vehicle type refers to "3.3 Design Vehicle" in "Urban Road Engineering Design Code" CJJ 37-2012. Small cars correspond to "small passenger cars" and large vehicles correspond to "large vehicles".

[0007] Determine the theoretical economic energy consumption rate Optimized speed for minimum time energy consumption of the vehicle , the calculation method is: when the vehicle decelerates and travels without slope, and satisfies When it is less than 0, ; When decelerating uphill or accelerating downhill or decelerating downhill and When it is less than 0, ; When the speed is constant downhill and When it is less than 0, ; Under other conditions, Optimized speed for minimum space consumption in the vehicle , which is calculated as: {v}_{2}=\sqrt[{3}] {\gamma / \left ( {\lambda {\rho}_{air}{C}_{d}A} \right )} .in, is the vehicle weight; is the acceleration; is the friction coefficient of the tire-road; is the acceleration due to gravity; Air density; is the aerodynamic coefficient; : Vehicle frontal area; : road slope; is the minimum speed limit on the road; : Vehicle braking energy consumption intensity coefficient.

[0008] Select travel scenario Get the vehicle travel scenario. When the vehicle travel duration is determined, the travel scenario code is 1; when the vehicle travel route is determined, the travel scenario code is 2;

[0009] Determine the actual economic energy consumption rate When the travel scenario code is 1, the optimized speed with the minimum time energy consumption is used as the reference optimized speed. When the travel scenario code is 2, the optimized speed with the minimum space energy consumption is used as the reference optimized speed. Compare the road speed limit with the reference optimized speed to determine the economic energy consumption speed. The calculation formula is as follows: When the travel code is 1 and When the speed is greater than the minimum road speed limit but less than the maximum road speed limit, ; When the trip code is 1 and When the minimum speed limit is not exceeded, ; When the trip code is 1 and When the maximum road speed limit is exceeded, ; When the trip code is 2 and When the speed is greater than the minimum road speed limit but less than the maximum road speed limit, ; When the trip code is 2 and Do not exceed the minimum road speed limit, ; When the trip code is 2 and When the maximum road speed limit is exceeded, .

[0010] Compared with the prior art, the present invention has the following beneficial effects:

[0011] (1) The invention technology uses the vehicle as a data perception and processing platform. The system structure is simple, which greatly reduces the requirements for input data and computing costs, and is particularly suitable for near-future traffic environments. However, the existing speed guidance system has a complex structure, and each subsystem has high requirements for the richness and real-time nature of traffic information, resulting in high system installation and use costs, which is not conducive to application in current traffic scenarios with low levels of intelligence.

[0012] (2) The invention technology takes advantage of the vehicle end-to-end technology and integrates and utilizes multi-source data including vehicle-road environment information to provide an economic energy consumption speed guidance method for different travel demand scenarios. However, the vehicle end-to-end technology is mainly used in the field of autonomous driving, and has not been expanded enough in the perspective of energy-saving travel, and has not yet formed the most optimized energy-saving and economical travel mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0015] Figure 1A schematic diagram of a flow chart of an economic energy consumption speed guidance method based on fuel vehicle-road-environment information implemented in the present invention;

[0016] Figure 2 A schematic diagram of determining the economic energy consumption rate provided in the first embodiment of the present invention. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] At present, most of the current speed guidance functions need to use traffic control information, real-time traffic flow information, etc., which is not only large in size but also requires high traffic information perception and communication technology, which is not conducive to application in the current low-intelligence traffic environment. With the improvement of vehicle intelligence, especially the significant progress of end-to-end technology, vehicles have gradually become a comprehensive platform for information perception and processing, but there is still a lack of economical and energy-saving speed guidance methods based on this.

[0020] Based on this, an embodiment of the present invention provides an economic energy consumption speed guidance method based on fuel vehicle-road-environmental information, which can greatly reduce the application cost, promote the expanded application of vehicle intelligent technology in the field of energy-saving travel, and achieve the goal of economical energy-saving travel of vehicles.

[0021] To facilitate understanding of this embodiment, the embodiment of the present invention is described in detail below.

[0022] like Figure 1 As shown, the economic energy consumption speed guidance method based on fuel vehicle-road-environment information of the present invention includes:

[0023] Step 101: Obtain required physical quantities (acceleration, vehicle type, vehicle mass, vehicle frontal area, air density, gravitational acceleration, road slope, maximum road speed limit, and minimum road speed limit).

[0024] Step 102: According to the vehicle type and working conditions, determine the vehicle internal energy consumption intensity coefficient, the braking energy consumption intensity coefficient, and the vehicle aerodynamic coefficient.

[0025] Step 103: Based on the physical quantity of step 101 and the coefficient of step 102, the optimal speed for the vehicle's minimum time energy consumption and the optimal speed for the vehicle's minimum space energy consumption are calculated.

[0026] Step 104: Obtain the vehicle travel scenario. When the vehicle travel duration is determined, the travel scenario code is 1; when the vehicle travel route is determined, the travel scenario code is 2.

[0027] Step 105: When the travel scenario code is 1, the optimized speed with the minimum time energy consumption is used as the reference optimized speed. When the travel scenario code is 2, the optimized speed with the minimum space energy consumption is used as the reference optimized speed. Compare the road speed limit with the reference optimized speed to determine the economic energy consumption speed.

[0028] In step 102, the key coefficients are obtained by:

[0029] According to the vehicle type and working conditions, determine the vehicle's internal energy consumption intensity coefficient and braking energy consumption intensity coefficient. When the vehicle type is a small car and does not decelerate, the internal energy consumption intensity coefficient is 4.95, and the braking energy consumption intensity coefficient is 0; when the vehicle type is a large vehicle and does not decelerate, the internal energy consumption intensity coefficient is 1.95, and the braking energy consumption intensity coefficient is 0; when the vehicle type is a small car and decelerates, the internal energy consumption intensity coefficient is 23.07, and the braking energy consumption intensity coefficient is 53852; when the vehicle type is a large vehicle and decelerates, the internal energy consumption intensity coefficient is 20.20, and the braking energy consumption intensity coefficient is 186983; when the vehicle type is a small car, the aerodynamic coefficient is 0.31; when the vehicle type is a large vehicle, the aerodynamic coefficient is 0.80. These reference values ​​can be updated and supplemented. The vehicle type refers to "3.3 Design Vehicle" in "Urban Road Engineering Design Code" CJJ 37-2012. Small cars correspond to "small passenger cars" and large vehicles correspond to "large vehicles".

[0030] In step 104, trip code 1 means that the vehicle needs to travel for a fixed time, but there is no restriction on the travel route, etc. Trip code 2 means that the vehicle travels along a certain route, and there is no requirement for the travel time.

[0031] In step 105, when the travel scenario code is 1, the optimized speed with the minimum time energy consumption is used as the reference optimized speed. When the travel scenario code is 2, the optimized speed with the minimum space energy consumption is used as the reference optimized speed. Compare the road speed limit with the reference optimized speed to determine the economic energy consumption speed. The specific calculation formula is as follows:

[0032] When the travel scenario code is 1, the optimized speed with the minimum time energy consumption is used as the reference optimized speed. When the travel scenario code is 2, the optimized speed with the minimum space energy consumption is used as the reference optimized speed. Compare the road speed limit with the reference optimized speed to determine the economic energy consumption speed. The calculation formula is as follows: When the travel code is 1 and When the speed is greater than the minimum road speed limit but less than the maximum road speed limit, ; When the trip code is 1 and When the minimum speed limit is not exceeded, ; When the trip code is 1 and When the maximum road speed limit is exceeded, ; When the trip code is 2 and When the speed is greater than the minimum road speed limit but less than the maximum road speed limit, ; When the trip code is 2 and Do not exceed the minimum road speed limit, ; When the trip code is 2 and When the maximum road speed limit is exceeded, .

[0033] The method of the present invention is described in detail below through specific examples.

[0034] The weight of a small gasoline car is 1550 kg, the friction coefficient between the wheel and the road is 0.0095, and the frontal area of ​​the car is 2.51 m 2 The air density in the vehicle operating area is 1.1691 kg / m 3 , the acceleration due to gravity is 9.8066 m / s 2 Under the traditional driving conditions, the vehicle's speeds for 5 seconds are: 30, 35, 33, 29, 34 km / h, and the corresponding accelerations are: 1.12, 1.39, -0.56, -1.11, 1.38 m / s 2 The corresponding road slopes are 1%, 0.6%, -0.5%, -1%, and -1.5%. The minimum speed limit is 10 km / h, and the maximum speed limit is 50 km / h.

[0035] According to step 2, the vehicle internal energy consumption intensity coefficient is determined to be 4.95 when accelerating and 23.07 when decelerating. The vehicle braking energy consumption intensity coefficient is 53852 when accelerating and 0 when decelerating. The vehicle aerodynamic coefficient is 0.31.

[0036] According to step 3, the vehicle's operating conditions for 5 consecutive seconds are acceleration uphill, acceleration uphill, deceleration downhill, deceleration downhill, and acceleration downhill. Among them, the first two seconds are acceleration uphill, and the optimal speed for the vehicle's minimum time energy consumption is They are: 10, 10 km / h. For the last three seconds, calculate They are -0.04, 0.01, and 0.05 respectively. At the 3rd and 4th seconds, the vehicle acceleration is less than this value. Therefore, the optimal speed for the minimum time energy consumption is They are 24.2 and 34.8 km / h respectively. At the 5th second, the vehicle acceleration is greater than this value. Therefore, the corresponding optimal speed for the minimum time energy consumption is is 10 km / h. Finally, the optimal speed for the minimum time energy consumption corresponding to 5 consecutive seconds The optimal speed for the minimum space energy consumption for 5 consecutive seconds is 10, 10, 24.2, 34.8, and 10 km / h respectively. They are 0, 0, 13.7, 13.7, and 0 km / h respectively.

[0037] According to step 4, in this case, the vehicle's travel time is determined to be 5s, so the travel scenario code is 1.

[0038] According to step 5, the travel code is 1, and the optimal speed with the minimum time energy consumption is used as the reference optimal speed, which is 10, 10, 24.2, 34.8, and 10 km / h. By judging the road speed limit, the economic energy consumption speeds are finally determined to be 10, 10, 24.2, 34.8, and 10 km / h.

[0039] The principles and implementation methods of the present invention are described in this article using specific examples. The description of the above embodiments is only used to help understand the method and 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 methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. An economic energy consumption speed guidance method based on fuel vehicle-road-environment information, characterized in that: The following steps are involved: Step 1: Obtain the required physical quantities Obtain acceleration, vehicle type, vehicle mass, vehicle frontal area, air density, gravity acceleration, road slope, maximum speed limit, and minimum speed limit; Step 2: Get the key coefficients According to the vehicle type and working conditions, determine the vehicle's internal energy consumption intensity coefficient and braking energy consumption intensity coefficient. According to the vehicle type, determine the vehicle's aerodynamic coefficient; Step 3: Determine the theoretical economic energy consumption rate According to the physical quantity of step 1 and the coefficient of step 2, the optimal speed of the vehicle with minimum time energy consumption is calculated; according to the physical quantity of step 1 and the coefficient of step 2, the optimal speed of the vehicle with minimum space energy consumption is calculated; Step 4: Select travel scenario Get the vehicle travel scenario. When the vehicle travel duration is determined, the travel scenario code is 1; when the vehicle travel route is determined, the travel scenario code is 2; Step 5: Determine the actual economic energy consumption rate When the travel scenario code is 1, the optimized speed with the minimum time energy consumption is used as the reference optimized speed. When the travel scenario code is 2, the optimized speed with the minimum space energy consumption is used as the reference optimized speed. Compare the road speed limit with the reference optimized speed to determine the economic energy consumption speed.

2. The economic energy consumption speed guidance method based on fuel vehicle-road-environment information as claimed in claim 1, characterized in that: In step 2, the key coefficients are obtained as follows: when the vehicle type is a small vehicle and does not decelerate, the internal energy consumption intensity coefficient is 4.95, and the braking energy consumption intensity coefficient is 0; when the vehicle type is a large vehicle and does not decelerate, the internal energy consumption intensity coefficient is 1.95, and the braking energy consumption intensity coefficient is 0; when the vehicle type is a small vehicle and decelerates, the internal energy consumption intensity coefficient is 23.07, and the braking energy consumption intensity coefficient is 53852; when the vehicle type is a large vehicle and decelerates, the internal energy consumption intensity coefficient is 20.20, and the braking energy consumption intensity coefficient is 186983; when the vehicle type is a small vehicle, the aerodynamic coefficient is 0.31; when the vehicle type is a large vehicle, the aerodynamic coefficient is 0.

80. These reference values ​​can be updated and supplemented. The vehicle type refers to "3.3 Design Vehicle" in "Urban Road Engineering Design Code" CJJ 37-2012. Small vehicles correspond to "small passenger cars" and large vehicles correspond to "large vehicles".

3. The economic energy consumption speed guidance method based on fuel vehicle-road-environment information as claimed in claim 1, characterized in that: In step 3, the theoretical economic energy consumption speed is calculated as follows: the optimal speed for the vehicle's minimum time energy consumption , the calculation method is: when the vehicle decelerates and travels without slope, and satisfies When it is less than 0, ; When decelerating uphill or accelerating downhill or decelerating downhill and When it is less than 0, ; When the speed is constant downhill and When it is less than 0, ; Under other conditions, Optimized speed for minimum space consumption in the vehicle , which is calculated as: .in, is the vehicle weight; is the acceleration; is the friction coefficient of the tire-road; is the acceleration due to gravity; Air density; is the aerodynamic coefficient; : Vehicle frontal area; : road slope; is the minimum speed limit on the road; : Vehicle braking energy consumption intensity coefficient.

4. The economic energy consumption speed guidance method based on fuel vehicle-road-environment information as claimed in claim 1, characterized in that: In step 5, the actual economic energy consumption rate is calculated as follows: when the travel code is 1 and When the speed is greater than the minimum road speed limit but less than the maximum road speed limit, ; When the trip code is 1 and When the minimum speed limit of the road is not exceeded, ; When the trip code is 1 and When the maximum road speed limit is exceeded, ; When the trip code is 2 and When the speed is greater than the minimum road speed limit but less than the maximum road speed limit, ; When the trip code is 2 and Do not exceed the minimum road speed limit, ; When the trip code is 2 and When the maximum road speed limit is exceeded, .

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