Driving behavior evaluation method and system in automatic driving

Abstract

The invention provides a driving behavior evaluation method and system in automatic driving, and the method comprises the steps: obtaining vehicle state information and current road information, and searching a slope top position and a slope bottom position in a road; in the gear sliding state, according to the vehicle dynamic state equation, the vehicle speed behind the slope crest is subjected to recursion, and the optimally-controlled slope crest target vehicle speed is determined; calculating a slope crest kinetic energy difference according to the actual vehicle speed of the vehicle at the slope crest and the slope crest target vehicle speed; the total kinetic energy loss in the gear sliding state is counted; calculating an expected average speed and an actual average speed of vehicles on the remaining road sections; calculating the fuel consumption increment of the remaining road sections according to the expected average speed and the actual average speed of the vehicle; and calculating a whole-course fuel consumption saving net value under the optimal control condition of the difference between the fuel consumption increment and the total kinetic energy loss, and evaluating the current automatic driving behavior based on the fuel consumption saving net value. According to the scheme, the calculation process is simple, automatic driving behavior evaluation can be achieved, and reference can be provided for ramp driving behavior optimization.

Description

Technical Field

[0001] The present invention belongs to the field of autonomous driving, and in particular relates to a driving behavior evaluation method and system in autonomous driving. Background Art

[0002] In recent years, with the increasing number of cars on the road, the energy consumption of vehicles has increased. Medium and heavy-duty commercial vehicles have large displacement and high energy consumption, and there is an urgent need to reduce energy consumption and improve operational economic performance. High-speed logistics must not only ensure the time limit of fast logistics, but also save energy and reduce operating costs, which puts higher requirements on vehicle driving behavior. With the development of autonomous driving or assisted driving, OEMs can intervene more in driving behavior, but most manufacturers still focus on optimizing the vehicle itself, such as reducing rolling resistance, improving engine fuel efficiency, and improving transmission efficiency. In fact, autonomous driving has huge energy-saving potential and can bring considerable economic benefits to end customers. In-depth research on the economic driving behavior of autonomous driving vehicles can reduce operating costs and enhance the competitive advantage of products. Especially when driving on undulating roads, making full use of the potential energy of the slope has become the key to optimizing driving behavior.

[0003] There are a high proportion of highways in plains, hills and mountains in China. Whether it is manual driving, automatic driving or assisted driving vehicles, in order to pursue the target speed when driving on slopes, they blindly accelerate and decelerate, causing unnecessary energy loss. Therefore, it is necessary to evaluate and analyze driving behavior under slope and undulating road conditions.

[0004] The current economic evaluation of autonomous driving behavior is mostly based on statistical data on the energy consumption of different vehicles, evaluated through big data analysis, or predicted and evaluated through deep learning models. Such methods are too complicated and difficult to provide reference for the optimization of specific slope driving behavior. Summary of the invention

[0005] In view of this, an embodiment of the present invention provides a method and system for evaluating driving behavior in autonomous driving, which are used to solve the problem that the existing driving behavior evaluation method is relatively complicated and cannot provide a reference for the specific optimization of slope driving behavior.

[0006] In a first aspect of an embodiment of the present invention, a method for evaluating driving behavior in an automatic driving process is provided, comprising:

[0007] Get vehicle status information and current road information;

[0008] According to the current road information, find the top and bottom of the slope on the road;

[0009] The vehicle takes the top of the slope as the starting point and, in the state of coasting with the gear engaged, recursively obtains the vehicle speed in the predicted time domain after the top of the slope according to the vehicle dynamics state equation. Based on the vehicle speed in the predicted time domain, the optimally controlled target vehicle speed at the top of the slope is determined under the road speed limit constraint.

[0010] If the target speed at the top of the slope is less than the actual speed of the vehicle at the top of the slope, the kinetic energy difference at the top of the slope is calculated based on the actual speed of the vehicle at the top of the slope and the target speed at the top of the slope;

[0011] The total kinetic energy loss is obtained by calculating the kinetic energy difference at the top of the slope when the vehicle is coasting with gear engaged, and the expected total driving distance and total driving time under the condition of coasting with gear engaged are calculated;

[0012] The expected average speed of the remaining section is calculated based on the actual total driving time of the vehicle, the total distance of the entire journey, and the expected total driving distance and total driving time under the gear-gear coasting condition, and the actual average speed of the remaining section is calculated in combination with the actual driving time during the gear-gear coasting condition;

[0013] Calculate the increase in fuel consumption after the average speed of the remaining section increases based on the expected average speed of the remaining section, the actual average speed of the remaining section and the correction factor;

[0014] The difference between the increase in fuel consumption and the total kinetic energy loss is calculated to obtain a net fuel consumption saving for the entire journey under optimal control conditions, and the current autonomous driving behavior is evaluated based on the net fuel consumption saving.

[0015] In a second aspect of an embodiment of the present invention, a driving behavior evaluation system in an automatic driving process is provided, comprising:

[0016] A data acquisition module is used to obtain vehicle status information and current road information;

[0017] A position determination module is used to find the top and bottom of the slope on the road according to the current road information;

[0018] The energy consumption calculation module is used for the vehicle to take the top of the slope as the starting point, and in the state of coasting with the gear engaged, recursively obtain the vehicle speed in the predicted time domain after the top of the slope according to the vehicle dynamics state equation, and determine the optimal controlled target speed at the top of the slope under the constraint of the road speed limit based on the vehicle speed in the predicted time domain; if the target speed at the top of the slope is less than the actual speed of the vehicle at the top of the slope, the kinetic energy difference at the top of the slope is calculated according to the actual speed of the vehicle at the top of the slope and the target speed at the top of the slope; the total kinetic energy loss is obtained by counting the kinetic energy difference at the top of the slope in the state of coasting with the gear engaged throughout the whole process, and the expected total driving distance and total driving time under coasting with the gear engaged are counted;

[0019] The fuel consumption calculation module is used to calculate the expected average speed of the remaining section according to the actual total driving time of the vehicle, the total distance of the whole journey, and the expected total driving distance and total driving time under the gear-geared coasting, and calculate the actual average speed of the remaining section in combination with the actual driving time during the gear-geared coasting; according to the expected average speed of the remaining section, the actual average speed of the remaining section and the correction coefficient, calculate the increase in fuel consumption after the average speed of the remaining section increases;

[0020] A fuel consumption net value calculation module is used to calculate the difference between the fuel consumption increase and the total kinetic energy loss to obtain the full-course fuel consumption net value under the optimal control condition;

[0021] A driving behavior evaluation module is used to evaluate the current automatic driving behavior based on the net fuel consumption saving value.

[0022] In a third aspect of an embodiment of the present invention, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method described in the first aspect of the embodiment of the present invention when executing the computer program.

[0023] In a fourth aspect of an embodiment of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method provided in the first aspect of the embodiment of the present invention are implemented.

[0024] In the embodiment of the present invention, based on the optimal top-of-slope speed planning, the kinetic energy loss of the vehicle in the coasting state with the gear engaged is calculated, combined with the increase in fuel consumption in the remaining section, to obtain the net fuel consumption savings of the vehicle throughout the entire journey, so as to evaluate the current autonomous driving driving behavior based on the net fuel consumption savings. Not only is the calculation process simple, but it can also provide a reference for optimizing the top-of-slope speed in slope driving, thereby facilitating saving vehicle fuel consumption in autonomous driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0026] Figure 1 A schematic diagram of a flow chart of a method for evaluating driving behavior in an automatic driving process provided by an embodiment of the present invention;

[0027] Figure 2 A schematic diagram of the structure of a driving behavior evaluation system in an automatic driving system provided by an embodiment of the present invention;

[0028] Figure 3 A schematic structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0029] In order to make the purpose, features and advantages of the present invention more obvious and easy to understand, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described below are only 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.

[0030] It should be understood that the term "including" and other similar expressions in the specification or claims of the present invention and the above-mentioned drawings are intended to cover non-exclusive inclusions, such as a process, method, system, or device including a series of steps or units is not limited to the listed steps or units. In addition, "first" and "second" are used to distinguish different objects, not to describe a specific order.

[0031] It is understandable that when the driving behavior is poor, the driving time of the coasting section will be shorter than the driving time under optimal control, but the economy is poor. If the time efficiency is to be consistent under the optimal driving state and the actual driving state, the driving behavior under the two conditions can be compared. Therefore, the time sacrificed in the optimal driving state section compared to the actual driving section needs to be compensated by speeding up in other remaining sections. Then the increase in the average speed of other remaining sections will also lead to an increase in fuel consumption. Therefore, the value of driving behavior under optimal control can only be evaluated when the increase in fuel consumption in other remaining sections is less than the fuel consumption saved in the coasting section with gear.

[0032] See also Figure 1 , a flowchart of a method for evaluating driving behavior in an automatic driving provided by an embodiment of the present invention includes:

[0033] S101, obtaining vehicle status information and current road information;

[0034] The vehicle status information may include the actual vehicle speed, mileage, etc., and the current road information may include road slope, ramp length, etc. The road slope information may be directly obtained from the navigation map, or the slope information may be calculated based on the vehicle GPS positioning altitude change and the vehicle travel distance.

[0035] S102, searching for the top and bottom of a slope on the road according to the current road information;

[0036] According to the slope in the current road information, the top and bottom of the slope in the road can be determined.

[0037] Specifically, according to the slope information of the current road, the slope values ​​of two sampling points at adjacent moments of the current position are compared with 0 respectively;

[0038] When the slope value of the sampling point at the previous moment is greater than 0 and the slope value of the sampling point at the next moment is less than or equal to 0, the current position is taken as the top of the slope;

[0039] When the slope value of the sampling point at the previous moment is less than 0 and the slope value of the sampling point at the next moment is greater than or equal to 0, the current position is taken as the bottom of the slope.

[0040] It is understandable that the vehicle will sample the road slope value and the vehicle speed at preset time intervals, for example, sampling every 1 second, and determine the top and bottom positions of the slope in the road based on the sampled slope values.

[0041] S103, the vehicle takes the top of the slope as the starting point, and in the coasting state with the gear engaged, recursively obtains the vehicle speed in the predicted time domain after the top of the slope according to the vehicle dynamics state equation, and determines the optimally controlled target vehicle speed at the top of the slope based on the predicted vehicle speed in the time domain under the road speed limit constraint;

[0042] The said gear-engaged coasting means that the vehicle is in gear and coasting (not in neutral) without refueling during the coasting process. The vehicle takes the top speed of the slope as the starting speed and coasts to the bottom of the slope with the gear engaged, which can save fuel consumption in the process.

[0043] When the vehicle is coasting with gear engaged, the speed at the top of the slope is Vstart. According to the vehicle dynamics state equation, the arbitrary speed Vpre(k) in the predicted time domain after the top of the slope can be obtained recursively:

[0044]

[0045]

[0046] Fric(k)=C0+C1*Vpre(k)+C2*Vpre(k)^2;

[0047] Where Vpre(k) is the vehicle speed at point k in the prediction time domain, a(k) is the acceleration at the prediction point, m is the total mass of the vehicle, g is the acceleration of gravity, f is the rolling friction coefficient, α(k) is the slope of the prediction point obtained by TBOX, Spre(k) is the distance from the prediction point to the top of the slope, obtained by TBOX, Cd is the air resistance coefficient, A is the frontal area, ρ is the air density, Fric(k) is the sliding resistance with gear, which is obtained by fitting based on the statistical data of engine resistance, gear position, and vehicle speed, and C0, C1, and C2 are all fitting coefficients.

[0048] Preferably, the vehicle speeds in the predicted time domain under different slope top speeds are traversed and obtained, and when the vehicle speed is greater than the road speed limit for the first time in the predicted time domain, the corresponding slope top speed is used as the slope top target speed.

[0049] The target speed at the top of the slope refers to the ideal speed of the vehicle at the top of the slope when the vehicle is in the most fuel-efficient state. If the speed is greater than the target speed, the vehicle needs to brake during the downhill process.

[0050] It should be understood that when the vehicle speed at the top of a certain slope will cause the maximum vehicle speed to exceed the speed during the downhill process, and will also cause the intermediate vehicle speed to be less than the minimum vehicle speed, the minimum speed limit should be met first to meet the driver's needs.

[0051] S104, if the target speed at the top of the slope is less than the actual speed of the vehicle at the top of the slope, calculating the kinetic energy difference at the top of the slope according to the actual speed of the vehicle at the top of the slope and the target speed at the top of the slope;

[0052] If the target speed at the top of the slope is lower than the actual speed of the vehicle at the top of the slope, the maximum amount of fuel that can be saved in coasting with the gear engaged can be determined by calculating the kinetic energy difference between the two.

[0053] Specifically, the kinetic energy difference at the top of the slope is calculated according to the formula:

[0054] DeltaE=0.5*m*(VtopAct 2 -VtopPre 2 );

[0055] Where DeltaE represents the kinetic energy difference at the top of the slope, m represents the total mass of the vehicle, VtopAct represents the actual speed of the vehicle at the top of the slope, and VtopPre represents the target speed at the top of the slope.

[0056] S105, calculating the total kinetic energy loss by calculating the kinetic energy difference at the top of the slope of the vehicle in the state of coasting with the gear engaged, and calculating the total expected driving distance and total driving time in the state of coasting with the gear engaged;

[0057] The total expected driving distance of the vehicle in gear coasting is obtained by adding the length of each downhill slope of the vehicle in the whole process under optimal control. The length of the slope refers to the distance the vehicle travels from the top to the bottom of the slope, which can be obtained based on the current road information or measured by the actual driving (mileage change) of the vehicle. The total expected driving time of the vehicle in gear coasting is obtained by adding the downhill coasting time of the vehicle in gear under optimal control. The downhill time is the time it takes for the vehicle to reach the bottom of the slope from the top of the slope. Optimal control means that the vehicle coasts in gear at the target speed at the top of the slope.

[0058] The kinetic energy difference of the vehicle during the entire coasting state with the gear engaged is calculated to obtain the total kinetic energy loss, that is, the fuel consumption saved by the vehicle coasting with the gear engaged. The expected driving distance and time under the entire coasting state with the gear engaged are also calculated, that is, the theoretical driving distance and driving time of the vehicle coasting with the gear engaged, so as to calculate the expected average speed of the remaining section.

[0059] S106, calculating the expected average speed of the remaining section according to the actual total driving time of the vehicle, the total distance of the whole journey, and the expected total driving distance and total driving time when coasting with the gear engaged, and calculating the actual average speed of the remaining section in combination with the actual driving time during coasting with the gear engaged;

[0060] Since the total time of the entire journey under the optimal control conditions needs to be consistent with the actual total time of the entire journey, the expected average speed of the remaining section can be calculated based on this.

[0061]

[0062] Where Vpreav represents the expected average speed of the remaining section, Ssum represents the total distance of the whole journey, SpreSum represents the expected drivable distance in the coasting state with the gear engaged, Tsum represents the total time of the whole journey, and TpreSum represents the expected drivable time in the coasting state with the gear engaged.

[0063] According to the actual driving time of the vehicle in the coasting state, the actual average speed of the vehicle in the remaining section is calculated:

[0064]

[0065] Where Vactav represents the actual average speed of the vehicle on the remaining road section, and TactSum represents the actual driving time in the coasting state.

[0066] S107, calculating the increase in fuel consumption after the average speed of the remaining section increases according to the expected average speed of the remaining section, the actual average speed of the remaining section and the correction coefficient;

[0067] Specifically, the increase in fuel consumption after the average speed of the remaining section increases is calculated according to the formula:

[0068] DeltaQsum=(Vpreav-Vactav)*K;

[0069] Where DeltaQsum represents the increase in fuel consumption for the remaining section, Vpreav represents the expected average speed for the remaining section, Vactav represents the actual average speed for the remaining section, and K represents the correction coefficient.

[0070] It is understandable that when the vehicle is coasting in gear, it actually sacrifices time in exchange for fuel savings. To ensure that the driving time throughout the entire journey is consistent, the speed must be increased on the remaining sections, and increasing the speed will inevitably increase fuel consumption. The increase in fuel consumption on the remaining sections can be calculated based on the changes in the vehicle's theoretical average speed and actual average speed.

[0071] S108. Calculate the difference between the fuel consumption increase and the total kinetic energy loss to obtain the net fuel consumption savings for the entire journey under optimal control conditions, based on the evaluation of the current autonomous driving behavior.

[0072] The net fuel consumption savings can be used to evaluate driving behavior in a coasting state with gear engaged during automatic driving, and the evaluation can be carried out in a grading and scoring manner.

[0073] Among them, the net fuel consumption saving under the optimal control condition can be expressed as:

[0074] De ltaEFix=De ltaEsum-De ltaQsum;

[0075] Where, DeltaEFix represents the net fuel saving for the entire journey, DeltaEsum represents the total kinetic energy difference, and DeltaQsum represents the increase in fuel consumption for the remaining section.

[0076] Optionally, the top speed of the hill in the vehicle's actual coasting state with the gear engaged is optimized based on the net fuel consumption savings.

[0077] In this embodiment, based on the optimal planning of the top speed of the slope, the top speed of the slope is taken as the starting speed, and the predicted terminal speed is calculated by state recursion according to the assumption of coasting with gear and the vehicle dynamics equation, and the energy optimization amount (i.e., kinetic energy difference) is calculated according to the optimal estimated speed at the top of the slope and the actual driving speed on the road. Based on the principle of time equivalence, the increase in fuel consumption in the remaining section of the optimal control is calculated. The theoretical fuel consumption savings are calculated based on the fuel consumption optimization amount and the increase in fuel consumption in the remaining section under the optimal control conditions, and are used as the final evaluation amount of fuel consumption. Not only is the calculation process simple and efficient, but it can also realize the evaluation of ramp driving behavior, and then can provide a reliable reference for the top speed planning, which is convenient for saving vehicle fuel consumption in the automatic driving state.

[0078] It should be understood that the serial numbers of the steps in the above embodiments do not imply a sequence of execution, and the execution sequence of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0079] Figure 2 A schematic diagram of a driving behavior evaluation system for autonomous driving provided by an embodiment of the present invention, the system comprising:

[0080] The data acquisition module 210 is used to acquire vehicle status information and current road information;

[0081] The position determination module 220 is used to find the top and bottom of the slope in the road according to the current road information;

[0082] Wherein, searching for the top and bottom positions of a slope in a road according to the current road information includes:

[0083] According to the slope information of the current road, the slope values ​​of two sampling points at adjacent moments of the current position are compared with 0 respectively;

[0084] When the slope value of the sampling point at the previous moment is greater than 0 and the slope value of the sampling point at the next moment is less than or equal to 0, the current position is taken as the top of the slope;

[0085] When the slope value of the sampling point at the previous moment is less than 0 and the slope value of the sampling point at the next moment is greater than or equal to 0, the current position is taken as the bottom of the slope.

[0086] The energy consumption calculation module 230 is used for the vehicle to take the top of the slope as the starting point and, in the state of coasting with the gear engaged, recursively obtain the vehicle speed in the predicted time domain after the top of the slope according to the vehicle dynamics state equation, and determine the optimally controlled target vehicle speed at the top of the slope under the constraint of the road speed limit based on the vehicle speed in the predicted time domain; if the target vehicle speed at the top of the slope is less than the actual vehicle speed at the top of the slope, calculate the kinetic energy difference at the top of the slope according to the actual vehicle speed at the top of the slope and the target vehicle speed at the top of the slope; calculate the total kinetic energy loss by calculating the kinetic energy difference at the top of the slope in the state of coasting with the gear engaged throughout the whole process, and calculate the expected total driving distance and total driving time under coasting with the gear engaged;

[0087] Wherein, the method of determining the optimal controlled hilltop target speed under the road speed limit constraint based on the vehicle speed in the predicted time domain includes:

[0088] The vehicle speed in the predicted time domain under different slope top speeds is obtained by traversing. When the vehicle speed exceeds the road speed limit for the first time in the predicted time domain, the corresponding slope top speed is used as the slope top target speed.

[0089] Specifically, the kinetic energy difference at the top of the slope is calculated according to the formula:

[0090] DeltaE=0.5*m*(VtopAct 2 -VtopPre 2 );

[0091] Where DeltaE represents the kinetic energy difference at the top of the slope, m represents the total mass of the vehicle, VtopAct represents the actual speed of the vehicle at the top of the slope, and VtopPre represents the target speed at the top of the slope.

[0092] The fuel consumption calculation module 240 is used to calculate the expected average speed of the remaining section according to the actual total driving time of the vehicle, the total distance of the whole journey, and the expected total driving distance and total driving time under the gear-geared coasting, and calculate the actual average speed of the remaining section in combination with the actual driving time during the gear-geared coasting; calculate the increase in fuel consumption after the average speed of the remaining section increases according to the expected average speed of the remaining section, the actual average speed of the remaining section and the correction coefficient;

[0093] Specifically, the increase in fuel consumption after the average speed of the remaining section increases is calculated according to the formula:

[0094] DeltaQsum=(Vpreav-Vactav)*K;

[0095] Where DeltaQsum represents the increase in fuel consumption for the remaining section, Vpreav represents the expected average speed for the remaining section, Vactav represents the actual average speed for the remaining section, and K represents the correction coefficient.

[0096] A fuel consumption net value calculation module 250 is used to calculate the difference between the fuel consumption increase and the total kinetic energy loss to obtain a total fuel consumption net value saved under the optimal control condition;

[0097] The driving behavior evaluation module 260 is used to evaluate the current automatic driving behavior based on the net fuel consumption saving value.

[0098] Preferably, the top speed of the hill in the actual coasting state of the vehicle with gear engaged is optimized based on the net fuel consumption saving.

[0099] Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working process of the above-described system and module can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0100] Figure 3 1 is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. The electronic device is used for driving behavior evaluation in automatic driving. Figure 3 As shown, the electronic device 3 of this embodiment includes: a memory 310, a processor 320 and a system bus 330, and the memory 310 includes an executable program 3101 stored thereon. Those skilled in the art can understand that Figure 3 The electronic device structure shown in the figure does not constitute a limitation of the electronic device, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0101] Combine the following Figure 3 A detailed introduction to the various components of electronic equipment:

[0102] The memory 310 can be used to store software programs and modules, and the processor 320 executes various functional applications and data processing of the electronic device by running the software programs and modules stored in the memory 310. The memory 310 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function (such as a sound playback function, an image playback function, etc.), etc.; the data storage area may store data created according to the use of the electronic device (such as cache data), etc. In addition, the memory 310 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0103] The memory 310 includes an executable program 3101 of a data set conversion method, and the executable program 3101 can be divided into one or more modules / units, which are stored in the memory 310 and executed by the processor 320 to perform driving behavior evaluation, etc. The one or more modules / units can be a series of computer program instruction segments that can complete specific functions, and the instruction segments are used to describe the execution process of the executable program 3101 in the electronic device 3. For example, the executable program 3101 can be divided into functional modules such as a data acquisition module, a position determination module, an energy consumption calculation module, a fuel consumption calculation module, a fuel consumption net value calculation module, and a driving behavior evaluation module.

[0104] The processor 320 is the control center of the electronic device. It uses various interfaces and lines to connect various parts of the entire electronic device. By running or executing software programs and / or modules stored in the memory 310, and calling data stored in the memory 310, it performs various functions of the electronic device and processes data, thereby monitoring the overall status of the electronic device. Optionally, the processor 320 may include one or more processing units; preferably, the processor 320 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, application programs, etc., and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 320.

[0105] The system bus 330 is used to connect the various functional components inside the computer, and can transmit data information, address information, and control information. Its types can be, for example, PCI bus, ISA bus, CAN bus, etc. The instructions of the processor 320 are transmitted to the memory 310 through the bus, and the memory 310 feeds back data to the processor 320. The system bus 330 is responsible for the data and instruction exchange between the processor 320 and the memory 310. Of course, the system bus 330 can also be connected to other devices, such as network interfaces, display devices, etc.

[0106] In the embodiment of the present invention, the executable program executed by the processor 320 included in the electronic device includes:

[0107] Get vehicle status information and current road information;

[0108] According to the current road information, find the top and bottom of the slope on the road;

[0109] The vehicle takes the top of the slope as the starting point and, in the state of coasting with the gear engaged, recursively obtains the vehicle speed in the predicted time domain after the top of the slope according to the vehicle dynamics state equation. Based on the vehicle speed in the predicted time domain, the optimally controlled target vehicle speed at the top of the slope is determined under the road speed limit constraint.

[0110] If the target speed at the top of the slope is less than the actual speed of the vehicle at the top of the slope, the kinetic energy difference at the top of the slope is calculated based on the actual speed of the vehicle at the top of the slope and the target speed at the top of the slope;

[0111] The total kinetic energy loss is obtained by calculating the kinetic energy difference at the top of the slope when the vehicle is coasting with gear engaged, and the expected total driving distance and total driving time under the condition of coasting with gear engaged are calculated;

[0112] The expected average speed of the remaining section is calculated based on the actual total driving time of the vehicle, the total distance of the entire journey, and the expected total driving distance and total driving time under the gear-gear coasting condition, and the actual average speed of the remaining section is calculated in combination with the actual driving time during the gear-gear coasting condition;

[0113] Calculate the increase in fuel consumption after the average speed of the remaining section increases based on the expected average speed of the remaining section, the actual average speed of the remaining section and the correction factor;

[0114] The difference between the increase in fuel consumption and the total kinetic energy loss is calculated to obtain a net fuel consumption saving for the entire journey under optimal control conditions, and the current autonomous driving behavior is evaluated based on the net fuel consumption saving.

[0115] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and modules described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0116] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0117] As described above, the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features thereof may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for evaluating driving behavior in automatic driving, characterized in that: include: Get vehicle status information and current road information; According to the current road information, find the top and bottom of the slope on the road; The vehicle takes the top of the slope as the starting point and, in the state of coasting with the gear engaged, recursively obtains the vehicle speed in the predicted time domain after the top of the slope according to the vehicle dynamics state equation. Based on the vehicle speed in the predicted time domain, the optimally controlled target vehicle speed at the top of the slope is determined under the road speed limit constraint. If the target speed at the top of the slope is less than the actual speed of the vehicle at the top of the slope, the kinetic energy difference at the top of the slope is calculated based on the actual speed of the vehicle at the top of the slope and the target speed at the top of the slope; The total kinetic energy loss is obtained by calculating the kinetic energy difference at the top of the slope when the vehicle is coasting with gear engaged, and the expected total driving distance and total driving time under the condition of coasting with gear engaged are calculated; The expected average speed of the remaining section is calculated based on the actual total driving time of the vehicle, the total distance of the entire journey, and the expected total driving distance and total driving time under the gear-gear coasting condition, and the actual average speed of the remaining section is calculated in combination with the actual driving time during the gear-gear coasting condition; Calculate the increase in fuel consumption after the average speed of the remaining section increases based on the expected average speed of the remaining section, the actual average speed of the remaining section and the correction factor; The difference between the increase in fuel consumption and the total kinetic energy loss is calculated to obtain a net fuel consumption saving for the entire journey under optimal control conditions, and the current autonomous driving behavior is evaluated based on the net fuel consumption saving.

2. The method according to claim 1, characterized in that The step of searching for the top and bottom of a slope in a road according to the current road information includes: According to the slope information of the current road, the slope values ​​of two sampling points at adjacent moments of the current position are compared with 0 respectively; When the slope value of the sampling point at the previous moment is greater than 0 and the slope value of the sampling point at the next moment is less than or equal to 0, the current position is taken as the top of the slope; When the slope value of the sampling point at the previous moment is less than 0 and the slope value of the sampling point at the next moment is greater than or equal to 0, the current position is taken as the bottom of the slope.

3. The method according to claim 1, characterized in that The method of determining the optimal controlled top-of-slope target speed based on the predicted vehicle speed in the time domain under the road speed limit constraint includes: The vehicle speed in the predicted time domain under different slope top speeds is obtained by traversing. When the vehicle speed exceeds the road speed limit for the first time in the predicted time domain, the corresponding slope top speed is used as the slope top target speed.

4. The method according to claim 1, characterized in that: Calculating the kinetic energy difference at the top of the slope according to the actual speed of the vehicle at the top of the slope and the target speed at the top of the slope includes: The kinetic energy difference at the top of the slope is calculated according to the formula: DeltaE=0.5*m*(VtopAct 2 -VtopPre 2 ); Where DeltaE represents the kinetic energy difference at the top of the slope, m represents the total mass of the vehicle, VtopAct represents the actual speed of the vehicle at the top of the slope, and VtopPre represents the target speed at the top of the slope.

5. The method according to claim 1, characterized in that The calculation of the increase in fuel consumption after the average speed of the remaining section increases according to the expected average speed of the remaining section, the actual average speed of the remaining section and the correction coefficient includes: Calculate the increase in fuel consumption after the average speed of the remaining section increases according to the formula: DeltaQsum=(Vpreav-Vactav)*K; Where DeltaQsum represents the increase in fuel consumption for the remaining section, Vpreav represents the expected average speed for the remaining section, Vactav represents the actual average speed for the remaining section, and K represents the correction coefficient.

6. The method according to claim 1, characterized in that The evaluating the current autonomous driving behavior based on the net fuel consumption saving value further includes: The top speed of the hill when the vehicle is actually coasting in gear is optimized based on the net fuel consumption savings.

7. A driving behavior evaluation system in automatic driving, characterized in that: include: A data acquisition module is used to obtain vehicle status information and current road information; A position determination module is used to find the top and bottom of the slope on the road according to the current road information; The energy consumption calculation module is used for the vehicle to take the top of the slope as the starting point, and in the state of coasting with the gear engaged, recursively obtain the vehicle speed in the predicted time domain after the top of the slope according to the vehicle dynamics state equation, and determine the optimal controlled target speed at the top of the slope under the constraint of the road speed limit based on the vehicle speed in the predicted time domain; if the target speed at the top of the slope is less than the actual speed of the vehicle at the top of the slope, the kinetic energy difference at the top of the slope is calculated according to the actual speed of the vehicle at the top of the slope and the target speed at the top of the slope; the total kinetic energy loss is obtained by counting the kinetic energy difference at the top of the slope in the state of coasting with the gear engaged throughout the whole process, and the expected total driving distance and total driving time under coasting with the gear engaged are counted; The fuel consumption calculation module is used to calculate the expected average speed of the remaining section according to the actual total driving time of the vehicle, the total distance of the whole journey, and the expected total driving distance and total driving time under the gear-geared coasting, and calculate the actual average speed of the remaining section in combination with the actual driving time during the gear-geared coasting; according to the expected average speed of the remaining section, the actual average speed of the remaining section and the correction coefficient, calculate the increase in fuel consumption after the average speed of the remaining section increases; A fuel consumption net value calculation module is used to calculate the difference between the fuel consumption increase and the total kinetic energy loss to obtain the full-course fuel consumption net value under the optimal control condition; A driving behavior evaluation module is used to evaluate the current automatic driving behavior based on the net fuel consumption saving value.

8. The system according to claim 7, characterized in that The method of determining the optimal controlled top-of-slope target speed based on the predicted vehicle speed in the time domain under the road speed limit constraint includes: The vehicle speed in the predicted time domain under different slope top speeds is obtained by traversing. When the vehicle speed exceeds the road speed limit for the first time in the predicted time domain, the corresponding slope top speed is used as the slope top target speed.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of a method for evaluating driving behavior in automatic driving are implemented as described in any one of claims 1 to 6.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed, the steps of a driving behavior evaluation method in automatic driving are implemented as described in any one of claims 1 to 6.

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