Intelligent stop control method and intelligent stop control system

Abstract

The invention discloses an intelligent stop control method and an intelligent stop control system, the intelligent stop control method is used for a vehicle, and the intelligent stop control method comprises the following steps: when the vehicle runs, obtaining traffic state information related to the vehicle through a vehicle networking system; and controlling a power system of the vehicle to operate according to the traffic state information in response to the fact that a brake system of the vehicle is started.

Description

Technical Field

[0001] The present invention relates to an intelligent stop control method and an intelligent stop control system, and particularly to an intelligent stop control method and an intelligent stop control system that can appropriately adjust the operation mode of a vehicle power system according to actual requirements. Background Art

[0002] In order to improve the energy efficiency of vehicles, in addition to improving the motor efficiency, the prior art also provides different energy-saving improvement solutions for vehicle deceleration.

[0003] For example, for fuel vehicles, an idle stop system is a technology that can automatically turn off the power system when the vehicle stops and restart the power system when the accelerator is pressed, which can effectively save fuel and reduce emissions. However, in the prior art, the idle stop system adopts a fixed detection and start mechanism. For example, whenever the vehicle stops for more than 3 seconds during driving, the idle stop system turns off the power system and restarts the power system when the accelerator is pressed. In this case, if the vehicle only needs to stop and wait briefly (for example: stop-and-go traffic, waiting for a traffic light that is about to turn green, or the vehicle in front of the traffic light queue is moving), the frequent intervention of the idle stop system will instead cause annoying delays and jerks, and will also cause unnecessary losses to the power system, reducing the performance of the air conditioner and generator, etc.

[0004] On the other hand, for electric vehicles or hybrid vehicles (with both an internal combustion engine and a drive motor), a kinetic energy recovery system is a technology that captures and stores kinetic energy by operating the motor in reverse. Generally, the kinetic energy of a vehicle is lost in the form of heat when braking in a traditional vehicle, but in an electric vehicle or a hybrid vehicle, it can be converted into electrical energy by the motor and stored in the battery for subsequent use. The working principle of the kinetic energy recovery system is that when the driver presses the brake, the electric motor stops transmitting kinetic energy and operates in reverse as a generator to convert the kinetic energy of the vehicle into electrical energy, and the generated electrical energy can be stored in the vehicle's battery, thereby extending its cruising range and improving the overall energy efficiency. However, in the prior art, the driver can only manually turn on or off the kinetic energy recovery system, which is not easy to operate and has safety concerns. Moreover, even after it is turned on, the kinetic energy recovery system performs kinetic energy recovery with the same recovery intensity, which may cause discomfort to the driver or passengers. For example, when the traffic condition is poor and the vehicle is moving at a low creeping speed but not seriously enough to completely stop or stop and go, too strong a recovery intensity is likely to cause obvious jerks, causing the driver to need to more precisely control the accelerator and brake, increasing fatigue. On the contrary, when the traffic condition is good or driving on a long downhill, too low a recovery intensity cannot effectively recover the kinetic energy of the vehicle, and will increase the wear of the braking system and is not conducive to extending the cruising range.

[0005] Therefore, how to improve the operation mode of vehicle deceleration to better meet the needs of drivers has become one of the goals pursued by the industry. Summary of the Invention

[0006] Therefore, the present invention mainly provides an intelligent stop control method and an intelligent stop control system to overcome the drawbacks of the prior art.

[0007] An embodiment of the present invention discloses an intelligent stop control method for a vehicle. The intelligent stop control method includes obtaining traffic state information related to the vehicle through a vehicle networking system while the vehicle is traveling; and in response to activation of a braking system of the vehicle, controlling the operation of a power system of the vehicle according to the traffic state information.

[0008] Another embodiment of the present invention discloses an intelligent stop control system for a vehicle. The intelligent stop control system includes a processing unit; a transceiver module coupled to the processing unit for connecting to a vehicle networking system; and a storage unit coupled to the processing unit for storing program code for instructing the processing unit to execute an intelligent stop control method. The intelligent stop control method includes the following steps: obtaining traffic state information related to the vehicle through the vehicle networking system while the vehicle is traveling; and in response to activation of a braking system of the vehicle, controlling the operation of a power system of the vehicle according to the traffic state information. Brief Description of the Drawings

[0009] Figure 1 Schematic diagram of a drive system according to an embodiment of the present invention;

[0010] Figure 2 For Figure 1 Schematic diagram of an intelligent stop control system in

[0011] Figure 3 Schematic diagram of a process according to an embodiment of the present invention;

[0012] Figure 4 Schematic diagram of a process according to an embodiment of the present invention;

[0013] Figure 5A Schematic diagram of a first algorithm according to an embodiment of the present invention;

[0014] Figure 5B Schematic diagram of a second algorithm according to an embodiment of the present invention;

[0015] Figure 5C Schematic diagram of a third algorithm according to an embodiment of the present invention.

[0016] Description of the Reference Numerals

[0017] 10: Drive system

[0018] 12: Vehicle networking system

[0019] 14: Intelligent stop control system

[0020] 16: Power system

[0021] 18: Brake system

[0022] 200: Processing unit

[0023] 202: Storage unit

[0024] 204: Program code

[0025] 206: Transceiver module

[0026] 30, 40: Processes

[0027] 50, 52, 54: Algorithms

[0028] 300 - 306, 400 - 408, 501 - 508, 521 - 532, 541 - 548: Steps Detailed implementation manners

[0029] Please refer to Figure 1 , Figure 1 , which is a schematic diagram of drive system 10 according to Embodiment 1 of the present invention. Drive system 10 is used for a vehicle, such as a motor vehicle (e.g., a car, a motorcycle, a large vehicle, etc.) traveling on a road. It includes an intelligent stop control system 14, a power system 16, and a brake system 18. The intelligent stop control system 14 can be connected to a vehicle-to-everything (V2X) system 12 to adaptively control the operation mode of the power system 16 (such as idle operation or kinetic energy recovery operation) according to traffic conditions. It should be noted that drive system 10 is only used to represent the basic architecture of driving a vehicle, but is not limited thereto. Those of ordinary skill in the art should make appropriate adjustments according to the requirements of the system. For example, the power system 16 refers to the overall system that generates propulsion power. For the power system of an internal combustion engine vehicle, it may include an engine ignition system, a fuel supply device, etc., and is further connected to components such as a generator and a transmission system; for the power system of an electric vehicle, it may include a motor (also called a motor), a motor controller, and is further connected to components such as a power battery pack, which are well-known to those of ordinary skill in the art and do not affect the operation of the embodiments of the present invention, so they will not be elaborated. The brake system 18 generally includes a master brake cylinder, slave cylinders (calipers), brake hoses, and a disc brake or drum brake assembly, which are well-known to those of ordinary skill in the art and do not affect the operation of the embodiments of the present invention, so they will not be elaborated.

[0030] Please continue to refer to Figure 2 , Figure 2 which is Figure 1Schematic diagram of the intelligent stop control system 14. The intelligent stop control system 14 includes a processing unit 200, a storage unit 202, and a transceiver module 206. The processing unit 200 can be a general-purpose processor, a microprocessor, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a neural processing unit (NPU), a tensor processing unit (TPU), etc., or a combination thereof. The storage unit 202 is coupled to the processing unit 200 and can be any data storage device for storing a program code 204 and reading and executing the program code 204 through the processing unit 200. For example, the storage unit 202 can be a read-only memory (ROM), a flash memory, a random access memory (RAM), a non-volatile storage unit, etc., but is not limited thereto. In addition, the transceiver module 206 is coupled to the processing unit 200 for connecting to the vehicle networking system 12 through wired or wireless communication to obtain traffic status information, and then the processing unit 200 controls the operation mode of the power system 16 based on this. Among them, the vehicle networking system 12 is a system that uses wireless communication technology to realize information exchange and cooperation among vehicles, roads, traffic facilities, and personnel. The vehicle networking system 12 includes on-board units (OBUs) installed on vehicles, roadside units (RSUs) installed on roads or traffic facilities, and a central platform responsible for collecting or processing data. Therefore, those of ordinary skill in the art should understand Figure 1 Although the vehicle networking system 12 is shown as a single block, it represents a collection of at least one on-board unit, at least one roadside unit, and at least one central platform. Among them, the on-board units include not only the on-board units of the vehicle itself but also the on-board units of adjacent vehicles, and information exchange and cooperation can be carried out among the on-board units, roadside units, and central platform through wireless communication. The embodiment of the present invention uses the information of the vehicle networking system 12 to judge the traffic status and then control the operation mode of the power system 16.

[0031] Specifically, please refer to Figure 3 , Figure 3 which is a schematic diagram of a process 30 according to an embodiment of the present invention. The process 30 is used to drive the system 10 to implement an intelligent stop control method, which can be compiled into a program code 204 and stored in the storage unit 202. The process 30 includes the following steps:

[0032] Step 300: Start.

[0033] Step 302: While the vehicle driven by the drive system 10 is in motion, obtain traffic state information related to the vehicle through the vehicle networking system 12.

[0034] Step 304: In response to the activation of the braking system 18 of the vehicle, control the operation of the power system 16 according to the traffic state information.

[0035] Step 306: End.

[0036] According to process 30, while the vehicle driven by the drive system 10 is in motion, the transceiver module 206 of the intelligent stop control system 14 can communicate with the vehicle networking system 12 to obtain traffic state information related to the vehicle (step 302). In response to the activation of the braking system 18 of the vehicle, the processing unit 200 of the intelligent stop control system 14 can control (or adjust) the operation of the power system 16 according to the traffic state information obtained by the transceiver module 206 (step 304). In other words, during the vehicle's travel, if the driver steps on the brake, the embodiment of the present invention can, according to the information of the vehicle networking system 12, judge the immediate traffic state information and dynamically determine the operation of the power system 16 accordingly. For example, for a fuel vehicle, maintain idling or stop running; or for an electric vehicle or a hybrid vehicle, control the opening and closing of kinetic energy recovery or adjust the intensity. In this case, for a fuel vehicle, if the vehicle only needs to stop and wait briefly (e.g., stop-and-go traffic, waiting for a traffic light about to turn green, or the vehicle in front of the traffic light queue moving forward, etc.), the embodiment of the present invention can, according to the information of the vehicle networking system 12, judge that there is no need to turn off the power system 16 at this time, thus avoiding the delay, jerks or losses caused by frequent turning off and starting of the power system 16 to meet the road conditions and the driver's needs. On the contrary, if the traffic state information shows that the current stop-and-wait will take a relatively long time (such as a long remaining time of the red light, traffic congestion ahead, etc.), the embodiment of the present invention can turn off the operation of the power system 16 to reduce energy consumption. On the other hand, for an electric vehicle or a hybrid vehicle, when the traffic condition is poor and the vehicle is creeping at a low speed but not seriously enough to come to a complete stop or stop-and-go, the embodiment of the present invention can, according to the information of the vehicle networking system 12, use the motor controller to turn off the kinetic energy recovery of the power system 16 or reduce the recovery intensity to reduce the driver's fatigue. On the contrary, when the traffic condition is good or driving on a long downhill, the kinetic energy recovery can be turned on or the recovery intensity can be increased to reduce the wear of the braking system and extend the battery life.

[0037] It should be noted that Process 30 is an embodiment of the present invention. Those with ordinary knowledge in the art can make different modifications based on this, and are not limited thereto. For example, in Step 302, the intelligent stop control system 14 obtains traffic status information related to the vehicle through the vehicle networking system 12, which specifically includes vehicle-to-vehicle (V2V) information and vehicle-to-infrastructure (V2I) information. For this information, different organizations have different naming or definition methods. For example, for vehicle-to-vehicle information, the Society of Automotive Engineers (SAE) in the United States names it Basic Safety Message (BSM), while the European Telecommunications Standards Institute (ETSI) names it Cooperative Awareness Message (CAM); for vehicle-to-infrastructure information, SAE names it Signal Phase and Timing (SPaT) and Map (MAP) information, while ETSI names it Decentralized Environmental Notification Message (DENM). Even though different organizations have different naming or definition methods for V2V information and V2I information, those skilled in the art should know that the driving lane of the vehicle, intersection information related to the driving direction of the vehicle, and adjacent vehicle information can be determined from V2V information and V2I information. In this case, in Step 304, in response to the activation of the braking system 18 of the vehicle, the intelligent stop control system 14 can determine the driving lane of the vehicle, intersection information in front of the driving direction, and driving information of adjacent vehicles (such as the speed, driving lane, direction, etc. of adjacent vehicles) according to the traffic status information of the vehicle networking system 12. Accordingly, for the idle operation of a fuel vehicle, the intelligent stop control system 14 can determine an expected stay time when the driver steps on the brake and stops driving, and when the expected stay time is less than a first preset value, maintain the idle operation of the power system 16, and when the expected stay time is greater than or equal to a second preset value, stop the operation of the power system 16. That is to say, if the intelligent stop control system 14 determines that the vehicle is only staying briefly based on the traffic status information of the vehicle networking system 12, maintaining the idle operation of the power system 16 can avoid frequent shutdown and startup; conversely, if the vehicle may stay for a long time, the power system 16 is turned off to reduce energy consumption.Among them, the first preset value and the second preset value can be the same, indicating that the intelligent stop control system 14 compares the expected stay time with a single specific value to determine whether to maintain the idling operation of the power system 16 or stop the power system 16; alternatively, the second preset value can be greater than the first preset value, indicating that a buffer zone is formed between the first preset value and the second preset value, that is, when the expected stay time is between the first preset value and the second preset value, the intelligent stop control system 14 does not change the current operation mode of the power system 16.

[0038] The implementation method of step 304 described above can be summarized into a process 40, which can be compiled into the program code 204 and stored in the storage unit 202. The process 40 is for the idling operation of a fuel vehicle and includes the following steps:

[0039] Step 400: Start.

[0040] Step 402: According to the traffic state information, judge the driving lane of the vehicle, the intersection information related to the driving direction of the vehicle, and the information of adjacent vehicles.

[0041] Step 404: According to the driving lane, intersection information, and information of adjacent vehicles, judge the expected stay time of the vehicle when it stops driving.

[0042] Step 406: When the expected stay time is less than the first preset value, maintain the idling operation of the vehicle's power system.

[0043] Step 406: When the expected stay time is greater than or equal to the second preset value, stop the operation of the vehicle's power system.

[0044] Step 408: End.

[0045] According to the process 40, when the driver steps on the brake to stop the vehicle, the intelligent stop control system 14 judges the expected stay time of the vehicle according to the traffic state information of the vehicle networking system 12, and accordingly decides to turn off the power system 16 or maintain idling. Specifically, in step 402, the intelligent stop control system 14 judges the driving lane of the vehicle, the intersection information ahead, and the information of adjacent vehicles according to the traffic state information, so as to judge the road conditions and the possible stay time caused by them in the subsequent process. Since different institutions have different definitions of V2V information and V2I information, the BSM, SPaT, and MAP information of SAE are taken as examples below. In addition, as is well known in the art, an intersection refers to the position where any two or more roads meet, which can be a branch intersection, a ramp intersection, a T-junction, etc., and is not limited thereto. For the sake of simplicity, a crossroads is taken as an example below for illustration. Please refer to Tables 1 to 3, which are the content summaries of BSM, SPaT, and MAP information respectively.

[0046] BSM content Representative meaning Latitude, Longitude, Elevation Vehicle GPS coordinates Speed Vehicle speed Heading Driving direction

[0047] Table 1

[0048]

[0049] Table 2

[0050]

[0051]

[0052] Table 3

[0053] Based on the BSM, SPaT, and MAP information, the intelligent stop control system 14 can determine the driving lane of the vehicle, the intersection information ahead, and the information of adjacent vehicles. For example, in one embodiment, the intelligent stop control system 14 can execute a first algorithm 50, a second algorithm 52, and a third algorithm 54 according to the BSM, SPaT, and MAP information. As Figure 5A shown, the first algorithm 50 includes the following steps:

[0054] Step 501: Start.

[0055] Step 502: Receive MAP information from the roadside device.

[0056] Step 503: Obtain the "intersection set" from the content of the MAP information (refer to Table 3).

[0057] Step 504: Obtain the "intersection lane set" from the first intersection in the "intersection set" (refer to Table 3).

[0058] Step 505: Obtain the "GPS coordinates" of the vehicle from the BSM information of the vehicle (refer to Table 1).

[0059] Step 506: Based on the "intersection lane width", the "lane node GPS coordinates" in the lane set, and the "GPS coordinates" of the vehicle (refer to Tables 3 and 1), determine whether the vehicle is in a certain lane of the intersection. If so, proceed to step 507; if not, proceed to step 508.

[0060] Step 507: Obtain the intersection ID and lane ID where the vehicle is located.

[0061] Step 508: Obtain the lane set of the next intersection from the "intersection set", and return to step 505.

[0062] Therefore, through the first algorithm 50, the intelligent stop control system 14 can determine the driving lane of the vehicle (i.e., the lane ID where it is located) and the intersection ahead (i.e., the intersection ID).

[0063] In addition, as Figure 5B shown, the second algorithm 52 includes the following steps:

[0064] Step 521: Start.

[0065] Step 522: The roadside device receives SPaT and MAP information.

[0066] Step 523: The first algorithm 50 determines the lane ID and intersection ID of the vehicle.

[0067] Step 524: Search for the intersection with the same ID as the vehicle's current intersection ID from the "phase signal intersection set" of the SPaT information (refer to Table 2).

[0068] Step 525: Find the ID of the "intersection status set" of the consistent SPaT information through the "associated signal ID of lane x" of the MAP information (refer to Table 3) to obtain the connection status of the current lane.

[0069] Step 526: Obtain the current "traffic light y status of intersection status x" of the vehicle's lane from the connection status (refer to Table 2).

[0070] Step 527: Determine whether the "traffic light y status of intersection status x" is "stop_Then_Proceed" (stop and then proceed); if so, go to Step 528; if not, go to Step 529.

[0071] Step 528: Determine whether the front intersection contains a stop_and_proceed sign.

[0072] Step 529: Determine whether the "traffic light y status of intersection status x" is "stop_And_Remain" (stop and remain stopped); if so, go to Step 530; if not, go to Step 532.

[0073] Step 530: Determine whether the front intersection contains a red light.

[0074] Step 531: Obtain the remaining seconds of the red light from the "end time point of traffic light y of intersection status x" of the SPaT information (refer to Table 2).

[0075] Step 532: End.

[0076] Therefore, through the second algorithm 52, the intelligent stop control system 14 can determine the traffic light, sign, and remaining seconds of the red light at the front intersection.

[0077] Furthermore, as Figure 5C shown, the third algorithm 54 includes the following steps:

[0078] Step 541: Start.

[0079] Step 542: The first algorithm 50 determines the lane ID and intersection ID of the vehicle.

[0080] Step 543: Obtain the "GPS coordinates" in the BSM information of the adjacent vehicle (refer to Table 1).

[0081] Step 544: Obtain the lane ID of the adjacent vehicle from the first algorithm 50.

[0082] Step 545: Determine whether the lane ID of the adjacent vehicle is the same as the lane ID of the vehicle itself; if the same, proceed to Step 546; if different, proceed to Step 547.

[0083] Step 546: Determine whether the adjacent vehicle with the same lane ID is in front of the vehicle itself; if the same, proceed to Step 548; if different, proceed to Step 547.

[0084] Step 547: Determine that the adjacent vehicle is not the leading vehicle.

[0085] Step 548: Determine that the adjacent vehicle is the leading vehicle and calculate the number of leading vehicles.

[0086] Therefore, through the third algorithm 54, the intelligent stop control system 14 can determine adjacent vehicle information, such as whether it is the leading vehicle, the number of leading vehicles, etc.

[0087] It should be noted that the first algorithm 50, the second algorithm 52, and the third algorithm 54 illustrate the use of BSM, SPaT, and MAP information to determine the driving lane of the vehicle, the intersection information ahead, and the adjacent vehicle information. They are only feasible implementation manners of Step 402 in the process 40, but not limited thereto. As mentioned above, different institutions have different definitions for V2V information and V2I information. Therefore, those with ordinary knowledge in this field should adopt appropriate algorithms or judgment steps according to the application field to determine vehicle driving information and traffic environment information.

[0088] Returning to process 40, after Step 402 determines the driving lane of the vehicle, the intersection information ahead, and the adjacent vehicle information, Step 404 can be performed to determine the expected stay time of the stopped vehicle. At this time, different traffic or road conditions should be considered to ensure that the power system 16 idles during a short stop, and the power system 16 is turned off during a long stop. For example, when the driver steps on the brake to stop the vehicle, the traffic conditions that the intelligent stop control system 14 needs to handle include but are not limited to the following:

[0089] 1. When in a traffic jam, if all the vehicles ahead have stopped, the power system 16 should be turned off; if the vehicles ahead are moving slowly with stops and starts, for example, the average speed of the leading vehicle is greater than a preset speed, the power system 16 should be maintained at idle speed.

[0090] 2. When encountering a red light, if the remaining seconds of the red light are greater than or equal to a third preset value, the power system 16 should be turned off; if the remaining seconds of the red light are less than the third preset value, but the number of vehicles waiting for the red light ahead is greater than a preset quantity, the power system should be turned off; if the remaining seconds of the red light are less than the third preset value, but the number of vehicles waiting for the red light ahead is less than the preset quantity, the power system 16 should be maintained at idle speed.

[0091] 3. When encountering a stop-and-go sign, since only a short stop is required to confirm the road conditions, there is no need to stop the power system 16; however, if there is a traffic jam ahead at this time, the power system 16 should be turned off; conversely, if there is no vehicle ahead or the average speed of the vehicle in front is greater than the preset speed, the power system 16 should be maintained at idle speed.

[0092] 4. When the vehicle is turning or reversing, such as turning in an alley, steering, or aligning the vehicle body when parking, or when stepping on the brake in an emergency situation where it may hit the vehicle in front but there may be no road conditions ahead, the power system 16 should be maintained at idle speed at this time.

[0093] For the above traffic conditions, taking the first algorithm 50, the second algorithm 52, and the third algorithm 54 as examples, the feasible implementation manners will be described in sequence. First, for the judgment of traffic jams, when the driver steps on the brake and stops the vehicle, if the intelligent stop control system 14 determines that there is a neighboring vehicle (i.e., the vehicle in front) in front of the vehicle according to the third algorithm 54, the intelligent stop control system 14 can further judge the average speed of the vehicle in front according to the BSM information of the vehicle in front. Accordingly, when the average speed of the vehicle in front is less than a preset speed, such as 10 km / h, it can be judged that there is a traffic jam in front of the vehicle, and when the traffic jam is severe, the power system 16 can be turned off, and when the traffic jam is mild (low-speed driving with stops and starts), the power system 16 can be maintained at idle speed. In another embodiment, if the vehicle is traveling on a multi-lane section, in addition to the average speed of the vehicle in front, the average speed of the neighboring vehicle in the adjacent lane can also be considered. That is to say, when the intelligent stop control system 14 determines that there are neighboring vehicles in front of and in the adjacent lane of the lane where the vehicle is traveling according to the third algorithm 54, the intelligent stop control system 14 can further judge the average speed of the vehicle in front and the neighboring vehicle in the adjacent lane according to the BSM information of the vehicle in front and the neighboring vehicle in the adjacent lane. Accordingly, when the average speeds of the vehicle in front and the neighboring vehicle in the adjacent lane are both less than a preset speed, such as 10 km / h, it can be judged that there is a traffic jam in the section where the vehicle is traveling, and when the traffic jam is severe, the power system 16 can be turned off, and when the traffic jam is mild, the power system 16 can be maintained at idle speed. It should be noted that only considering the average speed of the vehicle in front or considering the average speeds of different lanes at the same time is applicable to the present invention, and those with ordinary knowledge in the art should appropriately adjust the criteria or means for judging traffic jams according to the requirements of the system or application, and are not limited thereto.

[0094] Therefore, based on the traffic status information of the vehicle networking system 12, when the driver steps on the brake to stop the vehicle, the intelligent stop control system 14 can determine whether there is a traffic jam at the intersection ahead. When there is a severe traffic jam (the expected stay time is greater than or equal to the second preset value), the power system 16 is turned off. When the vehicle ahead is moving slowly with stops and starts (the expected stay time is less than the first preset value), the power system 16 is maintained at idle speed.

[0095] Furthermore, for the traffic condition of a red light, when the driver steps on the brake to stop the vehicle, the intelligent stop control system 14 can determine whether the intersection ahead is a red light according to the second algorithm 52 and judge the remaining seconds when it is a red light. In this case, if it is a red light and the remaining seconds of the red light are greater than or equal to the third preset value (for example, 10 seconds), the intelligent stop control system 14 can determine that the expected stay time is long (greater than or equal to the second preset value) and turn off the power system 16. On the other hand, if the remaining seconds of the red light are less than the third preset value, the number of vehicles ahead needs to be considered. This is because time is lost when the vehicle stops at a signal intersection for a red light and starts when the light turns green, including deceleration delay and start-up delay. Therefore, in one embodiment, if the deceleration delay of a single vehicle is 2 seconds and the start-up delay when the red light turns green is 3 seconds, the intelligent stop control system 14 can multiply the number of vehicles ahead by 2 seconds plus the start-up loss time of 3 seconds and the remaining seconds of the red light. If the result is greater than the third preset value, it can be determined that the expected stay time is long (greater than or equal to the second preset value) and the power system 16 is turned off; otherwise, if the result is less than the third preset value, it can be determined that the expected stay time is short (less than the first preset value) for a short stop and the power system 16 is maintained at idle speed. In other words, when the vehicle stops due to a red light (starting), the intelligent stop control system 14 first determines whether the remaining time of the starting red signal is greater than or equal to the third preset value. If so, the intelligent stop control system 14 can determine that the expected stay time is long (greater than or equal to the second preset value) and turn off the power system 16. Otherwise, if the remaining time of the starting red signal is less than the third preset value, the intelligent stop control system 14 further needs to consider whether the number of vehicles ahead is less than a preset number. Among them, the determination of the preset number is related to the remaining time of the red signal, deceleration delay, and start-up delay. Those with ordinary knowledge in the art can deduce the preset number in different situations or summarize it into a corresponding table of the number of vehicles ahead and delay time according to the foregoing description and thus judge the expected stay time.

[0096] Simply put, when the driver stops the vehicle due to a red light (starting), the intelligent stop control system 14 should judge the expected stay time according to the remaining seconds of the red light and the number of vehicles ahead, so as to turn off the power system 16 when the stop time is long and maintain idle operation when it is a short stop.

[0097] In addition, it should be noted that when the vehicle stops at a red light, it may encounter a traffic jam at the same time, and the intelligent stop control system 14 should shut down the power system 16 or maintain the power system 16 idling according to the aforementioned handling method for the traffic jam. In other words, although the aforementioned description describes the traffic jam and the red light traffic conditions separately, a person with ordinary knowledge in the art should understand that the actual traffic conditions may be mixed with different conditions at the same time, and appropriate adjustments and modifications should be made.

[0098] On the other hand, for the traffic condition of stop and restart, similar to the traffic condition of the red light mentioned above, when the driver steps on the brake to stop the vehicle, the intelligent stop control system 14 can know that the intersection ahead is a stop and restart sign according to the second algorithm 52. Then, the intelligent stop control system 14 can determine whether there is a front vehicle according to the third algorithm 54, and determine the average speed of the front vehicle according to the BSM information of the front vehicle. If there is no front vehicle or the average speed of the front vehicle is greater than a preset speed, it means that only a short stop is required to restart, that is, the expected stop time is short (less than the first preset value), so the power system 16 is maintained at idle speed. On the contrary, if there is a traffic jam ahead, that is, the traffic condition of stop and restart and traffic jam is mixed at the same time, the power system 16 should be turned off or maintained at idle speed according to the aforementioned handling method for traffic jam.

[0099] Finally, in the case of a car turning, reversing, parking adjustment or emergency stop, when the driver steps on the brake to stop the vehicle, if the intelligent stop control system 14 determines that the distance to the intersection ahead is greater than a preset distance based on the MAP information, or knows according to the second algorithm 52 that the intersection ahead does not include an activated red light or stop and restart sign, and at the same time determines according to the third algorithm 54 that there is no vehicle ahead, or determines according to the BSM information of the neighboring vehicle that the average speed of the neighboring vehicle is greater than a preset speed, it can be known that the driver stopped the vehicle due to the car turning, reversing, parking adjustment or emergency stop, so the intelligent stop control system 14 can determine that only a short stop is required, that is, the expected stop time is short (less than the first preset value), and maintain the power system 16 idling.

[0100] It should be noted that the foregoing description of the traffic conditions is only used to indicate that the intelligent stop control system 14 can know and judge the reason for the vehicle to stop running based on the information of the vehicle networking system 12, thereby judging the expected stay time of the vehicle to stop running, and then deciding whether the vehicle will stay for a long time or just stop briefly due to the actual traffic conditions, and correspondingly deciding whether to maintain the power system 16 idling or turn off the power system 16. Therefore, those with ordinary knowledge in the art can appropriately adjust the operation mode of the intelligent stop control system 14 according to actual needs, and are not limited to this. For example, traffic regulations in some countries stipulate that when a school bus stops to wait for students to get on and off, vehicles in both directions on the section where the school bus is located need to stop until the school bus resumes driving. In this case, when those with ordinary knowledge in the art apply the intelligent stop control system 14 to this traffic condition, even if there is no vehicle in front of the vehicle and there is no red light or stop-and-go sign, but the intelligent stop control system 14 can still judge from the information of the vehicle networking system 12 that the reason for the vehicle to stop is that the school bus stops, then those with ordinary knowledge in the art should be able to adjust the operation mode of the intelligent stop control system 14 to decide whether to maintain the power system 16 idling or turn off the power system 16 according to the expected stop time of the school bus and the number of vehicles waiting in front. Such adjustment and derivation of the operation mode of the intelligent stop control system 14 according to different countries or traffic regulations should be familiar skills for those with ordinary knowledge in the art.

[0101] On the other hand, those with ordinary knowledge in the art should understand that the traffic conditions encountered during the vehicle driving process may be complex and there are various traffic conditions, so the operation mode of the intelligent stop control system 14 needs to be appropriately adjusted according to different requirements. In addition to presetting the operation logic of the intelligent stop control system 14, in one implementation, different calculation methods can also be summarized and sorted out by artificial intelligence. In another embodiment, in addition to connecting to the vehicle networking system 12 to receive traffic status information, the transceiver module 206 can also receive the update program of the operation logic, and accordingly adjust the way of controlling the power system 16 of the intelligent stop control system 14.

[0102] It should be noted that process 40 is for the idling operation of fuel vehicles. The intelligent stop control system 14 can use the traffic status information of the vehicle networking system 12 to judge the expected stay time of the vehicle, and accordingly decide to turn off or maintain the idling of the power system 16. In addition, for the kinetic energy recovery of electric vehicles or hybrid vehicles, those with ordinary knowledge in the art should be able to appropriately change and derive based on the foregoing idling control of fuel vehicles. For example, the intelligent stop control system 14 can judge the road conditions in the driving direction according to the traffic status information of the vehicle networking system 12, and accordingly adjust the operation of kinetic energy recovery.

[0103] For example, for an electric vehicle or a hybrid vehicle, when the driver steps on the brake, if the intelligent stop control system 14 determines that there is a vehicle in front (i.e., the leading vehicle) according to the third algorithm 54, the intelligent stop control system 14 can further determine the average speed of the leading vehicle based on the BSM information of the leading vehicle. Accordingly, when the average speed of the leading vehicle and / or the adjacent vehicle is less than a first preset speed but greater than a second preset speed, it can be determined that the traffic flow ahead is creeping at a low speed but not severe enough to come to a complete stop or stop-and-go. Then, the intelligent stop control system 14 can turn off the kinetic energy recovery of the power system 16 or reduce the recovery intensity to reduce the sense of jerk. In another embodiment, for example, when the average speed of the leading vehicle and / or the adjacent vehicle is greater than a preset speed, it can be determined that the traffic on this section is smooth, or if the intelligent stop control system 14 determines according to the first algorithm 50 that the vehicle is traveling on a long downhill slope, the intelligent stop control system 14 can turn on the kinetic energy recovery of the power system 16 or increase the recovery intensity to reduce the wear of the braking system and extend the battery life. In the prior art, the idle stop system of a fuel vehicle adopts a fixed detection and start mechanism, which may cause frequent intervention, resulting in annoying delays and jerks, and also cause unnecessary losses of the power system, reducing the performance of the air conditioner and generator, etc.; while the kinetic energy recovery system of an electric vehicle or a hybrid vehicle is manually turned on and off and set to a fixed recovery intensity, which may cause obvious jerks or fail to effectively extend the battery life. In contrast, for a fuel vehicle, the embodiment of the present invention can obtain and judge the reason for the vehicle to stop according to the information of the vehicle networking system, thereby judging the expected staying time of the vehicle to stop, and then deciding whether the vehicle will stay for a long time or just stop briefly due to the actual traffic conditions, and correspondingly deciding whether to maintain the idling operation of the power system or turn off the power system; or, for an electric vehicle or a hybrid vehicle, the embodiment of the present invention can obtain and judge the traffic conditions according to the information of the vehicle networking system, and thereby decide whether to start the kinetic energy recovery or adjust the kinetic energy recovery intensity. Therefore, the embodiment of the present invention can appropriately adjust the operation mode of the idle stop or kinetic energy recovery according to the actual needs, which can not only reduce the discomfort of the driver or passengers, but also maintain the effect of energy conservation and carbon reduction.

[0104] In summary, the present invention can appropriately adjust the operation modes of the idle stop and kinetic energy recovery according to the actual needs, thereby improving the user experience and achieving the effect of energy conservation and carbon reduction.

[0105] The above are only the preferred embodiments of the present invention, and all equivalent changes and modifications made according to the claims of the present invention should fall within the scope of the present invention.

Claims

1. An intelligent stopping control method for a vehicle, the intelligent stopping control method comprising: When the vehicle is traveling, traffic status information related to the vehicle is obtained through the vehicle networking system; and In response to the braking system of the vehicle being activated, the operation of the power system of the vehicle is controlled according to the traffic status information.

2. The intelligent stopping control method as claimed in claim 1, wherein the step of controlling the operation of the power system of the vehicle according to the traffic status information comprises: According to the traffic status information, determine the driving lane of the vehicle and the intersection information and neighboring vehicle information related to the driving direction of the vehicle; Determine the expected stop time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information; When the expected stay time is less than a first preset value, maintaining the power system of the vehicle at idle speed; and When the expected stay time is greater than or equal to a second preset value, the power system of the vehicle is stopped.

3. The intelligent stopping control method as claimed in claim 2, wherein the step of determining the expected stop time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the neighboring vehicle information shows that the average speed of the vehicle ahead of the vehicle in the driving lane is less than the preset speed, it is determined that the expected stay time is greater than or equal to the second preset value.

4. The intelligent stop control method as claimed in claim 2, wherein the step of determining the expected stop time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the intersection information shows that the intersection ahead of the driving lane contains an activated red light signal, and the remaining time of the activated red light signal is less than a third preset value, and the neighboring vehicle information shows that the number of vehicles ahead of the vehicle at the intersection is less than a preset number, it is judged that the expected stay time is less than the first preset value.

5. The intelligent stopping control method as claimed in claim 2, wherein the step of determining the expected stop time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the intersection information shows that the intersection ahead of the driving lane contains an activated red light signal, and the remaining time of the activated red light signal is less than a third preset value, and the neighboring vehicle information shows that the number of vehicles ahead of the vehicle at the intersection is greater than a preset number, it is judged that the expected stay time is greater than or equal to the second preset value.

6. The intelligent stopping control method as claimed in claim 2, wherein the step of determining the expected stop time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the intersection information shows that the intersection ahead of the driving lane includes an activated red light signal, and the remaining time of the activated red light signal is greater than or equal to the third preset value, it is determined that the expected stay time is greater than or equal to the second preset value.

7. The intelligent stopping control method as claimed in claim 2, wherein the step of determining the expected stop time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the intersection information shows that the intersection ahead of the driving lane includes a stop and restart sign, and the neighboring vehicle information shows that there is no vehicle ahead of the vehicle or the average speed of the vehicle ahead of the vehicle is greater than a preset speed, it is determined that the expected stay time is less than the first preset value.

8. The intelligent stopping control method as claimed in claim 2, wherein the step of determining the expected stop time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the intersection information shows that the distance from the vehicle to the intersection in front of the driving lane is greater than a preset distance or the intersection does not include an activated red light signal or a stop and restart sign, and the neighboring vehicle information shows that the vehicle has no vehicle in front or the average speed of the neighboring vehicles of the vehicle is greater than a preset speed, it is determined that the expected stay time is less than the first preset value. 9 . The intelligent stop control method as claimed in claim 2 , wherein the first preset value is equal to the second preset value. 10 . The intelligent stopping control method as claimed in claim 1 , wherein the traffic status information comprises a plurality of vehicle-to-vehicle information and a plurality of vehicle-to-infrastructure information.

11. An intelligent stop control system for a vehicle, the intelligent stop control system comprising: Processing unit; A transceiver module, coupled to the processing unit, for connecting to the Internet of Vehicles system; A storage unit is coupled to the processing unit and stores a program code, wherein the program code is used to instruct the processing unit to execute an intelligent stop control method, wherein the intelligent stop control method includes the following steps: When the vehicle is traveling, traffic status information related to the vehicle is obtained through the vehicle networking system; and In response to the braking system of the vehicle being activated, the operation of the power system of the vehicle is controlled according to the traffic status information.

12. The intelligent stopping control system as claimed in claim 11, wherein the step of controlling the operation of the power system of the vehicle according to the traffic status information comprises: According to the traffic status information, determine the driving lane of the vehicle and the intersection information and neighboring vehicle information related to the driving direction of the vehicle; Determine the expected stop time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information; When the expected stay time is less than a first preset value, maintaining the power system of the vehicle at idle speed; and When the expected stay time is greater than or equal to a second preset value, the power system of the vehicle is stopped.

13. The intelligent stopping control system as claimed in claim 12, wherein the step of determining the expected stopping time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the neighboring vehicle information shows that the average speed of the vehicle ahead of the vehicle in the driving lane is less than the preset speed, it is determined that the expected stay time is greater than or equal to the second preset value.

14. The intelligent stopping control system as claimed in claim 12, wherein the step of determining the expected stopping time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the intersection information shows that the intersection ahead of the driving lane contains an activated red light signal, and the remaining time of the activated red light signal is less than a third preset value, and the neighboring vehicle information shows that the number of vehicles ahead of the vehicle at the intersection is less than a preset number, it is judged that the expected stay time is less than the first preset value.

15. The intelligent stopping control system as claimed in claim 12, wherein the step of determining the expected stopping time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the intersection information shows that the intersection ahead of the driving lane contains an activated red light signal, and the remaining time of the activated red light signal is less than a third preset value, and the neighboring vehicle information shows that the number of vehicles ahead of the vehicle at the intersection is greater than a preset number, it is judged that the expected stay time is greater than or equal to the second preset value.

16. The intelligent stop control system as claimed in claim 12, wherein the step of determining the expected stop time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the intersection information shows that the intersection ahead of the driving lane includes an activated red light signal, and the remaining time of the activated red light signal is greater than or equal to the third preset value, it is determined that the expected stay time is greater than or equal to the second preset value.

17. The intelligent stopping control system as claimed in claim 12, wherein the step of determining the expected stopping time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the intersection information shows that the intersection ahead of the driving lane includes a stop and restart sign, and the neighboring vehicle information shows that there is no vehicle ahead of the vehicle or the average speed of the vehicle ahead of the vehicle is greater than a preset speed, it is determined that the expected stay time is less than the first preset value.

18. The intelligent stopping control system as claimed in claim 12, wherein the step of determining the expected stopping time of the vehicle according to the driving lane, the intersection information and the neighboring vehicle information comprises: When the intersection information shows that the distance from the vehicle to the intersection in front of the driving lane is greater than a preset distance or the intersection does not contain an activated red light signal or a stop and restart sign, and the neighboring vehicle information shows that the vehicle has no vehicle in front or the average speed of the neighboring vehicles of the vehicle is greater than a preset speed, it is judged that the expected stay time is less than the first preset value.

19. The intelligent stop control system as claimed in claim 12, wherein the first preset value is equal to the second preset value.

20. The intelligent stop control system of claim 11, wherein the traffic status information comprises a plurality of vehicle-to-vehicle information and a plurality of vehicle-to-infrastructure information.

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