Vehicle energy-saving evaluation method, storage medium and electronic equipment

Abstract

The invention discloses a vehicle energy-saving evaluation method, which comprises the following steps of: responding to an energy-saving signal, acquiring vehicle information every sampling period, acquiring element scores of different energy-saving elements according to the vehicle information in each sampling period, determining a total score of an energy-saving competition according to the element scores, and evaluating the energy-saving competition according to the total score of the energy-saving competition. And finally, the energy-saving effect of the vehicle is evaluated based on the total score of the energy-saving competition, the evaluation of the energy-saving performance of the vehicle under the operation of the user from multiple angles is facilitated by obtaining the element scores of different energy-saving elements, the obtained total score of the energy-saving competition can also provide suggestions for energy-saving improvement for the user, and the user experience is improved. Therefore, the user can intuitively feel the energy-saving result brought by the energy conservation of the vehicle, and the control on the vehicle can be improved according to suggestions subsequently, so that the energy-saving effect of the user operation on the vehicle is optimized.

Description

Technical Field

[0001] The present application relates to the technical field related to new energy vehicles, and in particular to a vehicle energy-saving evaluation method, storage medium and electronic device. Background Art

[0002] In new energy vehicles, some car owners have range anxiety, and they worry about short range, the current range cannot support reaching the destination, and they don’t want to recharge on the way. The same car on the same road, when driven by different people, will have large deviations in driving energy consumption. In order to make new energy vehicles more energy-efficient, driving is made more interesting in the form of games. Energy-saving competitions are proposed to allow more users to participate. However, the existing technology lacks a system that can accurately score energy-saving competitions based on factors such as user footwork and appliance energy consumption. Therefore, a method is needed to accurately calculate the score in the energy-saving competition and provide energy-saving suggestions, so that users can intuitively feel the fun brought by the energy-saving competition mode. Summary of the Invention

[0003] The purpose of this application is to overcome the above problems and provide a vehicle energy-saving evaluation method, storage medium and electronic device.

[0004] The technical solution of this application provides a vehicle energy-saving evaluation method, comprising:

[0005] In response to the energy-saving signal, obtaining vehicle information at each sampling period;

[0006] In each interval sampling period, obtaining factor scores of different energy-saving factors based on the vehicle information;

[0007] Determine the total score of the energy conservation competition based on the scores of the above factors;

[0008] The energy-saving effect of the vehicle is evaluated based on the total score of the energy-saving competition.

[0009] Furthermore, the vehicle information includes current vehicle speed and energy-saving vehicle speed information, the energy-saving factor includes a vehicle speed factor, and the factor score includes a vehicle speed score;

[0010] The obtaining of factor scores of different energy-saving factors according to the vehicle information includes:

[0011] determining a recommended upper speed limit based on the energy-saving vehicle speed information;

[0012] determining a recommended vehicle speed lower limit based on the energy-saving vehicle speed information and the recommended vehicle speed upper limit;

[0013] A vehicle speed score is determined based on the recommended upper speed limit, the recommended lower speed limit, and the current vehicle speed.

[0014] Furthermore, the energy-saving vehicle speed information includes the distance to the preceding vehicle, scene vehicle speed information and adaptive energy recovery vehicle speed;

[0015] The determining of the recommended upper speed limit according to the energy-saving vehicle speed information specifically includes:

[0016] Determining a reference vehicle speed based on the vehicle speed information of the scenario;

[0017] determining whether to trigger a safety limit signal according to the distance to the preceding vehicle;

[0018] If not triggered, the reference speed is used as the recommended speed limit;

[0019] If triggered, the adaptive energy recovery speed is used as the recommended speed upper limit.

[0020] Furthermore, the scene speed information includes road speed limit, average speed and congestion speed;

[0021] The determining of the reference vehicle speed according to the scene vehicle speed information specifically includes:

[0022] The road speed limit, the average speed and the congested speed are compared, and the minimum value thereof is used as the reference speed.

[0023] Furthermore, the energy-saving vehicle speed information includes an adaptive energy recovery vehicle speed and an optimal energy consumption vehicle speed;

[0024] The determining of the recommended vehicle speed lower limit according to the energy-saving vehicle speed information and the recommended vehicle speed upper limit specifically includes:

[0025] Determining the magnitude of the adaptive energy recovery vehicle speed and the optimal energy consumption vehicle speed;

[0026] If the adaptive energy recovery vehicle speed is lower than the optimal energy consumption vehicle speed, subtracting a first preset value from the recommended vehicle speed upper limit as the recommended vehicle speed lower limit;

[0027] If the adaptive energy recovery vehicle speed is greater than or equal to the optimal energy consumption vehicle speed, the optimal energy consumption vehicle speed is used as the lower limit of the recommended vehicle speed.

[0028] Furthermore, determining a vehicle speed score based on the recommended upper speed limit, the recommended lower speed limit, and the current vehicle speed specifically includes:

[0029] determining a recommended speed range according to the recommended upper speed limit and the recommended lower speed limit;

[0030] If the current vehicle speed is within the recommended speed range, the speed score is full marks;

[0031] If the current vehicle speed is not within the recommended speed range, the speed score is determined according to the following formula:

[0032] y 车速 =a-min(|V 当前 -V 上限 |,|V 当前 -V 下限 |) / K

[0033] Among them, y 车速 is the vehicle speed score, a is a second preset value, V 当前 is the current vehicle speed, V 上限 is the upper limit of the recommended speed, V 下限 is the recommended lower speed limit, and K is the speed scale coefficient.

[0034] Furthermore, the vehicle information includes vehicle acceleration change rate and energy recovery information, the energy-saving factor includes a braking factor, and the factor score includes a braking score;

[0035] The obtaining of factor scores of different energy-saving factors according to the vehicle information includes:

[0036] Determining the frequency of sudden deceleration within the sampling period according to the vehicle acceleration change rate;

[0037] Determining the energy recovery ratio within the sampling period according to the energy recovery information;

[0038] A braking score is determined according to the frequency of rapid deceleration and the energy recovery ratio.

[0039] Furthermore, determining the frequency of rapid deceleration within the sampling period according to the vehicle acceleration change rate includes:

[0040] During the sampling period, if the vehicle acceleration change rate continues to be greater than a third preset value within a first preset time after the brake pedal opening is greater than the preset brake pedal threshold, the rapid deceleration frequency is increased by one.

[0041] Furthermore, the energy recovery information includes current deceleration and current motor recovery coefficient;

[0042] The determining of the energy recovery ratio according to the energy recovery information includes:

[0043] determining a theoretical recovered energy value according to the current deceleration;

[0044] Determining an actual recovered energy value according to the current motor recovery coefficient;

[0045] An energy recovery ratio is determined according to the theoretical recovery energy value and the actual recovery energy value.

[0046] Furthermore, the vehicle information includes a basic driving force coefficient, the energy-saving factor includes a throttle factor, and the factor score includes a throttle score;

[0047] The obtaining of factor scores of different energy-saving factors according to the vehicle information includes:

[0048] determining a rapid acceleration frequency within the sampling period according to the basic driving force coefficient;

[0049] determining an accelerator pedal score according to the basic driving force coefficient;

[0050] The throttle score is determined according to the rapid acceleration frequency and the accelerator pedal score.

[0051] Furthermore, determining the rapid acceleration frequency within the sampling period according to the basic driving force coefficient includes:

[0052] In the sampling period, if the basic driving force coefficient is continuously greater than a fourth preset value within a first preset time after the accelerator pedal opening is greater than the preset accelerator pedal threshold, the rapid acceleration frequency is increased once.

[0053] Furthermore, determining the accelerator pedal score according to the basic driving force coefficient includes:

[0054] The accelerator pedal score is determined according to the following formula:

[0055] y 油门踏板 =b-(c·x 油门 )

[0056] Among them, y 油门踏板 is the accelerator pedal score, b is the third preset value, c is the accelerator calibration coefficient, x 油门 is the basic driving force coefficient.

[0057] Furthermore, the vehicle information includes real-time air conditioning power and total system power, the energy-saving factor includes an air conditioning factor, and the factor score includes an air conditioning score;

[0058] The step of obtaining the factor scores of different energy-saving factors according to the vehicle information and obtaining the air conditioning score specifically includes:

[0059] Determining the air conditioning power ratio according to the real-time air conditioning power and the total system power;

[0060] An air conditioning score is determined according to the air conditioning power ratio.

[0061] Furthermore, the vehicle information includes the total power of non-air-conditioning electrical appliances and the total system power, the non-air-conditioning electrical appliances are electrical appliances other than air conditioners, the energy-saving factors include electrical appliance factors, and the factor scores include electrical appliance scores;

[0062] The obtaining of factor scores of different energy-saving factors according to the vehicle information includes:

[0063] Determining the proportion of electrical appliance power according to the total electrical appliance power of the non-air-conditioning electrical appliances and the total power of the system;

[0064] An appliance score is determined based on the appliance power ratio.

[0065] Furthermore, the total score of the energy conservation competition is determined based on the scoring of the above factors, including:

[0066] Obtain the energy saving ratio of different energy saving factors respectively;

[0067] The energy-saving ratio of each energy-saving factor is multiplied by the corresponding factor score to obtain the sub-item score of each energy-saving factor, and all the sub-item scores are added together to obtain the total score of the energy-saving competition.

[0068] The technical solution of the present application also provides a storage medium, which stores computer instructions. When a computer executes the computer instructions, it is used to execute the vehicle energy-saving evaluation method as described above.

[0069] The technical solution of the present application further provides an electronic device, comprising at least one processor; and

[0070] a memory communicatively connected to the at least one processor; wherein,

[0071] The memory stores instructions that can be executed by the at least one processor. The instructions are executed by the at least one processor to enable the at least one processor to perform the vehicle energy-saving assessment method as described above.

[0072] The technical solution of the present application also provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the vehicle energy-saving evaluation method as described above.

[0073] The above technical solution has the following beneficial effects:

[0074] A vehicle energy-saving evaluation method of the present application responds to an energy-saving signal, obtains vehicle information at each sampling period, and obtains factor scores of different energy-saving factors based on the vehicle information within each sampling period, and then determines the total score of the energy-saving competition based on the factor scores, and finally evaluates the vehicle's energy-saving effect based on the total score of the energy-saving competition. By obtaining the factor scores of different energy-saving factors, it is helpful to evaluate the vehicle's energy-saving performance under user operation from multiple angles. The obtained total score of the energy-saving competition can also provide users with energy-saving improvement suggestions, so that users can intuitively feel the energy-saving results brought about by vehicle energy saving, and can subsequently improve the vehicle's control according to the suggestions to optimize the energy-saving effect of user operation on the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0075] The disclosure of this application will become easier to understand with reference to the accompanying drawings. It should be understood that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this application. In the drawings:

[0076] Figure 1 This is a workflow diagram of a vehicle energy-saving evaluation method in one embodiment of the present application;

[0077] Figure 2 This is a workflow diagram of a vehicle energy-saving evaluation method for obtaining a vehicle speed score in one embodiment of the present application;

[0078] Figure 3 This is a workflow diagram of a vehicle energy-saving evaluation method for obtaining a braking score in one embodiment of the present application;

[0079] Figure 4 This is a workflow diagram of a vehicle energy-saving evaluation method for obtaining a throttle score in one embodiment of the present application;

[0080] Figure 5 This is a workflow diagram of a vehicle energy-saving evaluation method for obtaining an air conditioning score in one embodiment of the present application;

[0081] Figure 6 This is a workflow diagram of a vehicle energy-saving evaluation method for obtaining an electrical appliance score in one embodiment of the present application;

[0082] Figure 7 This is a workflow diagram of a vehicle energy-saving evaluation method in one of the preferred embodiments of the present application;

[0083] Figure 8 It is a schematic diagram of the hardware structure of an electronic device in one embodiment of the present application. DETAILED DESCRIPTION

[0084] The specific implementation of this application is further described below with reference to the accompanying drawings.

[0085] It is easy to understand that according to the technical solution of this application, a variety of structural methods and implementation methods can be replaced with each other by those skilled in the art without changing the essential spirit of this application. Therefore, the following specific embodiments and drawings are only exemplary descriptions of the technical solution of this application and should not be regarded as the entire application or as a limitation or restriction of the technical solution of the application.

[0086] In this specification, directional terms such as "up," "down," "left," "right," "front," "back," "front," "back," "top," and "bottom" are defined relative to the configurations shown in the accompanying drawings. These terms are relative and may vary depending on the device's location or usage. Therefore, these and other directional terms should not be construed as restrictive. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0087] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0088] As shown in the figure, a workflow diagram of a vehicle energy-saving evaluation method in one embodiment of the present application includes:

[0089] Step S101: In response to an energy-saving signal, obtaining vehicle information at every sampling period;

[0090] Step S102: obtaining factor scores of different energy-saving factors according to the vehicle information within each sampling period;

[0091] Step S103: determining the total score of the energy-saving competition based on the factor scores;

[0092] Step S104: Evaluate the energy-saving effect of the vehicle based on the total score of the energy-saving competition.

[0093] Specifically, in step S101, if an energy-saving signal is received, it is determined that the vehicle enters the energy-saving mode or the energy-saving competition mode. Vehicle information is obtained at each sampling period, and the factor score can be obtained based on the vehicle information. The sampling period can be set to a fixed time interval according to the system configuration to ensure real-time performance.

[0094] In step S102, within each sampling period, the factor scores of different energy-saving factors can be obtained based on the vehicle information. Different energy-saving factors refer to the key factors that affect the energy-saving effect of the vehicle, which can be vehicle speed, engine speed, fuel consumption, etc. These energy-saving factors can be scored to intuitively obtain their corresponding energy-saving effects. It is also possible to determine which aspects need to be optimized based on the score of each energy-saving factor to improve the overall energy-saving effect.

[0095] In step S103, the total score of the energy-saving competition is determined based on the factor scores. The factor scores of each energy-saving factor can be assigned different weights according to their impact on the overall energy-saving effect. The factor scores of each energy-saving factor and its corresponding weight are weighted and summed to obtain the total score of the energy-saving competition. According to the total score of the energy-saving competition, users participating in the energy-saving competition can be ranked to enhance users' energy-saving awareness, encourage users to participate in the energy-saving competition, and pay more attention to energy-saving operations in daily driving.

[0096] In step S104, the energy-saving effect of the vehicle is evaluated based on the total score of the energy-saving competition, and a score chart of each factor score can be generated for the user. Each energy-saving factor is treated as a different area of the chart, and each area is displayed in a different shape or color according to the level of its factor score, so that the user can see the specific performance of each energy-saving factor at a glance, providing visual and intuitive feedback, prompting the user to continuously optimize his driving behavior in the energy-saving competition, thereby achieving more efficient energy-saving effects.

[0097] In another embodiment, the vehicle's energy-saving performance is evaluated based on the total energy-saving competition score. The system also analyzes the scores of each energy-saving factor and generates a text report with detailed analysis and explanation of each factor's score, helping users more clearly understand which areas are performing well and which areas need improvement. Through specific factor scores and detailed improvement suggestions, users can receive more targeted and practical feedback, motivating them to adopt more energy-efficient driving behaviors in the future and thus continuously improving their energy-saving performance.

[0098] A vehicle energy-saving evaluation method of the present application responds to an energy-saving signal, obtains vehicle information at each sampling period, and obtains factor scores of different energy-saving factors based on the vehicle information within each sampling period, and then determines the total score of the energy-saving competition based on the factor scores, and finally evaluates the vehicle's energy-saving effect based on the total score of the energy-saving competition. By obtaining the factor scores of different energy-saving factors, it is helpful to evaluate the vehicle's energy-saving performance under user operation from multiple angles. The obtained total score of the energy-saving competition can also provide users with energy-saving improvement suggestions, so that users can intuitively feel the energy-saving results brought about by vehicle energy saving, and can subsequently improve the vehicle's control according to the suggestions to optimize the energy-saving effect of user operation on the vehicle.

[0099] In one embodiment, the vehicle information includes current vehicle speed and energy-saving vehicle speed information, the energy-saving factor includes a vehicle speed factor, and the factor score includes a vehicle speed score;

[0100] The obtaining of factor scores of different energy-saving factors according to the vehicle information includes:

[0101] determining a recommended upper speed limit based on the energy-saving vehicle speed information;

[0102] determining a recommended vehicle speed lower limit based on the energy-saving vehicle speed information and the recommended vehicle speed upper limit;

[0103] A vehicle speed score is determined based on the recommended upper speed limit, the recommended lower speed limit, and the current vehicle speed.

[0104] In this embodiment, the vehicle information includes the current vehicle speed and energy-saving speed information. The factor scores of different energy-saving factors are obtained based on the vehicle information, wherein the energy-saving factor includes the vehicle speed factor, and the factor score includes the vehicle speed score. At this time, the recommended upper speed limit is determined based on the energy-saving speed information, and the recommended lower speed limit is determined based on the energy-saving speed information and the recommended upper speed limit. Finally, the speed score can be determined based on the recommended upper speed limit, the recommended lower speed limit and the current vehicle speed.

[0105] Specifically, the recommended upper speed limit is first determined based on the energy-saving speed information. This recommended upper speed limit is the speed that can best optimize fuel consumption and improve fuel efficiency. After the recommended upper speed limit is obtained, the recommended lower speed limit is determined based on the energy-saving speed information and the recommended upper speed limit. The recommended lower speed limit is a value slightly lower than the recommended upper speed limit, but still remains within the energy-saving range. The speed score is determined based on the recommended upper speed limit, the recommended lower speed limit and the current speed, helping users to understand the impact of their driving behavior on energy-saving effects in real time, optimize speed control, and thus make more energy-saving driving behavior.

[0106] In one embodiment, the energy-saving vehicle speed information includes the distance to the preceding vehicle, scene vehicle speed information, and adaptive energy recovery vehicle speed;

[0107] The determining of the recommended upper speed limit according to the energy-saving vehicle speed information specifically includes:

[0108] Determining a reference vehicle speed based on the vehicle speed information of the scenario;

[0109] determining whether to trigger a safety limit signal according to the distance to the preceding vehicle;

[0110] If not triggered, the reference speed is used as the recommended speed limit;

[0111] If triggered, the adaptive energy recovery speed is used as the recommended speed upper limit.

[0112] In this embodiment, the energy-saving speed information includes the distance to the vehicle in front, the scene speed information and the adaptive energy recovery speed. When determining the recommended speed limit based on the energy-saving speed information, the reference speed is first determined based on the scene speed information. The scene speed information can be determined based on the traffic environment, navigation, radar, etc., and the reference speed is subsequently determined based on the scene speed information. The reference speed is the most appropriate speed calculated based on the current traffic environment, road conditions and energy-saving targets.

[0113] The system then determines whether to trigger a safety limit signal based on the distance to the vehicle ahead. This distance refers to the distance between the current vehicle and the vehicle ahead. This information is typically monitored in real time by the vehicle's radar or visual sensors, allowing the driver to adjust speed based on road conditions. A short distance between the current vehicle and the vehicle ahead can increase the risk of a rear-end collision. Therefore, the system determines whether the current distance to the vehicle ahead is safe enough. If the distance to the vehicle ahead is less than the safe distance, the system triggers a safety limit signal, prompting the driver to reduce speed to ensure driving safety.

[0114] If the safety limit signal is not triggered, it means that the distance between the current vehicle and the vehicle in front is sufficient, and the reference speed can be used as the recommended speed limit. If the safety limit signal is triggered, the distance between the current vehicle and the vehicle in front is short, and the recommended speed limit is reduced to the adaptive energy recovery speed. In other words, the recommended speed limit is lowered while taking the safety distance into consideration.

[0115] Adaptive energy recovery speed refers to the optimal kinetic energy recovery speed of the vehicle when braking or decelerating. It is dynamically adjusted by factors such as vehicle speed, road slope and road traffic conditions, allowing the vehicle to achieve maximum kinetic energy recovery at the right time.

[0116] By combining the distance to the vehicle in front, the scene speed information and the adaptive energy recovery speed, the recommended speed limit is intelligently adjusted to achieve more efficient, safe and energy-saving driving. While ensuring safety, the energy recovery efficiency is improved by dynamically adjusting the speed, ultimately achieving energy-saving effects. This not only enhances vehicle driving safety, but also improves the overall driving experience and energy-saving performance.

[0117] In one embodiment, the scene speed information includes road speed limit, average speed and congestion speed;

[0118] The determining of the reference vehicle speed according to the scene vehicle speed information specifically includes:

[0119] The road speed limit, the average speed and the congested speed are compared, and the minimum value thereof is used as the reference speed.

[0120] In this embodiment, the scenario speed information includes the road speed limit, average speed, and congestion speed. The road speed limit refers to the maximum speed set according to road signs or traffic regulations. It is usually specified according to the road type, traffic conditions, and legal requirements. The average speed refers to the average speed under the current road section or traffic flow, and is usually calculated based on real-time traffic monitoring data. The congestion speed refers to the average speed of vehicles on the road section in the case of traffic congestion. When traffic is very congested, the vehicle's speed will be significantly lower than the normal or road speed limit. The congestion speed is usually low, possibly between 10-30 km / h.

[0121] The road speed limit, average speed and congestion speed are compared, and the minimum value is selected as the reference speed. The purpose of this is to ensure that the vehicle's speed does not exceed any limit condition, thereby maximizing driving safety and energy efficiency.

[0122] In another embodiment, the energy-saving vehicle speed information includes an adaptive energy recovery vehicle speed and an optimal energy consumption vehicle speed;

[0123] The determining of the recommended vehicle speed lower limit according to the energy-saving vehicle speed information and the recommended vehicle speed upper limit specifically includes:

[0124] Determining the magnitude of the adaptive energy recovery vehicle speed and the optimal energy consumption vehicle speed;

[0125] If the adaptive energy recovery vehicle speed is lower than the optimal energy consumption vehicle speed, subtracting a first preset value from the recommended vehicle speed upper limit as the recommended vehicle speed lower limit;

[0126] If the adaptive energy recovery vehicle speed is greater than or equal to the optimal energy consumption vehicle speed, the optimal energy consumption vehicle speed is used as the lower limit of the recommended vehicle speed.

[0127] In this embodiment, the energy-saving vehicle speed information includes the adaptive energy recovery vehicle speed and the optimal energy consumption vehicle speed. The recommended vehicle speed lower limit is determined based on the energy-saving vehicle speed information and the recommended vehicle speed upper limit. First, the size of the adaptive energy recovery vehicle speed and the optimal energy consumption vehicle speed is judged. If the adaptive energy recovery vehicle speed is less than the optimal energy consumption vehicle speed, the recommended vehicle speed upper limit minus the first preset value is used as the recommended vehicle speed lower limit. If the adaptive energy recovery vehicle speed is greater than or equal to the optimal energy consumption vehicle speed, the optimal energy consumption vehicle speed is used as the recommended vehicle speed lower limit.

[0128] Specifically, adaptive energy recovery speed refers to the optimal kinetic energy recovery speed of the vehicle when braking or decelerating. It is dynamically adjusted by factors such as vehicle speed, road slope and road traffic conditions, allowing the vehicle to achieve maximum kinetic energy recovery at the right time.

[0129] The optimal energy consumption speed refers to the ideal speed that can optimize the vehicle's energy efficiency. It is calculated based on the vehicle's engine performance, aerodynamic characteristics and various other factors, so that when the vehicle runs at this speed, it can minimize energy loss and achieve optimal energy efficiency.

[0130] If the adaptive energy recovery speed is lower than the optimal energy consumption speed, it means that the current deceleration strategy may affect the vehicle's energy recovery efficiency. In order to ensure energy saving, the recommended speed lower limit is adjusted by reducing the recommended speed upper limit. The first preset value can be 10km / h.

[0131] If the adaptive energy recovery speed is greater than or equal to the optimal energy consumption speed, it means that the vehicle's energy recovery system can still work effectively at higher speeds and can report better energy efficiency. At this time, in order to improve the vehicle's energy efficiency and achieve energy-saving effects, the optimal energy consumption speed is used as the recommended lower speed limit to ensure that the vehicle operates at the best energy efficiency state.

[0132] By comparing the adaptive regenerative speed with the optimal energy consumption speed, the vehicle intelligently adjusts the recommended lower speed limit to ensure safe and efficient driving. Whether reducing speed when regenerative braking is weak or maintaining a higher speed when regenerative braking is strong, the system helps the driver optimize energy-saving performance and improve overall vehicle efficiency.

[0133] In one embodiment, determining the vehicle speed score based on the recommended upper speed limit, the recommended lower speed limit, and the current vehicle speed specifically includes:

[0134] determining a recommended speed range according to the recommended upper speed limit and the recommended lower speed limit;

[0135] If the current vehicle speed is within the recommended speed range, the speed score is full marks;

[0136] If the current vehicle speed is not within the recommended speed range, the speed score is determined according to the following formula:

[0137] y 车速 =a-min(|V 当前 -V 上限 |,|V 当前 -V 下限 |) / K

[0138] Among them, y 车速 is the vehicle speed score, a is a second preset value, V 当前 is the current vehicle speed, V 上限 is the upper limit of the recommended speed, V 下限 is the recommended lower speed limit, and K is the speed scale coefficient.

[0139] In this embodiment, the recommended speed range is determined based on the recommended lower speed limit and the recommended upper speed limit. If the current speed is within the recommended speed range, the speed score is full marks, which can be 100 points. That is, the energy-saving factor is rated full marks for the speed factor.

[0140] If the current speed is outside the recommended speed range, the speed score is determined according to a formula: first, the difference between the current speed and the upper recommended speed limit, then the difference between the current speed and the lower recommended speed limit. The minimum of these values is divided by the speed coefficient as the penalty. This means that regardless of whether the current speed is too high or too low, the system will penalize the closest boundary, ensuring that the score reflects the vehicle's deviation from the ideal speed range. The second preset value is the maximum speed score, which can be 100 points. The speed coefficient controls the rate of score decline: a smaller K value will result in a faster decline in the speed score, while a larger K value will result in a slower decline. By adjusting K, it is possible to balance tolerance for speed deviations with energy conservation requirements.

[0141] The speed score calculation formula can dynamically reflect the degree of deviation between the current vehicle speed and the energy-saving recommended range. The higher the score, the better the vehicle performs in energy-saving mode. The lower the score, the more the vehicle's speed deviates from the ideal energy-saving range. This mechanism helps encourage drivers to maintain an ideal speed during energy-saving driving, thereby maximizing the vehicle's energy efficiency.

[0142] In another embodiment, the vehicle information includes vehicle acceleration change rate and energy recovery information, the energy-saving factor includes a braking factor, and the factor score includes a braking score;

[0143] The obtaining of factor scores of different energy-saving factors according to the vehicle information includes:

[0144] Determining the frequency of sudden deceleration within the sampling period according to the vehicle acceleration change rate;

[0145] Determining the energy recovery ratio within the sampling period according to the energy recovery information;

[0146] A braking score is determined according to the frequency of rapid deceleration and the energy recovery ratio.

[0147] In this embodiment, when the energy-saving factor includes a braking factor and the factor score includes a braking score, the vehicle information includes the vehicle acceleration change rate and energy recovery information. The frequency of sudden deceleration within the sampling period is determined based on the vehicle acceleration change rate, and the energy recovery ratio within the sampling period is determined based on the energy recovery information. Then, the braking score can be determined based on the sudden deceleration frequency and the energy recovery ratio.

[0148] Specifically, the vehicle acceleration change rate can be directly obtained from the vehicle controller local area network bus, which can effectively identify high-energy consumption behaviors such as sudden braking during driving, and the frequency of sudden deceleration of the vehicle can be determined based on it; and the energy recovery ratio can be determined based on the energy recovery information, which can reflect the utilization efficiency of the energy recovery system.

[0149] Combining the frequency of sudden deceleration and the proportion of energy recovery to calculate the braking score not only reflects the driver's energy-saving awareness and actual energy-saving effect during braking, but also improves the accuracy and multidimensionality of the vehicle's energy-saving assessment, thereby providing a more scientific and reliable evaluation basis for energy-saving competition rankings, driving behavior optimization and subsequent energy consumption management.

[0150] In one embodiment, determining the frequency of sudden deceleration within the sampling period based on the vehicle acceleration change rate includes:

[0151] During the sampling period, if the absolute value of the vehicle acceleration change rate continues to be greater than the vehicle acceleration change rate threshold within a first preset time after the brake pedal opening is greater than the preset brake pedal threshold, the rapid deceleration frequency is increased once.

[0152] In this embodiment, the vehicle acceleration change rate and the brake pedal opening are combined to identify whether the vehicle has sudden deceleration behavior within the sampling period. When the vehicle brake pedal opening exceeds the preset brake pedal threshold, it will enter the detection. When the absolute value of the vehicle acceleration change rate is continuously greater than the vehicle acceleration change rate threshold within the first preset time, the sudden deceleration frequency will be increased once. This embodiment performs continuous judgment within a certain time range, improves the stability and accuracy of sudden deceleration recognition, effectively avoids misjudgment caused by sensor fluctuations or road conditions, and can more comprehensively and accurately reflect the driver's energy-saving awareness during actual driving.

[0153] Specifically, when the user presses the pedal while driving, the brake pedal opening will be greater than the preset brake pedal threshold. At this time, the system enters the sudden deceleration detection state. If the absolute value of the vehicle acceleration change rate continues to be greater than the vehicle acceleration change rate threshold within the first preset time, the system determines that the vehicle has experienced a sudden deceleration behavior within the sampling period and increases the sudden deceleration frequency by one.

[0154] This embodiment introduces a linkage judgment between the braking trigger condition and the acceleration change rate, effectively eliminating instantaneous deceleration interference caused by coasting or non-braking factors, thereby more accurately identifying non-steady braking behavior during driving, and providing more detailed data support for driving behavior evaluation and energy-saving scoring.

[0155] In one embodiment, the energy recovery information includes a current deceleration and a current motor recovery coefficient;

[0156] The determining the energy recovery ratio within the sampling period according to the energy recovery information includes:

[0157] determining a theoretical recovered energy value according to the current deceleration;

[0158] Determining an actual recovered energy value according to the current motor recovery coefficient;

[0159] An energy recovery ratio is determined according to the theoretical recovery energy value and the actual recovery energy value.

[0160] In this embodiment, by obtaining the current deceleration and the current motor recovery coefficient, the theoretical recovery energy value and the actual recovery energy value are calculated respectively, and then the energy recovery ratio is obtained, thereby realizing a quantitative evaluation of the energy recovery efficiency. Compared with the traditional method of relying solely on motor output or braking status to judge the energy recovery effect, a more accurate and objective energy recovery ratio is achieved, which provides a reliable basis for energy-saving behavior evaluation, energy recovery system optimization and driving suggestions, and significantly improves the practicality and intelligence level of the energy-saving evaluation system.

[0161] Specifically, the current deceleration is the rate at which the vehicle's speed decreases at the current moment. It reflects the intensity and speed of the vehicle's deceleration and is one of the important parameters for evaluating energy recovery. The current deceleration can be used to determine the maximum energy that the motor braking system can recover under the current vehicle's theoretically optimal energy recovery state, which is the theoretical energy recovery value.

[0162] The current motor recovery coefficient refers to the current actual motor recovery force, which reflects the intensity of the motor's actual investment in the energy recovery process under the current deceleration state. The current motor recovery coefficient can be directly obtained from the vehicle controller LAN bus. The actual recovered energy value of the vehicle can be determined based on the current motor recovery coefficient.

[0163] The energy recovery ratio can be obtained by dividing the actual recovered energy value by the theoretical recovered energy value. The higher the ratio, the higher the energy conversion efficiency of the motor energy recovery system under the current deceleration condition, thus reflecting better energy-saving performance.

[0164] In one embodiment, determining a braking score based on the frequency of rapid deceleration and the energy recovery ratio includes:

[0165] The brake rating is determined according to the following formula:

[0166] y 制动 =d-(e·f+g·h)

[0167] Among them, y 制动is the braking score, d is the full score of the braking score, e is the frequency of sudden deceleration, f is the ratio of sudden deceleration frequency, g is the energy recovery ratio, and h is the energy recovery ratio.

[0168] In this embodiment, the frequency of sudden deceleration and the capacity recovery ratio each have a corresponding ratio. They are multiplied by their corresponding ratios and then added together. Finally, this value is subtracted from the full score of the braking score to obtain the braking score.

[0169] In one embodiment, the vehicle information includes a basic driving force coefficient, the energy-saving factor includes a throttle factor, and the factor score includes a throttle score;

[0170] The obtaining of factor scores of different energy-saving factors according to the vehicle information includes:

[0171] determining a rapid acceleration frequency within the sampling period according to the basic driving force coefficient;

[0172] determining an accelerator pedal score according to the basic driving force coefficient;

[0173] The throttle score is determined according to the rapid acceleration frequency and the accelerator pedal score.

[0174] In this embodiment, when the energy-saving factor includes a throttle factor and the factor score includes a throttle score, the vehicle information includes a basic driving force coefficient. The frequency of sudden acceleration within the sampling period is determined based on the basic driving force coefficient, and the throttle pedal score is determined based on the basic driving force coefficient. Then, the braking score can be determined based on the sudden acceleration frequency and the throttle pedal score.

[0175] The throttle opening is the extent to which the accelerator pedal is depressed, which is collectively referred to as the throttle opening in gasoline vehicles and new energy vehicles.

[0176] Specifically, the basic driving force coefficient represents the vehicle's throttle opening and can be directly obtained from the vehicle controller local area network bus. It reflects the driver's acceleration force or the degree to which the accelerator pedal is depressed. A larger basic driving force coefficient indicates that the driver has stepped on the throttle, which may lead to energy waste; a smaller basic driving force coefficient indicates that the driver's acceleration operation is relatively smooth, which is beneficial to energy saving.

[0177] Combining the frequency of sudden acceleration and the accelerator pedal score to calculate the throttle score reflects the vehicle's current acceleration energy-saving performance, helping to more accurately measure the energy-saving effects of driving behavior. This method provides an accurate and objective basis for throttle factor scoring in energy-saving competition systems, further enhancing the intelligence and practicality of vehicle energy-saving assessment systems.

[0178] In one embodiment, determining the rapid acceleration frequency within the sampling period according to the basic driving force coefficient includes:

[0179] In the sampling period, if the basic driving force coefficient is continuously greater than the driving force coefficient threshold within a second preset time after the accelerator pedal opening is greater than the preset accelerator pedal threshold, the rapid acceleration frequency is increased once.

[0180] In this embodiment, the basic driving force coefficient and the accelerator pedal opening are combined to identify whether the vehicle has sudden acceleration behavior within the sampling period. When the vehicle accelerator pedal opening is greater than the preset accelerator pedal threshold, it will enter the detection. If the basic driving force coefficient continues to be greater than the driving force coefficient threshold within the second preset time, the sudden acceleration frequency will be increased by one.

[0181] This embodiment not only avoids the misjudgment problem of traditional methods that rely solely on throttle opening to determine sudden acceleration, but also effectively enhances the ability to detect sudden increases in energy consumption. The resulting sudden acceleration frequency can be used to optimize driving behavior evaluation algorithms, providing more targeted reference for energy-saving scores and driving recommendations, further enhancing the intelligence and practical value of the vehicle energy-saving competition system.

[0182] In one embodiment, determining the accelerator pedal score according to the basic driving force coefficient includes:

[0183] The accelerator pedal score is determined according to the following formula:

[0184] y 油门踏板 =b-(c·x 油门 )

[0185] Among them, y 油门踏板 is the accelerator pedal score, b is the third preset value, c is the accelerator calibration coefficient, x 油门 is the basic driving force coefficient.

[0186] In this embodiment, the accelerator pedal score is determined by the basic driving force coefficient. The accelerator pedal score is obtained by subtracting the accelerator calibration coefficient multiplied by the basic driving force coefficient from the third preset value.

[0187] Specifically, the third preset value is the full score of the accelerator pedal, which represents the maximum value of the accelerator pedal score, that is, under ideal energy-saving driving conditions, the accelerator pedal score should be full marks; the throttle calibration coefficient is used to adjust the sensitivity of the accelerator pedal score to the basic driving force coefficient; the basic driving force coefficient represents the input intensity of the vehicle's gas pedal.

[0188] The actual Accelerator Pedal Score is calculated by combining the maximum Accelerator Pedal Score with the Base Driving Force Factor. The Accelerator Pedal Score reflects the vehicle's accelerator usage. A lower score indicates more frequent accelerator use and a tendency toward aggressive acceleration. Conversely, a higher score indicates a more moderate driving style, which is more energy-efficient.

[0189] In one embodiment, determining the throttle score according to the rapid acceleration frequency and the throttle pedal score includes:

[0190] The throttle score is determined according to the following formula:

[0191] y 油门 =i-(j·k+y 油门踏板 l)

[0192] Among them, y 油门 is the throttle score, i is the full score of the throttle score, j is the frequency of sudden acceleration, k is the ratio of the frequency of sudden acceleration, y 油门踏板 is the accelerator pedal score and l is the accelerator pedal ratio.

[0193] In this embodiment, the frequency of rapid acceleration and the accelerator pedal score each have a corresponding ratio, which is multiplied by the corresponding ratio and then added together. Finally, the throttle score is obtained by subtracting the value from the full score of the throttle score.

[0194] In one embodiment, the vehicle information includes real-time power of air conditioning, the energy-saving factor includes an air conditioning factor, and the factor score includes an air conditioning score;

[0195] The step of obtaining the factor scores of different energy-saving factors according to the vehicle information and obtaining the air conditioning score specifically includes:

[0196] Determining the air conditioning power ratio according to the real-time air conditioning power and the total system power;

[0197] An air conditioning score is determined according to the air conditioning power ratio.

[0198] In this embodiment, when the energy-saving factor includes the air conditioning factor and the factor score includes the air conditioning score, and the vehicle information includes the real-time air conditioning power, when obtaining the air conditioning score based on the vehicle information, the air conditioning power percentage is first determined based on the real-time air conditioning power and the total system power. The air conditioning score is then determined based on the air conditioning power percentage. Specifically, the total system power is the total vehicle power, which can be calculated by multiplying the battery pack current by the voltage. The air conditioning power percentage is calculated by dividing the real-time air conditioning power by the total system power. This percentage represents the proportion of energy consumed by the air conditioning in the system and is an important indicator of air conditioning energy efficiency. A high air conditioning power percentage may indicate poor energy conservation performance or excessive energy consumption by the air conditioning system.

[0199] In one embodiment, determining an air conditioning score according to the air conditioning power ratio includes:

[0200] Get the air conditioning rating scale;

[0201] The air conditioner score is determined based on the air conditioner power ratio and the air conditioner score scale table.

[0202] In this embodiment, an air-conditioning score ratio table is obtained, which includes the air-conditioning scores corresponding to the air-conditioning power ratios in different intervals. Different vehicle types can have different air-conditioning score ratio tables, which can realize nonlinear mapping from the air-conditioning power ratio to the air-conditioning score, thereby more accurately reflecting the impact of air-conditioning use on the energy efficiency of the entire vehicle.

[0203] In one embodiment, the vehicle information includes the total power of non-air-conditioning appliances and the total system power, the non-air-conditioning appliances are appliances other than air conditioners, the energy-saving factors include appliance factors, and the factor scores include appliance scores;

[0204] The obtaining of factor scores of different energy-saving factors according to the vehicle information includes:

[0205] Determining the proportion of electrical appliance power according to the total electrical appliance power of the non-air-conditioning electrical appliances and the total power of the system;

[0206] An appliance score is determined based on the appliance power ratio.

[0207] In this embodiment, when the energy-saving factor includes the electrical factor and the partition score includes the electrical score, the vehicle information includes the total electrical power of non-air-conditioning electrical appliances and the total system power. Non-air-conditioning electrical appliances refer to other electrical appliances other than air conditioners. This is because air conditioning is an important part of vehicle energy consumption and will significantly affect the vehicle's energy consumption. The energy efficiency management of air conditioning is quite different from the energy consumption of other on-board electrical equipment. Evaluating it separately from other electrical equipment can more accurately reflect the impact of other electrical appliances on energy saving.

[0208] The total system power is the total vehicle power, which can be calculated by multiplying the battery pack current by the voltage. The total power of non-air-conditioning appliances can be divided by the total system power to determine the appliance power ratio. The appliance score can be determined based on the appliance power ratio.

[0209] In one embodiment, determining an appliance score based on the appliance power ratio includes:

[0210] Get the appliance rating scale;

[0211] The appliance score is determined based on the appliance power ratio and the appliance score scale table.

[0212] In this embodiment, an electrical appliance score ratio table is obtained, which includes the electrical appliance scores corresponding to the electrical appliance power ratios in different intervals. Different vehicle types can have different electrical appliance score ratio tables, which can achieve nonlinear mapping from electrical appliance power ratios to electrical appliance scores, thereby more accurately reflecting the impact of the use of non-air-conditioning appliances on the energy efficiency of the entire vehicle, enhancing the real-time and stability of the score calculation, and also improving the system's ability to adapt to different vehicle models and different electrical appliance configurations, making the electrical appliance score more universal and practical.

[0213] In one embodiment, the total score of the energy-saving competition is determined based on the factor scores, specifically including:

[0214] Obtain the energy saving ratio of different energy saving factors respectively;

[0215] The energy-saving ratio of each energy-saving factor is multiplied by the corresponding factor score to obtain the sub-item score of each energy-saving factor, and all the sub-item scores are added together to obtain the total score of the energy-saving competition.

[0216] In this embodiment, each energy-saving factor is associated with a corresponding energy-saving ratio. The energy-saving ratio refers to the contribution of a particular energy-saving factor to the vehicle's overall energy savings. This ratio is typically determined by evaluating the factor's impact on vehicle energy consumption. For example, the energy-saving ratio for vehicle speed might be 20%, meaning that vehicle speed contributes 20% to the energy savings.

[0217] For each energy-saving factor, the sub-score is obtained by multiplying the energy-saving ratio of the factor by its corresponding factor score. For example, if the vehicle speed score is 80 and the energy-saving ratio of the vehicle speed is 20%, then the sub-score of the vehicle speed is 80×0.2=16. Adding it to the sub-scores of other energy-saving factors can obtain the total score of the energy-saving competition.

[0218] The total score of the energy-saving competition is calculated through a weighted calculation that combines the importance of each energy-saving factor and the actual performance of each factor. This way, users can intuitively understand which factors contribute most to energy saving results and can rank, analyze, and improve them based on the total score.

[0219] like Figure 2 As shown in the flowchart of a vehicle energy-saving evaluation method in one embodiment of the present application, when obtaining a vehicle speed score, the method includes:

[0220] S201: In response to the energy-saving signal, obtaining vehicle information at each sampling period;

[0221] S202: The vehicle information includes current speed and energy-saving speed information, the energy-saving factor includes a speed factor, the factor score includes a speed score, the energy-saving speed information includes the distance to the preceding vehicle, scenario speed information, and adaptive energy recovery speed, and the road speed limit, the average speed, and the congested speed are compared, and the minimum value is used as the reference speed;

[0222] S203: Determining whether a safety limit signal is triggered based on the distance to the preceding vehicle;

[0223] S204A: If not triggered, use the reference speed as the recommended upper speed limit;

[0224] S204B: If triggered, use the adaptive energy recovery vehicle speed as the recommended vehicle speed upper limit;

[0225] S205: Determine the difference between the adaptive energy recovery vehicle speed and the optimal energy consumption vehicle speed;

[0226] S206A: If the adaptive energy recovery speed is lower than the optimal energy consumption speed, subtract a first preset value from the recommended speed upper limit as the recommended speed lower limit;

[0227] S206B: If the adaptive energy recovery speed is greater than or equal to the optimal energy consumption speed, use the optimal energy consumption speed as the recommended speed lower limit;

[0228] S207: Determine a recommended speed range based on the recommended upper speed limit and the recommended lower speed limit;

[0229] S208A: If the current vehicle speed is within the recommended speed range, the vehicle speed score is full marks;

[0230] S208B: If the current vehicle speed is not within the recommended speed range, a speed score is determined according to the following formula:

[0231] y 车速 =a-min(|V 当前 -V 上限 |,|V 当前 -V 下限 |) / K

[0232] Among them, y 车速 is the vehicle speed score, a is a second preset value, V 当前 is the current vehicle speed, V 上限 is the upper limit of the recommended speed, V 下限 is the recommended lower speed limit, and K is the speed scale coefficient.

[0233] like Figure 3As shown in the flowchart of a vehicle energy-saving evaluation method in one embodiment of the present application, obtaining a braking score includes:

[0234] S301: In response to the energy-saving signal, obtaining vehicle information at each sampling period;

[0235] S302: The vehicle information includes vehicle acceleration change rate and energy recovery information, the energy-saving factor includes a braking factor, and the factor score includes a braking score. Within the sampling period, if, within a first preset time after the brake pedal opening exceeds a preset brake pedal threshold, the absolute value of the vehicle acceleration change rate continues to be greater than the vehicle acceleration change rate threshold, then the rapid deceleration frequency is increased by one;

[0236] S303: The energy recovery information includes a current deceleration and a current motor recovery coefficient, and a theoretical recovery energy value is determined according to the current deceleration;

[0237] S304: Determine an actual recovered energy value according to the current motor recovery coefficient;

[0238] S305: Determine an energy recovery ratio according to the theoretical recovery energy value and the actual recovery energy value;

[0239] S306: Determine a braking score according to the frequency of rapid deceleration and the energy recovery ratio.

[0240] like Figure 4 As shown in the flowchart of a vehicle energy-saving evaluation method in one embodiment of the present application, obtaining a throttle score includes:

[0241] S401: In response to the energy-saving signal, obtaining vehicle information at each sampling period;

[0242] S402: The vehicle information includes a basic driving force coefficient, the energy-saving factor includes a throttle factor, and the factor score includes a throttle score. During the sampling period, if the basic driving force coefficient continues to be greater than the driving force coefficient threshold within a first preset time after the accelerator pedal opening exceeds the preset accelerator pedal threshold, then the rapid acceleration frequency is increased by one.

[0243] S403: Determine the accelerator pedal score according to the following formula:

[0244] y 油门踏板 =b-(c·x 油门 )

[0245] Among them, y 油门踏板 is the accelerator pedal score, b is the third preset value, c is the accelerator calibration coefficient, x 油门 is the basic driving force coefficient;

[0246] S404: Determine the throttle score according to the rapid acceleration frequency and the throttle pedal score.

[0247] like Figure 5 As shown in the flowchart of a vehicle energy-saving evaluation method in one embodiment of the present application, obtaining an air conditioning score includes:

[0248] S501: In response to the energy-saving signal, obtaining vehicle information at each sampling period;

[0249] S502: The vehicle information includes real-time air conditioning power and total system power, the energy-saving factor includes an air conditioning factor, and the factor score includes an air conditioning score. An air conditioning power ratio is determined based on the real-time air conditioning power and the total system power.

[0250] S503: Determine an air conditioning score according to the air conditioning power ratio.

[0251] like Figure 6 As shown in the flowchart of a vehicle energy-saving evaluation method in one embodiment of the present application, obtaining an electrical appliance score includes:

[0252] S601: In response to the energy-saving signal, obtaining vehicle information at each sampling period;

[0253] S602: The vehicle information includes the total power of non-air-conditioning appliances and the total system power, wherein the non-air-conditioning appliances are appliances other than air conditioners, the energy-saving factors include appliance factors, and the factor scores include appliance scores. The appliance power ratio is determined based on the total power of the non-air-conditioning appliances and the total system power.

[0254] S603: Determine an appliance score according to the appliance power ratio.

[0255] like Figure 7 As shown, a flow chart of a vehicle energy-saving evaluation method in one of the preferred embodiments of the present application includes:

[0256] S701: In response to the energy-saving signal, obtaining vehicle information at each sampling period;

[0257] S702A: Obtaining a speed score of the speed factor based on the vehicle information;

[0258] S702B: Obtaining a braking score of a braking factor according to the vehicle information;

[0259] S702C: Obtaining a throttle score of the throttle factor according to the vehicle information;

[0260] S702D: Obtaining an air conditioning score for the air conditioning factor based on the vehicle information;

[0261] S702E: Obtaining an electrical appliance score of an electrical appliance element based on the vehicle information;

[0262] S703: Obtaining energy saving ratios of different energy saving elements respectively;

[0263] S704: Multiply the energy-saving ratio of each energy-saving factor by the corresponding factor score to obtain a sub-item score for each energy-saving factor, and add up all the sub-item scores to obtain a total score for the energy-saving competition.

[0264] S705: Evaluate the energy-saving effect of the vehicle based on the total score of the energy-saving competition.

[0265] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0266] The technical solution of the present application also provides a storage medium, which stores computer instructions. When a computer executes the computer instructions, it is used to execute a vehicle energy-saving evaluation method in any of the aforementioned embodiments.

[0267] Figure 8 An electronic device of the present application is shown, comprising:

[0268] at least one processor 801; and,

[0269] A memory 802 in communication with the at least one processor 801; wherein,

[0270] The memory 802 stores instructions that can be executed by the at least one processor 801. The instructions are executed by the at least one processor 801 so that the at least one processor 801 can execute all steps of a vehicle energy saving evaluation method in any of the aforementioned method embodiments.

[0271] Figure 8 Take a processor 801 as an example:

[0272] The electronic device may further include: an input device 803 and an output device 804 .

[0273] The processor 801, the memory 802, the input device 803 and the output device 804 may be connected via a bus or other means, with the figure taking the bus connection as an example.

[0274] The memory 802 is a non-volatile computer-readable storage medium that can be used to store non-volatile software programs, non-volatile computer executable programs, and modules, such as program instructions / modules corresponding to a vehicle energy-saving evaluation method in an embodiment of the present application, for example, Figure 1-7The processor 801 executes various functional applications and data processing by running the non-volatile software programs, instructions and modules stored in the memory 802, thereby implementing a vehicle energy saving evaluation method in the above embodiment.

[0275] The memory 802 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created based on the use of a vehicle energy-saving assessment method, etc. In addition, the memory 802 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 non-volatile solid-state storage device. In some embodiments, the memory 802 may optionally include a memory remotely located relative to the processor 801, and these remote memories may be connected to a device executing a vehicle energy-saving assessment method via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0276] The input device 803 can receive user clicks and generate signal inputs related to user settings and function control of the vehicle energy-saving evaluation method. The output device 804 can include a display device such as a display screen.

[0277] The one or more modules are stored in the memory 802 and, when executed by the one or more processors 801 , execute a vehicle energy-saving evaluation method in any of the above method embodiments.

[0278] The technical solution of the present application further provides a vehicle, which includes a vehicle body and the aforementioned electronic device installed on the vehicle body.

[0279] The above description is merely the principle and preferred embodiments of the present application. It should be noted that, for those skilled in the art, implementation methods obtained by appropriately combining the technical solutions disclosed in different embodiments are also included in the technical scope of the present invention. Based on the principles of the present application, several other variations can be made and should also be considered as the scope of protection of the present application.

Claims

1. A vehicle energy-saving evaluation method, characterized in that: include: In response to the energy-saving signal, obtaining vehicle information at each sampling period; In each of the sampling periods, obtaining factor scores of different energy-saving factors according to the vehicle information; Determine the total score of the energy conservation competition based on the scores of the above factors; The energy-saving effect of the vehicle is evaluated based on the total score of the energy-saving competition.

2. A vehicle energy-saving evaluation method according to claim 1, characterized in that: The vehicle information includes current vehicle speed and energy-saving vehicle speed information, the energy-saving factor includes a vehicle speed factor, and the factor score includes a vehicle speed score; The obtaining of factor scores of different energy-saving factors according to the vehicle information includes: determining a recommended upper speed limit based on the energy-saving vehicle speed information; determining a recommended vehicle speed lower limit based on the energy-saving vehicle speed information and the recommended vehicle speed upper limit; A vehicle speed score is determined based on the recommended upper speed limit, the recommended lower speed limit, and the current vehicle speed.

3. A vehicle energy-saving evaluation method according to claim 2, characterized in that: The energy-saving vehicle speed information includes the distance to the preceding vehicle, scene vehicle speed information and adaptive energy recovery vehicle speed; The determining of the recommended upper speed limit according to the energy-saving vehicle speed information specifically includes: Determining a reference vehicle speed based on the vehicle speed information of the scenario; determining whether to trigger a safety limit signal according to the distance to the preceding vehicle; If not triggered, the reference speed is used as the recommended speed limit; If triggered, the adaptive energy recovery speed is used as the recommended speed upper limit.

4. A vehicle energy-saving evaluation method according to claim 3, characterized in that: The scene speed information includes road speed limit, average speed and congestion speed; The determining of the reference vehicle speed according to the scene vehicle speed information specifically includes: The road speed limit, the average speed and the congested speed are compared, and the minimum value thereof is used as the reference speed.

5. A vehicle energy-saving evaluation method according to claim 2, characterized in that: The energy-saving vehicle speed information includes an adaptive energy recovery vehicle speed and an optimal energy consumption vehicle speed; The determining of the recommended vehicle speed lower limit according to the energy-saving vehicle speed information and the recommended vehicle speed upper limit specifically includes: Determining the magnitude of the adaptive energy recovery vehicle speed and the optimal energy consumption vehicle speed; If the adaptive energy recovery vehicle speed is lower than the optimal energy consumption vehicle speed, subtracting a first preset value from the recommended vehicle speed upper limit as the recommended vehicle speed lower limit; If the adaptive energy recovery vehicle speed is greater than or equal to the optimal energy consumption vehicle speed, the optimal energy consumption vehicle speed is used as the lower limit of the recommended vehicle speed.

6. A vehicle energy-saving evaluation method according to claim 2, characterized in that: The determining of the vehicle speed score according to the recommended upper speed limit, the recommended lower speed limit, and the current vehicle speed specifically includes: determining a recommended speed range according to the recommended upper speed limit and the recommended lower speed limit; If the current vehicle speed is within the recommended speed range, the speed score is full marks; If the current vehicle speed is not within the recommended speed range, the speed score is determined according to the following formula: y 车速 =a-min(|V 当前 -V 上限 |,|V 当前 -V 下限 |) / K Among them, y 车速 is the vehicle speed score, a is a second preset value, V 当前 is the current vehicle speed, V 上限 is the upper limit of the recommended speed, V 下限 is the recommended lower speed limit, and K is the speed scale coefficient.

7. A vehicle energy-saving evaluation method according to claim 1, characterized in that: The vehicle information includes vehicle acceleration change rate and energy recovery information, the energy-saving factor includes a braking factor, and the factor score includes a braking score; The obtaining of factor scores of different energy-saving factors according to the vehicle information includes: Determining the frequency of sudden deceleration within the sampling period according to the vehicle acceleration change rate; Determining the energy recovery ratio within the sampling period according to the energy recovery information; A braking score is determined according to the frequency of rapid deceleration and the energy recovery ratio.

8. A vehicle energy-saving evaluation method according to claim 7, characterized in that: Determining the frequency of rapid deceleration within the sampling period according to the vehicle acceleration change rate includes: During the sampling period, if the absolute value of the vehicle acceleration change rate continues to be greater than the vehicle acceleration change rate threshold within a first preset time after the brake pedal opening is greater than the preset brake pedal threshold, the rapid deceleration frequency is increased once.

9. A vehicle energy-saving evaluation method according to claim 7, characterized in that: The energy recovery information includes the current deceleration and the current motor recovery coefficient; The determining of the energy recovery ratio according to the energy recovery information includes: determining a theoretical recovered energy value according to the current deceleration; Determining an actual recovered energy value according to the current motor recovery coefficient; An energy recovery ratio is determined according to the theoretical recovery energy value and the actual recovery energy value.

10. A vehicle energy-saving evaluation method according to claim 1, characterized in that: The vehicle information includes a basic driving force coefficient, the energy-saving factor includes a throttle factor, and the factor score includes a throttle score; The obtaining of factor scores of different energy-saving factors according to the vehicle information includes: determining a rapid acceleration frequency within the sampling period according to the basic driving force coefficient; determining an accelerator pedal score according to the basic driving force coefficient; The throttle score is determined according to the rapid acceleration frequency and the accelerator pedal score.

11. A vehicle energy-saving evaluation method according to claim 10, characterized in that: The determining the rapid acceleration frequency within the sampling period according to the basic driving force coefficient includes: In the sampling period, if the basic driving force coefficient is continuously greater than the driving force coefficient threshold within a first preset time after the accelerator pedal opening is greater than the preset accelerator pedal threshold, the rapid acceleration frequency is increased once.

12. A vehicle energy-saving evaluation method according to claim 10, characterized in that: Determining the accelerator pedal score according to the basic driving force coefficient includes: The accelerator pedal score is determined according to the following formula: y 油门踏板 =b-(c·x 油门 ) Among them, y 油门踏板 is the accelerator pedal score, b is the third preset value, c is the accelerator calibration coefficient, x 油门 is the basic driving force coefficient.

13. A vehicle energy-saving evaluation method according to claim 1, characterized in that: The vehicle information includes the real-time power of the air conditioner and the total power of the system, the energy-saving factor includes the air conditioner factor, and the factor score includes the air conditioner score; The step of obtaining the factor scores of different energy-saving factors according to the vehicle information and obtaining the air conditioning score specifically includes: Determining the air conditioning power ratio according to the real-time air conditioning power and the total system power; An air conditioning score is determined according to the air conditioning power ratio.

14. A vehicle energy-saving evaluation method according to claim 1, characterized in that: The vehicle information includes the total power of non-air-conditioning electrical appliances and the total system power, the non-air-conditioning electrical appliances are electrical appliances other than air conditioners, the energy-saving factors include electrical appliance factors, and the factor scores include electrical appliance scores; The obtaining of factor scores of different energy-saving factors according to the vehicle information includes: Determining the proportion of electrical appliance power according to the total electrical appliance power of the non-air-conditioning electrical appliances and the total power of the system; An appliance score is determined based on the appliance power ratio.

15. A vehicle energy-saving evaluation method according to any one of claims 1 to 14, characterized in that: The total score of the energy conservation competition is determined based on the scores of the above factors, including: Obtain the energy saving ratio of different energy saving factors respectively; The energy-saving ratio of each energy-saving factor is multiplied by the corresponding factor score to obtain the sub-item score of each energy-saving factor, and all the sub-item scores are added together to obtain the total score of the energy-saving competition.

16. A storage medium, characterized in that The storage medium stores computer instructions, and when a computer executes the computer instructions, it is used to execute a vehicle energy-saving evaluation method according to any one of claims 1 to 15.

17. An electronic device, characterized in that: comprising at least one processor; and, a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the vehicle energy saving assessment method according to any one of claims 1 to 15.

18. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instruction is executed by a processor, a vehicle energy-saving evaluation method according to any one of claims 1 to 15 is implemented.

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