Vehicle fuel-saving control method and apparatus in curve scenario

Abstract

The present invention relates to the technical field of autonomous driving of vehicles, and relates to a vehicle fuel-saving control method and apparatus in a curve scenario. The method comprises: acquiring historical curve travelling data and current curve data of a vehicle; constructing a curve speed model on the basis of the historical curve travelling data, and predicting the current curve data on the basis of the curve speed model to obtain a curve speed; performing energy conversion analysis on the basis of the curve speed to obtain an energy change result; and controlling the vehicle on the basis of the energy change result and the curve speed. In the present invention, the speed of a vehicle can be predicted by combining historical curve travelling data of a driver and current curve data of a curve that the vehicle needs to pass through, reducing speed errors; and energy conversion analysis can be performed on a curve speed, so that the speed of the vehicle can be controlled on the basis of an energy change result, thereby reducing the fuel consumption of the vehicle while travelling through a curve.

Description

A method and device for fuel-saving vehicle control in curve scenarios Technical Field

[0001] This invention relates to the field of autonomous driving technology, and in particular to a method and device for fuel-saving control of vehicles in curve scenarios. Background Technology

[0002] With the increasing prevalence of automobiles, their environmental impact and energy consumption are becoming more and more apparent. Therefore, reducing vehicle fuel consumption has always been a crucial goal for major automakers. Currently, the industry has done a great deal of work on fuel efficiency, but most of this focuses on optimizing vehicle structure (aerodynamic drag, rolling resistance, etc.) and engine technology. Consideration of driving scenarios and driver needs is relatively weak. When driving on curves, the safe speed for a vehicle in a curve is limited by the geometric characteristics of the turning radius. Furthermore, extensive data analysis shows that the speed when cornering is generally lower than the safe speed for cornering. When navigating a safe and unobstructed curve, drivers typically decelerate before entering the curve and then accelerate out of it; the degree of acceleration and deceleration is related to the geometry of the turning radius.

[0003] In existing technologies, the fuel economy of current vehicles mainly considers the slope factor, that is, the anticipatory slope, that is, to accelerate uphill in advance and roll downhill in advance, without considering the influence of curves and drivers, which leads to large speed errors and high fuel consumption.

[0004] Therefore, there is an urgent need to propose a vehicle fuel-saving control method and device for curve scenarios, in order to solve the technical problem that existing autonomous vehicles do not consider the influence of curves and drivers in curve scenarios, resulting in large speed errors and high fuel consumption when the vehicle is turning. Summary of the Invention

[0005] In view of this, it is necessary to provide a vehicle fuel-saving control method and device in a curve scenario to solve the technical problem in the existing technology that autonomous vehicles do not consider the influence of curves and drivers in curve scenarios, resulting in large speed errors and high fuel consumption when the vehicle is turning.

[0006] To address the above problems, this invention provides a vehicle fuel-saving control method for curve scenarios, comprising:

[0007] Obtain the vehicle's historical cornering data and current cornering data;

[0008] Based on the historical cornering driving data, a cornering speed model is constructed, and the current cornering data is predicted based on the cornering speed model to obtain the cornering speed;

[0009] Energy conversion analysis was performed based on the curve speed to obtain the energy change results;

[0010] The vehicle is controlled based on the energy change results and the cornering speed.

[0011] In one possible implementation, the historical cornering driving data includes cornering data for each time the vehicle passes a corner, and the step of constructing a cornering speed model based on the historical cornering driving data includes:

[0012] Based on the curve data, the curve curvature of the corresponding curve is obtained;

[0013] The historical cornering driving data is filtered based on all corner curvatures to obtain the target historical cornering driving data;

[0014] Based on the target's historical cornering driving data, a cornering speed model is constructed.

[0015] In one possible implementation, the target historical cornering driving data includes the cornering speed corresponding to the curvature of each target corner, and the step of constructing a cornering speed model based on the target historical cornering driving data includes:

[0016] The target curve curvature and the corresponding curve speed are fitted to obtain the fitting result;

[0017] Based on the fitting results, a cornering speed model is constructed.

[0018] In one possible implementation, the cornering speed includes the entry speed and the exit speed, the current cornering data includes the current speed, and the energy conversion analysis based on the cornering speed to obtain the energy change result includes:

[0019] The change in kinetic energy is obtained based on the entry speed and the exit speed.

[0020] Based on the current speed and the change in kinetic energy, the energy change results for the entire curve are obtained.

[0021] In one possible implementation, controlling the vehicle based on the energy change result and the cornering speed includes:

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

[0023] The vehicle is controlled according to the target curve speed.

[0024] In one possible implementation, controlling the vehicle based on the target curve speed includes:

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

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

[0027] In one possible implementation, controlling the vehicle based on the target curve speed includes:

[0028] If the first vehicle is not within the first preset distance of the vehicle, determine whether there is a second vehicle at a second preset distance in front of the vehicle; the second preset distance is greater than the first preset distance.

[0029] If so, the deceleration is determined based on the speed of the second vehicle and the target curve speed, and the vehicle is controlled based on the deceleration and the target curve speed.

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

[0031] In one possible implementation, the formula for the cornering speed model is as follows:

[0032] In the formula, α1, b1, and c1 represent the speed coefficients for entering the curve; α2, b2, and c2 represent the speed coefficients for exiting the curve; e represents the exponent, which is generally 2.7; ρ represents the curvature of the curve; the speed of the curve section is quadratic, and when the vehicle travels to the transition straight section, it is determined by the end speed of the curve section connected to it, and maintains a constant speed v0 within the transition straight section.

[0033] In one possible implementation, the change in kinetic energy is calculated using the following formula:

[0034] In the formula, v(ρ) 出弯 ) and v(ρ 入弯 ) represent the exit velocity and entry velocity of the curve, respectively; m represents the mass; ΔE represents the change in kinetic energy.

[0035] On the other hand, the present invention also provides a vehicle fuel-saving control device for use in curve scenarios, comprising:

[0036] The data acquisition module is used to acquire the vehicle's historical curve driving data and current curve data;

[0037] The speed prediction module is used to construct a curve speed model based on the historical curve driving data, and to predict the current curve data based on the curve speed model to obtain the curve speed.

[0038] The results analysis module is used to perform energy conversion analysis based on the curve speed to obtain energy change results.

[0039] The vehicle control module is used to control the vehicle based on the energy change results and the cornering speed.

[0040] The beneficial effects of this invention are: this invention can predict the vehicle speed by combining the driver's historical curve driving data and the current curve data that the vehicle needs to pass, thereby reducing speed errors. It can also perform energy conversion analysis on curve speed, thereby controlling the vehicle speed based on the energy change results and reducing fuel consumption when the vehicle is driving on curves. Attached Figure Description

[0041] Figure 1 is a schematic flowchart of an embodiment of the vehicle fuel-saving control method in a curve scenario provided by the present invention.

[0042] Figure 2 is a schematic flowchart of an embodiment of step S102 in Figure 1 of the present invention;

[0043] Figure 3 is a schematic diagram of an embodiment of the curve curvature calculation provided by the present invention;

[0044] Figure 4 is a schematic diagram of an embodiment of the curve curvature and speed provided by the present invention;

[0045] Figure 5 is a schematic diagram of an embodiment of the curve of curvature and speed variation provided by the present invention;

[0046] Figure 6 is a schematic diagram of an embodiment of the vehicle fuel-saving control device in a curve scenario provided by the present invention.

[0047] Figure 7 is a schematic diagram of an embodiment of the electronic device provided by the present invention. Detailed Implementation

[0048] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0049] As shown in Figure 1, a specific embodiment of the present invention discloses a vehicle fuel-saving control method in a curve scenario, including:

[0050] S101. Obtain the vehicle's historical curve driving data and current curve data;

[0051] S102. Based on historical curve driving data, construct a curve speed model, and predict the current curve data based on the curve speed model to obtain the curve speed.

[0052] S103. Perform energy conversion analysis based on the curve speed to obtain the energy change results;

[0053] S104. Control the vehicle based on the energy change results and the cornering speed.

[0054] In specific embodiments, there are 6 driving methods for curves: when passing through a regular curve, choose the turning route of first the outside, then the inside, and then the outside again; the principle of slow entry, medium acceleration, and fast exit when turning; the method for curves in blind spots; the method for curves with multiple curves; the method for curves on uphill slopes; and the method for curves on downhill slopes.

[0055] When navigating a regular curve, choose a turning route that starts on the outside, then the inside, and then back to the outside. If you want to navigate a curve quickly without generating too much centrifugal force, you must make full use of the road width and turn with a large arc that is as straight as possible.

[0056] Master the "slow in, medium throttle, fast out" cornering principle: Before entering the curve, while still driving straight, first apply the brakes to slow the car down. If the curve is sharp, further reduce speed and downshift. After entering the curve at low speed, choose a turning line and correct the direction, then accelerate. The acceleration will shift the center of gravity backward, causing the front of the car to lift slightly, making the steering wheel lighter and the rear wheels to skid slightly, allowing for easy turning. When you see the end of the curve, straighten the steering wheel, and after confirming it's safe to proceed, accelerate quickly out of the curve.

[0057] How to navigate blind spot curves: Blind spot curves are curves where the exit is not visible. When driving on a blind spot curve, because you cannot see the traffic situation at the end of the curve, you must first reduce your speed and not drive as you would on a normal curve. To avoid accidents with oncoming vehicles, you must drive close to the side of the road. When approaching a left curve, the car should travel along the outside of the curve; when approaching a right curve, the car should travel along the inside of the curve. Once you see the exit of the curve, you can change lanes, correct your direction, and accelerate out of the curve using the method of first the outside, then the inside, and then the outside again.

[0058] Methods for navigating compound curves: Compound curves consist of two or more curves. When navigating compound curves, the key is to secure the last curve so that you can quickly exit the curve at the final exit.

[0059] The method for navigating uphill curves: Before entering an uphill curve, release the accelerator, allowing the vehicle to enter the curve at a relatively high speed, close to the outside of the curve. Then, downshift one or two gears, choose your line and correct your direction while gently applying the accelerator. After passing the apex of the curve, move back to the outside of the curve, increasing the accelerator, and finally exit the curve quickly, close to the outside. During this process, you should also choose a turning line that starts on the outside, then the inside, and then back to the outside.

[0060] The method for navigating downhill curves: Before entering a downhill curve, release the accelerator and apply the brakes to significantly reduce vehicle speed. Downshift one or two gears, then enter the curve at a slower speed, staying close to the outside of the curve. Release the brakes and choose a line and correct your direction. After passing the apex of the curve, move back to the outside of the curve while gently applying the accelerator, and finally exit the curve quickly, staying close to the outside. Throughout this process, you should choose a turning line that starts on the outside, then the inside, and then back to the outside.

[0061] In specific embodiments of the present invention, historical cornering data of the vehicle system can be acquired, as can historical cornering data during testing, or historical cornering data of different vehicles. The specific method of acquiring historical cornering data can be set according to actual conditions, and the embodiments of the present invention do not impose any limitations on this. Current cornering data of the curve the vehicle is about to navigate can be acquired through vehicle sensors, lidar, or GPS. This current cornering data can include data such as the curve radius and length. After acquiring the vehicle's historical cornering data, a cornering speed model can be constructed. The current cornering data can then be input into the cornering speed model, which can output the cornering speed. Furthermore, energy conversion analysis can be performed based on the cornering speed to obtain the energy change results of the vehicle navigating the curve at the desired cornering speed. The vehicle can then be controlled based on the energy change results and the cornering speed.

[0062] Compared with existing technologies, this embodiment provides the following: acquiring historical cornering data and current cornering data of the vehicle; constructing a cornering speed model based on the historical cornering data; predicting the current cornering speed based on the cornering speed model to obtain the cornering speed; performing energy conversion analysis based on the cornering speed to obtain energy change results; and controlling the vehicle based on the energy change results and cornering speed. This invention can combine the driver's historical cornering data and the current cornering data that the vehicle needs to pass to predict the vehicle speed, thereby reducing speed errors. It can also perform energy conversion analysis on the cornering speed, thereby controlling the vehicle speed based on the energy change results and reducing fuel consumption when the vehicle is driving in corners.

[0063] In some embodiments of the present invention, the historical curve driving data includes curve data for each time the vehicle passes through a curve, as shown in FIG2. Step S102 includes:

[0064] S201. Based on the curve data, obtain the curve curvature of the corresponding curve;

[0065] S202. Filter the historical curve driving data according to all curve curvatures to obtain the target historical curve driving data.

[0066] S203. Construct a curve speed model based on the target's historical curve driving data.

[0067] In a specific embodiment of the present invention, since the design speed of a curve is a major consideration in road geometry design, it directly affects the safety and efficiency of vehicles on highways. However, the actual driving speed always varies with various factors such as highway alignment, vehicle power performance, and driver's driving habits. Generally, when the road structure is clear and the road conditions and weather are good, drivers tend to drive at an economical speed; as shown in Figure 3, Figure 3 is a schematic diagram of curve curvature calculation. For a second-order continuously differentiable curve, the curvature calculation formula (1) corresponding to its degree of curvature is shown:

[0068] In the formula, ρ represents the curvature of the curve. The larger the curvature, the smaller the radius of curvature R, and the greater the curvature of the curve. y represents the curvature of the curve at coordinate p. x0 The y-coordinate under (x0, y0), y′ x＝x0 Let y″ represent the first derivative. x＝x0 This represents the second derivative. By collecting autonomous driving road data, considering that the continuous and fitted curve can be represented by an arc drawn from three points, the radius of curvature can be calculated to reflect the degree of road curvature at that feature point.

[0069] In road design, speed studies are conducted on special sections of highways, such as curves, tunnels, ramps, slopes, and merging points, to observe driver speeds. Considering the traffic psychology of most drivers on highways, historical statistical data better reflects drivers' economical driving characteristics. Furthermore, as road curvature increases, the maximum speed of autonomous vehicles decreases on those curves. Drivers also need to consider environmental factors such as traffic signals and obstacles when navigating curves, which can lead to deceleration or even stopping. Further processing of historical curve driving data is necessary to obtain driver speeds at different curve radii. The historical curve driving data can be timed, and the curve curvature of the vehicle each time it passes through a curve can be obtained through formula (1). Then, the data of each curvature distribution in the 80-85 percentile are retained to obtain the target historical curve driving data after filtering. The curve curvature and speed in the target historical curve driving data are shown in Figure 4. The x-axis is the curvature and the y-axis is the vehicle speed. Thus, the distribution map of curve curvature and speed in the target historical curve driving data can be obtained. Then, a curve speed model can be constructed based on the target historical curve driving data.

[0070] In some embodiments of the present invention, the target historical curve driving data includes the curve speed corresponding to the curvature of each target curve, and step S203 includes:

[0071] The target curve curvature and the corresponding curve speed are fitted to obtain the fitting results;

[0072] Based on the fitting results, a curve speed model is constructed.

[0073] In a specific embodiment of the present invention, the curvature and speed in the target historical curve driving data can be analyzed to obtain a reasonable relationship between the turning speed and the curve curvature. A quadratic Gaussian function is then used to learn and fit the relationship between the curve speed and the curvature. The final relationship yields the optimal speed learned by the autonomous vehicle through curve driving, as shown in formula (2):

[0074] If we consider the transition phase of a curve, i.e., the junction between a curve and a straight section, the vehicle speed in this area needs to remain stable. Therefore, the established curve speed model is shown in formula (3):

[0075] In the formula, α1, b1, and c1 represent the speed coefficients for entering the curve; α2, b2, and c2 represent the speed coefficients for exiting the curve; e represents the exponent, which is generally 2.7; ρ represents the curvature of the curve; the speed of the curve section is quadratic, and when the vehicle travels to the transition straight section, it is determined by the end speed of the curve section connected to it, and maintains a constant speed v0 within the transition straight section.

[0076] Furthermore, after constructing the cornering speed model, its rationality needs to be verified. By substituting the formula for the cornering economic speed model mentioned above, it is found that the maximum cornering speed calculated by this model is 20 km / h higher than the highway design speed. The comparison between the design speed and the theoretical speed is shown in Table 1. Since the theoretical speed of the cornering speed model is between the design speed and the maximum speed, it indicates that the cornering speed model is relatively reasonable.

[0077] Table 1. Comparison of Road Design Speed ​​and Theoretical Speed

[0078] It can be seen that the theoretical speed of the cornering speed model is between the design speed and the maximum speed, indicating that the cornering speed model is relatively reasonable.

[0079] In some embodiments of the present invention, the cornering speed includes the entry speed and the exit speed, the current cornering data includes the current speed, and step S103 includes:

[0080] The change in kinetic energy is obtained based on the entry speed and exit speed of the curve;

[0081] Based on the current speed and kinetic energy change, the energy change results for the entire curve process are obtained.

[0082] In a specific embodiment of the present invention, the curvature of the curve is calculated differently at different locations. For example, the curvature is calculated differently at the point of entering the curve and the point of exiting the curve due to different road conditions. Therefore, the speed obtained by the curve speed model is also different. The entry speed can be obtained by the curvature of the entry curve, and the exit speed can be obtained by the curvature of the exit curve. After verifying the rationality of the speed, the comprehensive energy change of the autonomous vehicle in the curve can be considered. That is, since the autonomous vehicle will decelerate and then accelerate in the curve, and there will be a switching between the vehicle's driving mode and braking mode, it is necessary to analyze the energy conversion of the vehicle in the curve. First, at the moment of entering and exiting the curve, the kinetic energy change of the autonomous vehicle is determined by the curve speed model. That is, the calculation of the kinetic energy change value is as shown in formula (4):

[0083] In the formula, v(ρ) 出弯 ) and v(ρ 入弯 ) represent the exit velocity and entry velocity of the curve, respectively; m represents the mass; ΔE represents the change in kinetic energy.

[0084] From the perspective of energy conservation and energy conversion, the forces acting on the autonomous vehicle during the entire curve mainly include the change in the vehicle's potential energy, rolling resistance, air resistance, slope resistance, and the braking resistance applied by the braking system. These various resistances convert mechanical energy into heat energy through work, and the driving force increases the vehicle's kinetic energy. The driving force is calculated as the engine torque transmitted to the drive wheels through the transmission system. Therefore, the energy change during the entire curve is as shown in formula (5):

[0085] In the formula, S = t × v i F represents displacement. g =mgcosθ represents rolling resistance. Indicates air resistance, This represents the braking force of the vehicle. ρ is the air density, A is the vehicle's frontal area, and C... d Δh represents the air resistance coefficient, g represents the converted heat energy, m represents the gravitational acceleration, and the above coefficients are assumed to remain unchanged during vehicle operation.

[0086] It can be seen that the air resistance F v and rolling resistance F g The energy change is present throughout the entire process of autonomous driving and turning, and is related to the vehicle speed. The vehicle's kinetic energy is converted into heat energy and dissipated into the atmosphere through work. The braking force exists during the deceleration process of the curve, while the driving force provided by the engine exists during the acceleration process of the curve. Therefore, the energy change result of the entire curve process can be obtained through formula (5).

[0087] In some embodiments of the present invention, step S104 includes:

[0088] When the energy change exceeds a preset threshold, the cornering speed is adjusted to obtain the target cornering speed.

[0089] The vehicle is controlled according to the target cornering speed.

[0090] In a specific embodiment of the present invention, the energy change result can be judged. If the energy change value in the energy change result is less than a preset threshold, it indicates that the energy change during the entire curve is small, the fuel consumption is small, and the fuel consumption prediction condition is met. The predicted curve speed can then be directly determined as the target curve speed. If the energy change value is not less than the preset threshold, it indicates that the energy change during the entire curve is large, and the curve speed needs to be adjusted. The specific preset threshold can be set according to actual conditions, and this embodiment of the present invention does not impose any limitations. The adjustment process can be to increase or decrease the curve speed by 20%, and the specific adjustment process can be set according to actual conditions. This embodiment of the present invention does not impose any limitations. Thus, the adjusted target curve speed can be obtained, and the vehicle can be controlled according to the target curve speed.

[0091] In some embodiments of the present invention, vehicle control based on target curve speed includes:

[0092] Determine whether there is a first vehicle at a first preset distance in front of the vehicle;

[0093] If so, then if the speed of the first vehicle is less than the target curve speed, the vehicle will be controlled according to the speed of the first vehicle.

[0094] In a specific embodiment of the present invention, the optimization goal of existing following strategies is to maintain a stable following distance (i.e., ensuring that the speed / distance is consistent with the vehicle in front). When entering the following state, the vehicle speed and distance are adaptively adjusted to maintain the following distance. However, this method can lead to unnecessary acceleration and deceleration of the autonomous vehicle, which not only wastes fuel but also affects comfort. Moreover, when other vehicles cut in, it is necessary to consider the risk prediction of obstacles such as the vehicle in front. Under the premise of meeting safety risks, the curve speed can be planned. The RP risk prediction calculation method can be used to constrain safety risks in advance. This method adopts a predictive following coasting strategy. When there is a first vehicle at a first preset distance in front of the vehicle, if the speed of the first vehicle is less than the target curve speed, the vehicle speed is controlled to coast to the speed of the first vehicle, dynamically adjusting the following distance, and more finely constraining the maximum deceleration to avoid unnecessary acceleration and deceleration.

[0095] In some embodiments of the present invention, vehicle control based on target curve speed includes:

[0096] If there is no first vehicle within the first preset distance of the vehicle, determine whether there is a second vehicle at the second preset distance in front of the vehicle; the second preset distance is greater than the first preset distance.

[0097] If so, the deceleration is determined based on the speed of the second vehicle and the target curve speed, and the vehicle is controlled based on the deceleration and the target curve speed.

[0098] If not, the vehicle will be controlled according to the target curve speed.

[0099] In a specific embodiment of the present invention, the second preset distance is greater than the first preset distance. When there is no first vehicle within the first preset distance, but a second vehicle is present at the second preset distance ahead of the vehicle, the vehicle can enter a long-distance following state. The speed of the second vehicle and the deceleration of the target curve speed can be calculated to form a flexible safety threshold, thereby providing an optimal solution that conforms to the actual situation. A risk prediction strategy is adopted for behavioral decision-making to determine the coasting and following states, thereby reducing unnecessary acceleration and deceleration actions and avoiding the phenomenon of large acceleration when following, thus achieving the energy-saving effect of autonomous trucks that consider safety prediction risks in curve scenarios. The specific first and second preset distances can be set according to actual conditions, and the embodiments of the present invention do not impose any limitations on this.

[0100] By considering the speed curve during driving on a curve, a simulation was performed to analyze the changes in curve curvature and speed. The results are shown in Figure 5, where the x-axis represents distance, and y represents road curvature and vehicle speed, respectively. As the vehicle displacement increases, the road curvature gradually increases to a maximum of 0.046 / m, and then gradually decreases. Simultaneously, the speed change trend also aligns with the driving behavior of most drivers: gradually decelerating when entering a curve and gradually accelerating when exiting it.

[0101] This invention establishes a curve speed model for autonomous vehicles based on historical curve driving data, providing theoretical support and reference for the safety evaluation and design of autonomous driving on highways. It obtains stable operating speeds within curves to better reflect driver characteristics, using the curvature of the road features that significantly influence driving speed as a variable. The speed curve planned by this model is used as a reference speed under curve conditions, and the rationality of this theoretical speed is verified. The energy conversion during the autonomous vehicle's entry and exit from curves is analyzed, including the conversion relationships between vehicle kinetic energy, potential energy, chemical energy, and thermal energy, proposing directions to guide the next step of economical speed planning. A predictive following coasting strategy is adopted, coasting to the speed of the vehicle in front and dynamically adjusting the following distance, more precisely constraining the maximum deceleration to avoid unnecessary acceleration and deceleration, thereby improving the energy-saving effect of following other vehicles in curves.

[0102] To better implement the vehicle fuel-saving control method in a curve scenario according to the embodiments of the present invention, based on the vehicle fuel-saving control method in a curve scenario, the embodiments of the present invention also provide a vehicle fuel-saving control device in a curve scenario, as shown in FIG6, the vehicle fuel-saving control device 600 in a curve scenario includes:

[0103] Data acquisition module 601 is used to acquire the vehicle's historical curve driving data and current curve data;

[0104] The speed prediction module 602 is used to construct a curve speed model based on historical curve driving data, and to predict the current curve speed based on the curve speed model.

[0105] The results analysis module 603 is used to perform energy conversion analysis based on the curve speed and obtain energy change results.

[0106] The vehicle control module 604 is used to control the vehicle based on the energy change results and the cornering speed.

[0107] The vehicle fuel-saving control device 600 in the above embodiment can realize the technical solution described in the above embodiment of the vehicle fuel-saving control method in the above embodiment. The specific implementation principle of each module or unit can be found in the corresponding content in the above embodiment of the vehicle fuel-saving control method in the above embodiment, which will not be repeated here.

[0108] As shown in Figure 7, the present invention also provides an electronic device 700. The electronic device 700 includes a processor 701, a memory 702, and a display 703. Figure 7 only shows some components of the electronic device 700; however, it should be understood that it is not required to implement all the components shown, and more or fewer components may be implemented alternatively.

[0109] In some embodiments, memory 702 may be an internal storage unit of electronic device 700, such as a hard disk or memory of electronic device 700. In other embodiments, memory 702 may also be an external storage device of electronic device 700, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc. equipped on electronic device 700.

[0110] Furthermore, the memory 702 may include both internal storage units of the electronic device 700 and external storage devices. The memory 702 is used to store application software and various types of data installed on the electronic device 700.

[0111] In some embodiments, processor 701 may be a central processing unit (CPU), a microprocessor, or other data processing chip, used to run program code stored in memory 702 or process data, such as the vehicle fuel-saving control method in a curve scenario in this invention.

[0112] In some embodiments, display 703 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 703 is used to display information from electronic device 700 and to display a visual user interface. Components 701-703 of electronic device 700 communicate with each other via a system bus.

[0113] In some embodiments of the present invention, when the processor 701 executes the vehicle fuel-saving control program for a curve scenario stored in the memory 702, the following steps can be implemented:

[0114] Obtain the vehicle's historical cornering data and current cornering data;

[0115] Based on historical cornering driving data, a cornering speed model is constructed, and the current cornering data is predicted based on the cornering speed model to obtain the cornering speed;

[0116] Energy conversion analysis is performed based on the curve speed to obtain the energy change results;

[0117] The vehicle is controlled based on energy changes and cornering speed.

[0118] It should be understood that when the processor 701 executes the vehicle fuel-saving control program in the curve scenario in the memory 702, in addition to the functions mentioned above, it can also perform other functions, as can be found in the description of the corresponding method embodiments above.

[0119] Furthermore, the embodiments of the present invention do not specifically limit the type of electronic device 700 mentioned. Electronic device 700 can be a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, laptop computer, or other portable electronic device. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The aforementioned portable electronic device can also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the present invention, electronic device 700 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0120] Accordingly, this application also provides a computer-readable storage medium for storing computer-readable programs or instructions. When the programs or instructions are executed by a processor, they can implement the steps or functions of the vehicle fuel-saving control method in the curve scenario provided in the above-described method embodiments.

[0121] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware (such as a processor, controller, etc.), and the computer program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0122] The above provides a detailed description of the vehicle fuel-saving control method and device in a curve scenario provided by the present invention. Specific examples have been used to illustrate the principle and implementation of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for controlling vehicle fuel economy in a curve scenario, characterized in that, include: Obtain the vehicle's historical cornering data and current cornering data; Based on the historical cornering driving data, a cornering speed model is constructed, and the current cornering data is predicted based on the cornering speed model to obtain the cornering speed; Energy conversion analysis was performed based on the curve speed to obtain the energy change results; The vehicle is controlled based on the energy change results and the cornering speed.

2. The vehicle fuel-saving control method in a curve scenario according to claim 1, characterized in that, The historical cornering driving data includes cornering data for each time the vehicle passes a corner. The step of constructing a cornering speed model based on the historical cornering driving data includes: Based on the curve data, the curve curvature of the corresponding curve is obtained; The historical cornering driving data is filtered based on all corner curvatures to obtain the target historical cornering driving data; Based on the target's historical cornering driving data, a cornering speed model is constructed.

3. The vehicle fuel-saving control method in a curve scenario according to claim 2, characterized in that, The target historical cornering driving data includes the cornering speed corresponding to the curvature of each target corner. The step of constructing a cornering speed model based on the target historical cornering driving data includes: The target curve curvature and the corresponding curve speed are fitted to obtain the fitting result; Based on the fitting results, a cornering speed model is constructed.

4. The vehicle fuel-saving control method in a curve scenario according to claim 1, characterized in that, The cornering speed includes the entry speed and exit speed, the current cornering data includes the current speed, and the energy conversion analysis based on the cornering speed to obtain energy change results includes: The change in kinetic energy is obtained based on the entry speed and the exit speed. Based on the current speed and the change in kinetic energy, the energy change results for the entire curve are obtained.

5. The vehicle fuel-saving control method in a curve scenario according to claim 1, characterized in that, The control of the vehicle based on the energy change result and the cornering speed includes: When the energy change result is greater than a preset threshold, the cornering speed is adjusted to obtain the target cornering speed; The vehicle is controlled according to the target curve speed.

6. The vehicle fuel-saving control method in a curve scenario according to claim 5, characterized in that, The control of the vehicle based on the target curve speed includes: Determine whether there is a first vehicle at a first preset distance in front of the vehicle; If so, then if the speed of the first vehicle is less than the target curve speed, the vehicle is controlled according to the speed of the first vehicle.

7. The vehicle fuel-saving control method in a curve scenario according to claim 6, characterized in that, The control of the vehicle based on the target curve speed includes: If the first vehicle is not within the first preset distance of the vehicle, determine whether there is a second vehicle at a second preset distance in front of the vehicle; the second preset distance is greater than the first preset distance. If so, the deceleration is determined based on the speed of the second vehicle and the target curve speed, and the vehicle is controlled based on the deceleration and the target curve speed. If not, the vehicle is controlled according to the target curve speed.

8. The vehicle fuel-saving control method in a curve scenario according to claim 3, characterized in that, The formula for the cornering speed model is as follows: In the formula, α1, b1, and c1 represent the speed coefficients for entering the curve; α2, b2, and c2 represent the speed coefficients for exiting the curve; e represents the exponent, which is generally 2.7; ρ represents the curvature of the curve; the speed of the curve section is quadratic, and when the vehicle travels to the transition straight section, it is determined by the end speed of the curve section connected to it, and maintains a constant speed v0 within the transition straight section.

9. The vehicle fuel-saving control method in a curve scenario according to claim 4, characterized in that, The calculation of the change in kinetic energy is shown in the following formula: In the formula, v(ρ) 出弯 ) and v(ρ 入弯 ) represent the exit velocity and entry velocity of the curve, respectively; m represents the mass; ΔE represents the change in kinetic energy.

10. A vehicle fuel-saving control device for use in curve scenarios, characterized in that, include: The data acquisition module is used to acquire the vehicle's historical curve driving data and current curve data; The speed prediction module is used to construct a curve speed model based on the historical curve driving data, and to predict the current curve data based on the curve speed model to obtain the curve speed. The results analysis module is used to perform energy conversion analysis based on the curve speed to obtain energy change results. The vehicle control module is used to control the vehicle based on the energy change results and the cornering speed.

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