CN113044021B - Fuel-saving system based on road scene and driving intention and control method - Google Patents

Fuel-saving system based on road scene and driving intention and control method Download PDF

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CN113044021B
CN113044021B CN202110467431.9A CN202110467431A CN113044021B CN 113044021 B CN113044021 B CN 113044021B CN 202110467431 A CN202110467431 A CN 202110467431A CN 113044021 B CN113044021 B CN 113044021B
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speed
vehicle
road
condition
power
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CN113044021A (en
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周伟光
何佼容
谢金晶
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Abstract

The invention relates to the technical field of control methods of automobiles, in particular to an oil saving system and a control method based on road scenes and driving intentions. The system comprises a road scene recognition module, an oil-saving condition judgment module, a speed control method acquisition module, a driving intention recognition module, a power demand recognition module and a control module, wherein the road condition and the front vehicle condition within a set distance in front of a vehicle are acquired, if the oil-saving control condition is met, the speed control method of the vehicle is acquired according to the road condition and the front vehicle condition, the driving intention of a vehicle driver is recognized, if the driving intention belongs to the set intention, the power demand of the vehicle is acquired by combining the speed control method and the driving intention, and a power assembly is controlled according to the power demand to enable an engine to run in an economic area. The control method is extremely simple, the power assembly of the vehicle is controlled by combining the road scene and the driving intention, and the oil saving effect of the power assembly of the vehicle is improved.

Description

Fuel-saving system based on road scene and driving intention and control method
Technical Field
The invention relates to the technical field of control methods of automobiles, in particular to an oil saving method and an oil saving system based on road scenes and driving intentions.
Background
With the popularization of automobiles, the influence of vehicles on the environment is more and more obvious, and the consumption of energy is more and more. Therefore, the reduction of vehicle fuel consumption is always an important target of each large automobile enterprise. In the current industry, a large amount of work is done to the oil consumption of automobiles, but the optimization of aspects such as vehicle structures (wind resistance, rolling resistance and the like) and engine technologies is mostly performed. The need for a vehicle driving scenario and driver is considered relatively weak.
One solution common in the industry today is to actively select the vehicle driving mode by the driver, for example: the operating parameters of the engine are adjusted in a motion mode, an economy mode and the like (usually, the engine characteristic curve is limited, that is, a lower engine characteristic curve is selected in the economy mode) so as to reduce the service time of a high-power area and realize the reduction of oil consumption. The dynamic property of the vehicle is sacrificed. Acceleration performance is greatly affected due to the direct limitation of torque. The mode switching needs the initiative operation of the driver to finish, is inconvenient to adjust the fuel-saving strategy in real time according to the scene, and has limited fuel-saving effect.
At present, a patent also proposes that the purpose of improving the fuel economy of an engine can be achieved by making a proper control logic for controlling and adjusting a vehicle, for example, a Chinese invention patent with a patent number of CN202010037951.1 named as 'a method and a device for improving the fuel economy of an engine', the method for improving the fuel economy of the engine introduced by the patent is suitable for two different scenes, namely a free driving mode and a threshold preset mode, of the vehicle, a set of special control logic is used for controlling and adjusting in each scene, and the aim is to enable an accelerator pedal output signal of the vehicle to be always the minimum value on the premise of not violating the driving desire of a driver, so that the purpose of improving the fuel economy is achieved. The device establishes feedback between an engine and a transmission system through an electronic control unit, and inputs parameters such as an accelerator pedal input signal P1, a running speed signal S, a crankshaft position signal E, an engine crank position signal X, an engine rotating speed R and the like into the electronic control unit at any time. Therefore, the scheme can bring the technical effects of improving the fuel economy and reducing the exhaust emission as far as possible on the premise of not violating the intention of a driver.
However, the solution is simple, only considering that the accelerator opening is maintained at the minimum value without violating the driving intention, actually, the fuel economy is controlled by controlling the opening of the accelerator pedal, and the factors influencing the fuel economy are various, not only at the driver level, but also such as the road scene, and although the influence of the factors can be mostly fed back to the driving intention level at last, if the control is carried out only by the driving intention, different drivers may have great difference. Therefore, the considered layer of the scheme is more comprehensive, the fuel economy can be improved to a certain extent only, and the fuel saving function of the engine cannot be really improved.
Disclosure of Invention
The invention aims to solve the defects of the background technology and provides a fuel-saving method and a fuel-saving system based on a road scene and driving intention.
The technical scheme of the invention is as follows: the utility model provides a fuel economizing system based on road scene and driving intention which characterized in that: the system comprises a road scene recognition module, a road scene recognition module and a road scene recognition module, wherein the road scene recognition module is used for acquiring the road condition and the front vehicle condition within a set distance in front of a vehicle;
the fuel-saving condition judging module judges whether to start fuel-saving control according to the road condition and the front vehicle condition;
the speed control method acquisition module is used for acquiring the speed control method of the vehicle according to the road condition and the front vehicle condition under the condition of starting the oil-saving control;
the driving intention identification module is used for identifying the driving intention by acquiring the opening degree of an accelerator and the position change rate of the accelerator pedal;
the power demand identification module is used for acquiring the current power demand of the vehicle based on the speed control method and the driving intention;
the control module controls the power assembly to enable the engine to operate in an economic area according to the current power demand of the vehicle;
the road scene recognition module, the oil-saving condition judgment module, the speed control method acquisition module, the driving intention recognition module, the power demand recognition module and the control module are in data communication with each other.
The fuel-saving condition judgment module judges whether the current condition is in accordance with fuel-saving control or not, if the current condition is not in accordance with the fuel-saving control, the vehicle power assembly is not subjected to any control adjustment; the method comprises the steps that a speed control method of a vehicle is obtained by a speed control method obtaining module, the speed control method according with the oil-saving control comprises three speed control measures of maintaining the current vehicle speed, reducing the deceleration to be smaller than the set deceleration, increasing the vehicle speed, and enabling the acceleration to be smaller than the set acceleration, and if the conditions of reducing the vehicle speed, enabling the deceleration to be larger than or equal to the set deceleration, increasing the vehicle speed, and enabling the acceleration to be larger than or equal to the set acceleration occur, the control on a power assembly is immediately released; the driving intention identification module identifies the driving intention of a driver, wherein the driving intention comprises proper power, insufficient power, excessive power, serious insufficient power or serious excessive power, and once the power is seriously insufficient or serious excessive power, the control of the power assembly is immediately released; the power demand identification module judges the power demand according to the speed control method and the driving intention, and the power demand is divided into three conditions of maintaining the current power, increasing the power or reducing the power.
The road scene recognition module further comprises a first road recognition module used for recognizing the road type and the highest speed limit, a second road recognition module used for acquiring the average speed of other vehicles within a set distance in front of the vehicle, and a third road recognition module used for acquiring the gradient and curve information of the road within the set distance in front of the vehicle.
The fuel-saving condition judging module is used for acquiring the road condition and the front vehicle condition acquired by the road scene recognition module, judging whether the road condition meets the fuel-saving control condition that the front road is an expressway, an expressway or an urban road and the highest speed limit of the road exceeds the set speed limit and judging whether the front vehicle condition meets the fuel-saving control condition that the average speed of other vehicles within the front set distance exceeds the set speed.
The speed control method further comprises the steps that the speed control method obtaining module obtains the road condition and the front vehicle condition collected by the road scene recognition module, and whether the speed control measure of the vehicle is one of three speed control measures of maintaining the current speed, reducing the speed and reducing the speed to be less than the set speed, increasing the speed and accelerating the speed to be less than the set acceleration is predicted according to the road gradient and curve information within the set distance in front of the road condition and the average speed of other vehicles within the set distance in front of the front vehicle condition.
And further, the driving intention identification module or the accelerator opening, the accelerator pedal position change rate and the instruction information of the auxiliary driving system judge that the driving intention is one of proper power, insufficient power, excessive power, serious insufficient power or serious excessive power.
The power demand identification module further acquires a speed control method and driving intention and judges whether the current power of the vehicle belongs to one of three fuel-saving power demands of maintaining the current power, increasing the power or reducing the power.
A control method of a fuel-saving system based on a road scene and driving intentions comprises the steps of obtaining the road condition and the front vehicle condition within a set distance in front of a vehicle, judging whether a fuel-saving control condition is met, obtaining a speed control method of the vehicle according to the road condition and the front vehicle condition if the fuel-saving control condition is met, identifying the driving intentions of a driver of the vehicle if the speed control method of the vehicle belongs to a set control measure, obtaining the power requirements of the vehicle by combining the speed control method and the driving intentions if the driving intentions belong to the set intentions, and controlling a power assembly to enable an engine to operate in an economic area according to the power requirements.
Further, the method for controlling the powertrain to operate the engine in the economy zone according to the power demand includes: if the power demand is to maintain the current power, judging whether the current rotating speed and torque are in the economic region, if not, calculating the optimal gearbox speed ratio closest to the economic region under the condition of maintaining the current power unchanged, sending a gear demand to the TCU, and simultaneously synchronously sending the rotating speed and torque demand corresponding to the optimal gearbox speed ratio to the engine.
Further, the method for controlling the powertrain to operate the engine in the economy zone based on the power demand includes: if the current power demand is power increase, obtaining an expected speed increase of the vehicle according to the accelerator pedal position change rate, obtaining a first target rotating speed based on the current gearbox speed ratio based on the expected speed increase, calculating a second target rotating speed obtained after upshifting is carried out on the basis of the current gearbox speed ratio based on the expected speed increase, selecting the rotating speed closest to an economic area in the first target rotating speed and the second target rotating speed as an optimal rotating speed, and sending corresponding adjusting instructions to the engine and the gearbox.
Further, the method for controlling the powertrain to operate the engine in the economy zone according to the power demand includes: if the current power demand is power reduction, obtaining an expected speed reduction of the vehicle according to the accelerator pedal position change rate, obtaining a third target rotating speed based on the current gearbox speed ratio based on the expected speed reduction, calculating a fourth target rotating speed obtained after downshift on the basis of the current gearbox speed ratio based on the expected speed reduction, selecting the rotating speed closest to an economic area in the third target rotating speed and the fourth target rotating speed as an optimal rotating speed, and sending corresponding adjusting instructions to the engine and the gearbox.
Further, the method for recognizing the driving intention of the driver of the vehicle comprises the following steps: acquiring the position change rate of an accelerator pedal; if the accelerator pedal position change rate when the accelerator is increased is less than a first set change rate, the accelerator pedal position change rate when the accelerator is decreased is less than a third set change rate, or the auxiliary driving system does not request acceleration/deceleration, judging that the driving intention of the current driver is proper;
if the accelerator opening is increased and the accelerator pedal position change rate is larger than or equal to a first set change rate but smaller than a second set change rate or the acceleration request of the driving assistance system is smaller than the acceleration request of the first set acceleration, judging that the driving intention of the current driver is insufficient power;
if the accelerator opening is increased and the accelerator pedal position change rate is larger than or equal to a second set change rate or the driving assistance system has an acceleration request of which the requested acceleration is larger than or equal to a first set acceleration, judging that the current driving intention of the driver is seriously insufficient;
if the accelerator opening is reduced and the accelerator pedal position change rate is larger than or equal to a third set change rate but smaller than a fourth set change rate or the deceleration request of the auxiliary driving system is smaller than the first set deceleration, judging that the driving intention of the current driver is overlarge power;
and if the accelerator opening is reduced and the accelerator pedal position change rate is larger than or equal to the fourth set change rate or the auxiliary driving system has a deceleration request of requesting deceleration to be larger than or equal to the first set deceleration, judging that the current driving intention of the driver is serious and overlarge power.
The method for acquiring the speed control method of the vehicle further comprises the following steps: the method comprises the steps of obtaining the gradient, the curve and the condition of a vehicle of a road within a set distance in front of the vehicle through navigation, judging whether a vehicle speed control method of the vehicle belongs to one of three speed control measures of maintaining the current vehicle speed, reducing the vehicle speed, enabling the deceleration to be smaller than the set deceleration, increasing the vehicle speed and enabling the acceleration to be smaller than the set acceleration by combining the current vehicle speed, judging that the vehicle speed control method belongs to the set control measure if the vehicle speed control method belongs to the set control measure, and otherwise, judging that the vehicle speed control method does not belong to the set control measure.
Further, the method for acquiring the power demand of the vehicle in combination with the speed control method and the driving intention includes: when the driving intention is judged to be proper in power, if the speed control mode is judged to be that the current vehicle speed is maintained, the power demand is to maintain the current power; if the speed control mode judges that the vehicle speed is reduced and the deceleration is smaller than the set deceleration, the power demand is reduced power; if the speed control mode judges that the vehicle speed is increased and the acceleration is smaller than the set acceleration, the power demand is increased power;
when the driving intention is judged to be insufficient power, if the speed control mode judges that the current vehicle speed is maintained, the power demand is increased power; if the speed control mode judges that the vehicle speed is reduced and the deceleration is less than the set deceleration, the power demand is to maintain the current power; if the speed control mode judges that the vehicle speed is increased and the acceleration is smaller than the set acceleration, the power demand is increased power;
when the driving intention is judged to be overlarge power, if the speed control mode is judged to maintain the current vehicle speed, the power demand is reduced power; if the speed control mode judges that the vehicle speed is reduced and the deceleration is smaller than the set deceleration, the power demand is reduced power; if the speed control mode judges that the speed is increased and the acceleration is smaller than the set acceleration, the power demand is to maintain the current power;
when the driving intention determines that the power is severely insufficient or excessively high, the control of the powertrain is released.
When the power is changed sharply, the fuel saving control is exited, and the situation of the power change sharply includes the situation that the change rate of the position of the accelerator pedal is larger than the second set change rate or larger than the fourth set change rate.
The invention has the advantages that: 1. the invention identifies the scene of the road in front of the vehicle through navigation, judges the speed control mode of the road in front, then judges the power demand condition of the vehicle by combining with the driving intention, and carries out corresponding control adjustment on the power assembly according to the power demand condition, thereby ensuring that the engine runs in the economic area with the best fuel economy so as to achieve the fuel-saving function to the maximum extent;
2. aiming at the condition that the power demand is to maintain the current power, under the condition of ensuring that the power is not changed, the optimal speed ratio of the gearbox is calculated, namely, the gear which has the best combustion economy and is closest to an economic area is obtained, then the rotating speed and the torque of the engine are adjusted according to the gear, and the adjusting mode is simple;
3. aiming at the condition that the power demand is power increase, the expected increased vehicle speed of the vehicle is obtained according to the position change rate of the accelerator pedal, then the combustion economy of the current gear and the gear after the gear is shifted is compared based on the expected increased vehicle speed, the optimal scheme is determined, and then the adjustment is carried out, the adjustment process is simple, the flow steps are few, the rotating speed and the torque which are the most economical after the power is increased can be quickly obtained, and the combustion economy of the engine is ensured to be improved under the condition that the power is increased;
4. aiming at the condition that the power demand is reduced, the expected reduced vehicle speed of the vehicle is obtained according to the position change rate of the accelerator pedal, then the combustion economy of the current gear and the gear after downshift is compared based on the expected reduced vehicle speed, the optimal scheme is determined, and then the adjustment is carried out, the adjustment process is simple, the flow steps are few, the most economical rotating speed and torque after the power is reduced can be quickly obtained, and the combustion economy of the engine is improved under the condition that the power is reduced;
5. the method identifies the driving intention of the vehicle driver through the accelerator pedal position change rate, compares the accelerator pedal position change rate acquired in real time with the limit value through setting the limit value, can quickly acquire the driving intention of the driver, and is simple and efficient;
6. the method identifies the gradient, the curve and the vehicle condition of the road in front of the vehicle through navigation, and actually judges the gradient and the curve congestion condition of the vehicle in front through navigation so as to obtain the speed control method of the road in front, and the method is extremely simple, does not need to introduce other hardware equipment and has extremely low cost;
7. the power demand identification scheme is carried out by combining a speed control method and a driving intention, wherein the driving intention is taken as a main identification factor, the speed control method is taken as a secondary identification mode, and the current power demand of the vehicle can be accurately judged by combining the speed control method and the secondary identification mode, so that a good basis is improved for oil-saving control;
8. the oil-saving control of the invention aims at the road structures such as high-speed roads, express roads or urban roads, has requirements on speed limit and road congestion, eliminates the complicated roads which need frequent operation, and can reduce the difficulty of oil-saving control;
9. the invention makes a limit aiming at the situation of changing power sharply, once the vehicle has the situation of changing power sharply, the fuel-saving control strategy is released immediately, and the driving operation of a driver is prevented from being interfered;
10. the control system is extremely simple, the cost of other hardware equipment is not required to be increased, the control method is extremely simple, the fuel economy of the vehicle can be greatly improved, and the method has great popularization value.
The control method is extremely simple, the power assembly of the vehicle is controlled by combining the road scene and the driving intention, the power assembly can be ensured to operate in a fuel economy area under the set condition, the fuel-saving effect of the power assembly of the vehicle is improved, and the method has great popularization value.
Drawings
FIG. 1: the system architecture of the invention is shown schematically;
FIG. 2: the invention discloses a fuel-saving control strategy schematic diagram;
FIG. 3: the engine of the invention has a universal characteristic curve diagram.
Detailed Description
Reference will now be made in detail to the embodiments of the present invention, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, it is to be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
The invention is described in further detail below with reference to the figures and the specific embodiments.
Referring to fig. 1 to 3, the present embodiment is an intelligent fuel saving method based on road scenes and driving intentions and a system including the fuel saving control method. The fuel-saving control method of the embodiment firstly needs to judge whether the current condition of the vehicle meets the fuel-saving control condition, the specific judgment measure is to acquire the road scene in the set distance in front of the vehicle through navigation (the set distance is a distance parameter set manually, generally 100m, and can be correspondingly adjusted if other requirements exist, and is not limited to the data), the fuel-saving control of the embodiment is mainly used for obtaining whether the vehicle meets the fuel-saving control condition when the vehicle is on a high speed, a fast road or an urban road with uncomplicated road condition, namely the vehicle has a certain vehicle speed and does not need a frequently operated road, and the following table is referred to:
table 1: fuel-saving control condition judging table
Figure BDA0003043757340000091
The vehicle actually meets the fuel-saving control condition, namely, the vehicle can run on the road at a speed not less than the set speed (the set speed is obtained by calibration, 40km/h in the embodiment, and the practical application is not limited to the vehicle speed), namely, the highest speed limit of the road exceeds the set speed, namely 40km/h, and the average speed of other vehicles within the set distance in front of the vehicle exceeds the set speed, namely, the vehicle within the set distance in front of the vehicle is not jammed, so that the normal running of the vehicle is not blocked. The factors interfering the running of the vehicle are eliminated, and the current condition of the vehicle can be judged to accord with the oil-saving control condition.
When the vehicle meets the oil-saving control condition, the power demand of the vehicle is acquired, and the power demand is acquired from two directions, namely, the speed control method of the vehicle, and the driving intention of a driver of the vehicle.
The speed control method of the vehicle is obtained through navigation, the gradient, the curve and the vehicle condition (the vehicle condition comprises the vehicle speed of other vehicles in front of the vehicle and the relative vehicle speed with the vehicle, namely whether the vehicle exists in front of the vehicle) in the set distance in front of the vehicle are obtained based on the navigation, the road gradient is divided into an ascending slope, a descending slope and no slope, when the gradient is greater than the set ascending gradient (the set ascending gradient is 3 percent in the embodiment), the front road is judged to be the ascending slope, and when the gradient is less than the set descending gradient (the set descending gradient is-3 percent in the embodiment)) Namely, the front road is judged to be a downhill, and when the gradient of the front road is more than or equal to the set downhill gradient and less than or equal to the set uphill gradient, the front road is judged to be a slotless road. The road curve is curved, that is, the curvature of the road ahead is larger than the set curvature (the set curvature of the embodiment is 0.002 m) -1 ) And if the curvature of the front road is less than or equal to the set curvature, judging that the front road is not curved. Then, the speed control mode is identified by combining whether a vehicle is in front of the vehicle and whether the auxiliary driving is started, as shown in the following table:
table 2: judging control table for speed control method
Figure BDA0003043757340000101
Figure BDA0003043757340000111
Table 2 excludes a case where the speed control is large, that is, a case where the vehicle speed needs to be changed quickly, because such a case does not belong to the category of the fuel-saving control, and if a case where the vehicle speed is reduced and the deceleration is equal to or greater than the set deceleration, and the vehicle speed is increased and the acceleration is equal to or greater than the set acceleration occurs, the fuel-saving control mode is released immediately. In addition, if the speed of the current vehicle is already at the highest speed limit of the road, the system does not make a speed control command for proper acceleration, and the system is changed to maintain the current speed.
The driving intention of a driver is mainly recognized by collecting the opening degree of an accelerator and the position change rate of the accelerator pedal, and the specific judgment scheme is as follows:
if the accelerator pedal position change rate is greater than the first set change rate (the first set change rate is obtained by calibration in this embodiment, and is 5%/s in this embodiment), and the accelerator pedal position change rate is less than the absolute value of the third set change rate (the third set change rate is obtained by calibration in this embodiment)Definitely obtained, this embodiment is-5%/s), or the driver assistance system does not request acceleration/deceleration (this embodiment is the absolute value of the acceleration/deceleration request)<0.2m/s 2 ) Judging that the driving intention of the current driver is proper power;
if the accelerator opening is increased and the accelerator pedal position change rate is larger than or equal to the first set change rate but smaller than the second set change rate (the second set change rate is obtained by calibration in the embodiment, and is 15%/s in the embodiment) or the driving assistance system request acceleration is smaller than the first set acceleration (the first set acceleration is obtained by calibration in the embodiment, and is 1m/s in the embodiment) 2 ) Judging that the driving intention of the current driver is insufficient power if the acceleration request is received;
if the accelerator opening is increased and the accelerator pedal position change rate is larger than or equal to a second set change rate or the driving assistance system has an acceleration request of which the requested acceleration is larger than or equal to a first set acceleration, judging that the current driving intention of the driver is seriously insufficient;
if the accelerator opening is reduced and the absolute value of the accelerator pedal position change rate is greater than or equal to the absolute value of the third set change rate but less than the absolute value of the fourth set change rate (the fourth set change rate is obtained by calibration in this embodiment, which is-15%/s) or the absolute value of the deceleration requested by the assistant driving system is less than the first set deceleration (the first set deceleration is obtained by calibration in this embodiment, which is-1 m/s in this embodiment) 2 ) Judging that the driving intention of the current driver is overlarge power if the deceleration request is received;
and if the accelerator opening is reduced and the absolute value of the change rate of the position of the accelerator pedal is larger than or equal to the absolute value of the fourth set change rate or the auxiliary driving system has a deceleration request that the absolute value of the requested deceleration is larger than or equal to the first set deceleration, judging that the current driving intention of the driver is that the power is seriously too large.
The power demand of the current vehicle is judged by combining a speed control method, and the specific judgment is shown in the following table:
table 3: power demand judgment table
Figure BDA0003043757340000121
The power demand of the vehicle can be obtained by combining the driving intention and the pre-judged speed control method, the condition of removing the power control is eliminated, and the fuel-saving control carries out control adjustment aiming at three conditions, namely maintaining the current power, reducing the power and increasing the power. The control strategy of the embodiment is to control the rotation speed and the torque to be in an economic region by controlling the rotation speed of the power assembly or/and the speed ratio of the transmission or/and the speed ratio of the engine, or to control the rotation speed and the torque to enable the fuel property of the engine to be close to the economic region to the maximum extent by controlling the rotation speed of the power assembly or/and the speed ratio of the transmission or/and the speed ratio of the engine. The economy region of the present embodiment refers to a region of the engine having the best fuel economy in the universal characteristic curve, and can be obtained from the universal characteristic curve of the engine, such as a region a in fig. 3.
The specific control measures are as follows: if the current power demand is to maintain the current power, judging whether the current rotating speed and torque are in an economic region, if not, calculating the optimal gearbox speed ratio closest to the economic region under the condition of maintaining the current power unchanged, sending a gear demand to the TCU, and simultaneously synchronously sending the rotating speed and torque demand corresponding to the optimal gearbox speed ratio to the engine; if the current state is in the economic area, the current state is maintained and is not adjusted;
if the current power demand is power increase, obtaining an expected speed increase of the vehicle according to the position change rate of an accelerator pedal, obtaining a first target rotating speed based on the speed ratio of a current gearbox based on the expected speed increase, calculating a second target rotating speed obtained after upshifting is carried out on the basis of the speed ratio of the current gearbox based on the expected speed increase, selecting the rotating speed closest to an economic area in the first target rotating speed and the second target rotating speed as an optimal rotating speed, and sending corresponding adjusting instructions to an engine and the gearbox;
if the current power demand is power reduction, obtaining an expected speed reduction of the vehicle according to the accelerator pedal position change rate, obtaining a third target rotating speed based on the current gearbox speed ratio based on the expected speed reduction, calculating a fourth target rotating speed obtained after downshift on the basis of the current gearbox speed ratio based on the expected speed reduction, selecting the rotating speed closest to an economic area in the third target rotating speed and the fourth target rotating speed as an optimal rotating speed, and sending corresponding adjusting instructions to the engine and the gearbox.
The present embodiment obtains a torque curve, shown by a broken line in fig. 3, which limits the engine torque during the adjustment control of the powertrain by calibration, and the purpose of the curve is to mask a portion of the high-torque high-speed region where the engine is economically inefficient. The setting of the torque curve needs real vehicle test calibration, and the conventional driving of the vehicle is not influenced. In actual throttle control, trying to control speed and torque below the torque curve to better ensure combustion economy (because it may not be possible to ensure that each adjustment is made, just controlling speed and torque within the economy zone, and if speed and torque are outside the economy zone, controlling speed and torque below the torque curve to ensure fuel economy.)
When the accelerator opening abruptly changes, as described above, the vehicle speed is reduced and the deceleration becomes equal to or greater than the set deceleration, and the vehicle speed is increased and the acceleration becomes equal to or greater than the set acceleration, the control of the powertrain is immediately released.
The control method of the embodiment is closed-loop control, and the driving intention and the vehicle running state are monitored in real time and used as feedback to control the vehicle speed. While the driver is the ultimate leader of the system power control. For example, when the system recognizes a "power up" demand, the system will increase power slowly, while during the power up process, the system will pay attention to the throttle status in real time, and once the driver releases the throttle or presses the throttle quickly, the system will exit, ensuring the driver's deceleration or rapid acceleration demand.
The control method of the embodiment limits the acceleration of the vehicle, and the absolute value of the acceleration or deceleration provided by the system usually does not exceed 1m/s 2 And the detailed setting needs debugging and calibration according to the real vehicle. Such restrictions are made with the aim of preventing driver discomfort or panic due to excessive acceleration and deceleration, with the aim of achieving reduced fuel consumption without being noticeable to the driver.
The control system of the embodiment comprises a road scene recognition module, a road scene recognition module and a control module, wherein the road scene recognition module is used for acquiring the road condition and the front vehicle condition within a set distance in front of the vehicle;
the fuel-saving condition judging module judges whether to start fuel-saving control according to the road condition and the front vehicle condition;
the speed control method acquisition module is used for acquiring the speed control method of the vehicle according to the road condition and the front vehicle condition under the condition of starting the oil-saving control;
the driving intention identification module is used for identifying the driving intention by acquiring the opening degree of an accelerator and the position change rate of the accelerator pedal;
the power demand identification module is used for acquiring the current power demand of the vehicle based on the speed control method and the driving intention;
the control module controls the powertrain to operate the engine in the economy zone based on the current power demand of the vehicle.
The foregoing shows and describes the general principles, principal features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are given by way of illustration of the principles of the present invention, and that various changes and modifications may be made without departing from the spirit and scope of the invention as defined by the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims (8)

1. A fuel-saving system based on road scene and driving intention is characterized in that: the system comprises a road scene recognition module, a road scene recognition module and a road scene recognition module, wherein the road scene recognition module is used for acquiring the road condition and the front vehicle condition within a set distance in front of a vehicle;
the fuel-saving condition judging module judges whether to start fuel-saving control according to the road condition and the front vehicle condition;
the speed control method acquisition module is used for acquiring the speed control method of the vehicle according to the road condition and the front vehicle condition under the condition of starting the oil-saving control;
the driving intention identification module is used for identifying driving intention by acquiring the opening degree of an accelerator and the position change rate of the accelerator pedal;
the power demand identification module is used for acquiring the current power demand of the vehicle based on the speed control method and the driving intention;
the control module controls the power assembly to enable the engine to operate in an economic area according to the current power demand of the vehicle;
the fuel-saving condition judging module acquires the road condition and the front vehicle condition acquired by the road scene recognition module, judges whether the road condition meets a first fuel-saving control condition that the front road is a highway, an express way or an urban road and the highest speed limit of the road exceeds a set speed limit and judges whether the front vehicle condition meets a second fuel-saving control condition that the average speed of other vehicles within a set distance in front exceeds the set speed.
2. The fuel-economizing system based on road scene and driving intention according to claim 1, characterized in that: the road scene recognition module comprises a first road recognition module used for recognizing the road type and the highest speed limit, a second road recognition module used for acquiring the average speed of other vehicles within a set distance in front of the vehicle, and a third road recognition module used for acquiring the gradient and curve information of a road within the set distance in front of the vehicle.
3. The fuel-economizing system based on road scene and driving intention according to claim 1, characterized in that: the speed control method comprises the steps that a speed control method obtaining module obtains the road condition and the front vehicle condition collected by a road scene recognition module, and whether a speed control measure of a vehicle is one of three speed control measures of maintaining the current speed, reducing the speed and reducing the speed to be less than the set deceleration, increasing the speed to be less than the set acceleration or not is predicted according to the road gradient and curve information in the set distance in front of the road condition and the average speed of other vehicles in the set distance in front of the front vehicle condition.
4. The fuel-economizing system based on road scene and driving intention according to claim 1, characterized in that: the driving intention identification module judges whether the driving intention is one of proper power, insufficient power, overlarge power, serious insufficient power or serious overlarge power by acquiring the accelerator opening, the accelerator pedal position change rate and instruction information of an auxiliary driving system.
5. The fuel-economizing system based on road scene and driving intention according to claim 1, characterized in that: the power demand identification module acquires a speed control method and driving intention and judges whether the current power of the vehicle belongs to one of three fuel-saving power demands of maintaining the current power, increasing the power or reducing the power.
6. The control method of the fuel-saving system based on the road scene and the driving intention as claimed in any one of claims 1 to 5, characterized in that: acquiring a road condition and a front vehicle condition within a set distance in front of a vehicle, judging whether an oil-saving control condition is met, if the oil-saving control condition is met, acquiring a speed control method of the vehicle according to the road condition and the front vehicle condition, if the speed control method of the vehicle belongs to a set control measure, identifying the driving intention of a driver of the vehicle, if the driving intention belongs to the set intention, acquiring the power demand of the vehicle by combining the speed control method and the driving intention, and controlling a power assembly to enable an engine to operate in an economic area according to the power demand;
the method for controlling the powertrain to operate the engine in the economic region according to the power demand includes: if the power demand is to maintain the current power, judging whether the current rotating speed and torque are in the economic region, if not, calculating the optimal gearbox speed ratio closest to the economic region under the condition of maintaining the current power unchanged, sending a gear demand to the TCU, and simultaneously synchronously sending the rotating speed and torque demand corresponding to the optimal gearbox speed ratio to the engine.
7. The control method of the fuel saving system based on the road scene and the driving intention as claimed in claim 6, characterized in that: the method for controlling the powertrain to operate the engine in the economic region according to the power demand includes: if the current power demand is power increase, obtaining an expected speed increase of the vehicle according to the accelerator pedal position change rate, obtaining a first target rotating speed based on the current gearbox speed ratio based on the expected speed increase, calculating a second target rotating speed obtained after upshifting is carried out on the basis of the current gearbox speed ratio based on the expected speed increase, selecting the rotating speed closest to an economic area in the first target rotating speed and the second target rotating speed as an optimal rotating speed, and sending corresponding adjusting instructions to the engine and the gearbox.
8. The control method of the fuel saving system based on the road scene and the driving intention as claimed in claim 6, characterized in that: the method for controlling the powertrain to operate the engine in the economic region according to the power demand includes: if the current power demand is power reduction, obtaining an expected speed reduction of the vehicle according to the accelerator pedal position change rate, obtaining a third target rotating speed based on the current gearbox speed ratio based on the expected speed reduction, calculating a fourth target rotating speed obtained after downshift on the basis of the current gearbox speed ratio based on the expected speed reduction, selecting the rotating speed closest to an economic area in the third target rotating speed and the fourth target rotating speed as an optimal rotating speed, and sending corresponding adjusting instructions to the engine and the gearbox.
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