CN113561784B - Method and device for guiding energy recovery intensity of vehicle - Google Patents

Method and device for guiding energy recovery intensity of vehicle Download PDF

Info

Publication number
CN113561784B
CN113561784B CN202011341331.3A CN202011341331A CN113561784B CN 113561784 B CN113561784 B CN 113561784B CN 202011341331 A CN202011341331 A CN 202011341331A CN 113561784 B CN113561784 B CN 113561784B
Authority
CN
China
Prior art keywords
vehicle
speed
current lane
condition information
road condition
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202011341331.3A
Other languages
Chinese (zh)
Other versions
CN113561784A (en
Inventor
张峻
杨雪静
刘秀
吴迪
韩松
刘寒
单红艳
李岩
李玉山
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
Original Assignee
Great Wall Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Priority to CN202011341331.3A priority Critical patent/CN113561784B/en
Priority to PCT/CN2021/122127 priority patent/WO2022111050A1/en
Publication of CN113561784A publication Critical patent/CN113561784A/en
Application granted granted Critical
Publication of CN113561784B publication Critical patent/CN113561784B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention relates to the technical field of vehicle control, and provides a guiding method and device for energy recovery intensity of a vehicle. The method comprises the following steps: detecting front road condition information of the vehicle and the speed of the vehicle; determining whether an optimal deceleration is required to be calculated according to the front road condition information and/or the speed of the vehicle; when the optimal deceleration is determined to be required to be calculated, determining the sliding duration of the vehicle and the energy consumption of the vehicle under each deceleration condition at least according to the front road condition information and/or the vehicle speed of the vehicle; determining an optimal deceleration based at least on a duration of coasting of the vehicle and an energy consumption of the vehicle for each deceleration situation; and determining a vehicle starting sliding position according to the front road condition information and/or the vehicle speed of the vehicle based on the optimal deceleration so as to guide a driver of the vehicle to slide the vehicle. The invention can recover energy and reduce speed in an optimal way.

Description

Method and device for guiding energy recovery intensity of vehicle
Technical Field
The invention relates to the technical field of vehicle control, in particular to a guiding method and device for energy recovery intensity of a vehicle.
Background
At present, in order to effectively improve the energy utilization rate in the deceleration process, a new energy vehicle type is provided with an energy recovery function, and kinetic energy in the process of releasing an accelerator pedal by a driver is converted into electric energy for storage and driving. The three-stage recovery intensity of the existing vehicle under the energy recovery function is manually adjustable, and after the energy recovery function is activated and a certain recovery intensity is selected, the whole vehicle can only control the vehicle to decelerate by using a fixed recovery deceleration curve, so that the energy recovery and the deceleration are difficult to be considered.
Disclosure of Invention
In view of the above, the present invention aims to provide a method for guiding the energy recovery intensity of a vehicle, which allows recovery of energy and deceleration in an optimal manner.
In order to achieve the above purpose, the technical scheme of the invention is realized as follows:
a method of guiding energy recovery intensity of a vehicle, the method comprising: detecting front road condition information of the vehicle and the speed of the vehicle; determining whether an optimal deceleration is required to be calculated according to the front road condition information and/or the speed of the vehicle; when the optimal deceleration is determined to be required to be calculated, determining the sliding duration of the vehicle and the energy consumption of the vehicle under each deceleration condition at least according to the front road condition information and/or the vehicle speed of the vehicle; determining an optimal deceleration based at least on a duration of coasting of the vehicle and an energy consumption of the vehicle for each deceleration situation; and determining a vehicle starting sliding position according to the front road condition information and/or the vehicle speed of the vehicle based on the optimal deceleration so as to guide a driver of the vehicle to slide the vehicle.
Further, determining whether the optimal deceleration is required to be calculated according to the front road condition information and/or the vehicle speed of the vehicle comprises: determining that the optimal deceleration needs to be calculated when one or more of the following is satisfied:
when the front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, the distance between the vehicle and the front vehicle in the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than that of the front vehicle in the current lane; when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, and the distance between the vehicle and the traffic signal lamp of the current lane is smaller than or equal to a preset distance; when the front road condition information closest to the vehicle is detected to be a current lane limited speed mark, the distance between the vehicle and the current lane limited speed mark is smaller than or equal to a preset distance, and the speed of the vehicle is larger than the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a sharp turning mark of a current lane, the distance between the vehicle and the sharp turning mark of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed; and when the front road condition information closest to the vehicle is detected to be the roundabout identifier of the current lane, the distance between the vehicle and the roundabout identifier of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed.
Further, determining the duration of coasting of the vehicle and the energy consumption of the vehicle for each deceleration based at least on the forward road condition information and/or the vehicle speed comprises: the coasting duration of the vehicle is calculated by the following formula:
wherein T is the duration of coasting, V is the speed of the vehicle, D is the deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turn mark of the current lane, V1 is the preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, V1 is 0;
the energy consumption of the vehicle is calculated by the following formula:
wherein E is the energy consumption of the vehicle, V is the speed of the vehicle, D is the deceleration, eta 1 is the total efficiency of the energy conversion from the power source to the wheel end in the driving process, eta 2 is the energy recovery conversion efficiency, F is the driving resistance, dmin is the minimum energy recovery deceleration, M is the whole vehicle mass of the vehicle, X is the sliding distance of the vehicle, and
When front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turn mark of the current lane, V1 is the preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0.
Further, determining an optimal deceleration based at least on a duration of coasting of the vehicle and an energy consumption of the vehicle for each deceleration condition comprises: determining a weighted sum of the taxi duration and the energy consumption of the vehicle for each deceleration condition based on the taxi duration and the energy consumption of the vehicle for each deceleration condition; and determining the deceleration corresponding to the largest weight point of the sum of the weight points of the energy consumption of the vehicle and the sliding duration of the vehicle as the optimal deceleration.
Further, based on the optimal deceleration, determining the vehicle start-coasting position according to the front road condition information and/or the vehicle speed of the vehicle to guide the driver of the vehicle includes:
Determining the vehicle start-coasting position to guide the driver of the vehicle by the following formula:
X1＝(V2-V12)/(2×D1)，
wherein V is the speed of the vehicle, D1 is the optimal deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle, and X1 is the distance between the front vehicle and the front vehicle in the current lane when the vehicle starts to slide; when front road condition information closest to the vehicle is detected to be a current lane speed limit sign, V1 is the speed limit of the speed limit sign, and X1 is the distance between the vehicle and the current lane speed limit sign when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be a roundabout mark or a sharp turn mark of a current lane, V1 is the preset vehicle speed, and X1 is the distance between the vehicle and the sharp turn mark of the current lane or the distance between the vehicle and the roundabout mark of the current lane when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0, and X1 is the distance between the vehicle and the traffic signal lamp of the current lane when the vehicle starts to slide.
Compared with the prior art, the guiding method for the energy recovery intensity of the vehicle has the following advantages:
firstly detecting front road condition information of the vehicle and the speed of the vehicle, then determining whether an optimal deceleration is required to be calculated according to the front road condition information and/or the speed of the vehicle, then determining the sliding duration of the vehicle and the energy consumption of the vehicle under each deceleration condition at least according to the front road condition information and/or the speed of the vehicle when the optimal deceleration is required to be calculated, then determining the optimal deceleration at least according to the sliding duration of the vehicle and the energy consumption of the vehicle under each deceleration condition, and finally determining the starting sliding position of the vehicle according to the front road condition information and/or the speed of the vehicle based on the optimal deceleration to guide a driver of the vehicle. The present invention first calculates an optimal deceleration and guides the driver at the coasting position determined by the optimal deceleration to take account of recovering energy and decelerating in an optimal manner.
Another object of the present invention is to propose a guiding device for the energy recovery intensity of a vehicle, which recovers energy and decelerates in an optimal way.
In order to achieve the above purpose, the technical scheme of the invention is realized as follows:
a guidance apparatus for energy recovery intensity of a vehicle, the apparatus comprising: the system comprises a detection unit, a judging unit, a processing unit and a guiding unit, wherein the detection unit is used for detecting the front road condition information of the vehicle and the speed of the vehicle; the judging unit is used for determining whether the optimal deceleration is required to be calculated according to the front road condition information and/or the vehicle speed of the vehicle; the processing unit is used for determining the sliding duration time of the vehicle and the energy consumption of the vehicle under each deceleration condition at least according to the front road condition information and/or the vehicle speed when the optimal deceleration is determined to be calculated; determining an optimal deceleration based at least on a duration of coasting of the vehicle and an energy consumption of the vehicle for each deceleration situation; the guiding unit is used for determining the starting sliding position of the vehicle according to the front road condition information and/or the speed of the vehicle based on the optimal deceleration so as to guide a driver of the vehicle to slide the vehicle.
Further, the judging unit is configured to: determining that the optimal deceleration needs to be calculated when one or more of the following is satisfied: when the front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, the distance between the vehicle and the front vehicle in the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than that of the front vehicle in the current lane; when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, and the distance between the vehicle and the traffic signal lamp of the current lane is smaller than or equal to a preset distance; when the front road condition information closest to the vehicle is detected to be a current lane limited speed mark, the distance between the vehicle and the current lane limited speed mark is smaller than or equal to a preset distance, and the speed of the vehicle is larger than the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a sharp turning mark of a current lane, the distance between the vehicle and the sharp turning mark of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed; and when the front road condition information closest to the vehicle is detected to be the roundabout identifier of the current lane, the distance between the vehicle and the roundabout identifier of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed.
Further, the processing unit is configured to:
the coasting duration of the vehicle is calculated by the following formula:
where T is the duration of coasting, V is the speed of the vehicle, D is the deceleration, D should be selected between maximum and minimum energy recovery deceleration, e.g., preferably D has a value in the range of 0.2-1.5m/s 2 And (2) and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turn mark of the current lane, V1 is the preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, V1 is 0;
the energy consumption of the vehicle is calculated by the following formula:
wherein E is the energy consumption of the vehicle, V is the speed of the vehicle, D is the deceleration, eta 1 is the total efficiency of the energy conversion from the power source to the wheel end in the driving process, eta 2 is the energy recovery conversion efficiency, F is the driving resistance, dmin is the minimum energy recovery deceleration, M is the whole vehicle mass of the vehicle, X is the sliding distance of the vehicle, and
When front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turn mark of the current lane, V1 is the preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0.
Further, the processing unit is configured to: determining a weighted sum of the taxi duration and the energy consumption of the vehicle for each deceleration condition based on the taxi duration and the energy consumption of the vehicle for each deceleration condition; and determining the deceleration corresponding to the largest weight point of the sum of the weight points of the energy consumption of the vehicle and the sliding duration of the vehicle as the optimal deceleration.
Further, the guiding unit is configured to:
determining the vehicle start-coasting position to guide the driver of the vehicle by the following formula:
X1＝(V2-V12)/(2×D1)，
Wherein V is the speed of the vehicle, D1 is the optimal deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle, and X1 is the distance between the front vehicle and the front vehicle in the current lane when the vehicle starts to slide; when front road condition information closest to the vehicle is detected to be a current lane speed limit sign, V1 is the speed limit of the speed limit sign, and X1 is the distance between the vehicle and the current lane speed limit sign when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be a roundabout mark or a sharp turn mark of a current lane, V1 is the preset vehicle speed, and X1 is the distance between the vehicle and the sharp turn mark of the current lane or the distance between the vehicle and the roundabout mark of the current lane when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0, and X1 is the distance between the vehicle and the traffic signal lamp of the current lane when the vehicle starts to slide.
The guiding device for the energy recovery intensity of the vehicle has the same advantages as the guiding method for the energy recovery intensity of the vehicle compared with the prior art, and is not described herein.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention, illustrate and explain the invention and are not to be construed as limiting the invention. In the drawings:
FIG. 1 is a flow chart of a method of guiding energy recovery intensity of a vehicle according to an embodiment of the present invention;
FIG. 2 is a method of determining an optimal deceleration provided by an embodiment of the present invention;
FIG. 3 is a graphical representation of a plurality of different decelerations provided in accordance with one embodiment of the present invention;
fig. 4 is a block diagram showing a structure of a guiding device for energy recovery strength of a vehicle according to an embodiment of the present invention.
Reference numerals illustrate:
1. detection unit 2 judgment unit
3. Processing unit 4 instruction unit
Detailed Description
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without collision.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
FIG. 1 is a flow chart of a method of guiding energy recovery intensity of a vehicle according to an embodiment of the present invention. As shown in fig. 1, the method includes:
Step S11, detecting the front road condition information of the vehicle and the speed of the vehicle;
for example, the front traffic information may include at least one of the following sets of traffic information: 1. the road surface in front of the current lane is clear; 2. the speed of the front vehicle of the current lane and the distance from the front vehicle of the current lane; 3. the traffic signal lamp in front of the current lane is red light and the distance between the red light and the traffic signal lamp in front of the current lane; 4. the speed limit value of the speed limit mark in front of the current lane and the distance between the speed limit value and the speed limit mark in front of the current lane; 5. a sharp turning mark in front of the current lane and a distance from the sharp turning mark in front of the current lane; 6. the method comprises the steps of marking a rotary island in front of a current lane and a distance from the rotary island in front of the current lane.
In contrast, the present invention can detect information of a preceding vehicle or traffic light, for example, by a radar or a camera, detect information of a preceding traffic sign by navigation, and detect the vehicle speed of the vehicle by a wheel speed sensor or the like.
Step S12, determining whether an optimal deceleration is required to be calculated according to the front road condition information and/or the vehicle speed of the vehicle;
for example, the case where the optimal deceleration needs to be calculated is:
when the front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, the distance between the vehicle and the front vehicle in the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than that of the front vehicle in the current lane;
When the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, and the distance between the vehicle and the traffic signal lamp of the current lane is smaller than or equal to a preset distance;
when the front road condition information closest to the vehicle is detected to be a current lane limited speed mark, the distance between the vehicle and the current lane limited speed mark is smaller than or equal to a preset distance, and the speed of the vehicle is larger than the speed limit of the limited speed mark;
when the front road condition information closest to the vehicle is detected to be a sharp turning mark of a current lane, the distance between the vehicle and the sharp turning mark of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed (for example, but not limited to, 15 km/h);
and when the front road condition information closest to the vehicle is detected to be the roundabout identifier of the current lane, the distance between the vehicle and the roundabout identifier of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed.
Of course, some front road conditions do not affect the running of the vehicle, for example:
1. the road surface in front of the current lane is clear;
2. The front road condition information closest to the vehicle is that the front vehicle exists in the current lane, but the speed of the front vehicle in the current lane is greater than or equal to the speed of the vehicle;
3. the front road condition information closest to the vehicle is a current lane limited speed mark, but the speed limit of the current lane limited speed mark is more than or equal to the speed of the vehicle;
4. the front road condition information closest to the vehicle is that the current lane has a sharp turning mark or a roundabout mark, but the speed of the vehicle is smaller than or equal to the preset speed.
In these cases, the optimal deceleration does not need to be calculated, and the driver may only need to travel at the minimum deceleration that the vehicle can reach when releasing the brake pedal and the accelerator pedal.
Step S13, when the optimal deceleration is determined to be calculated, determining the sliding duration time of the vehicle and the energy consumption of the vehicle under each deceleration condition at least according to the front road condition information and/or the vehicle speed of the vehicle;
for example, the coasting duration of the vehicle may be first calculated by the following formula:
wherein T is the duration of coasting, V is the speed of the vehicle, D is the deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turn mark of the current lane, V1 is the preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, V1 is 0;
The energy consumption of the vehicle can then be calculated by using the following formula, the principle being that the driving state energy consumption (which can be seen as constant speed travel, mainly overcoming the travel resistance fsacting) minus the recovery state recovery energy (the kinetic energy being converted into the travel resistance fsacting and recovery energy):
wherein E is the energy consumption of the vehicle, V is the speed of the vehicle, D is the deceleration, eta 1 is the total efficiency of the energy conversion from the power source to the wheel end in the driving process, eta 2 is the energy recovery conversion efficiency, F is the driving resistance, dmin is the minimum energy recovery deceleration, M is the whole vehicle mass of the vehicle, X is the sliding distance of the vehicle, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turn mark of the current lane, V1 is the preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0.
Step S14, determining optimal deceleration according to at least the sliding duration time of the vehicle and the energy consumption of the vehicle under each deceleration condition;
for example, as shown in fig. 2, the method of determining the optimal deceleration includes steps S21 to S22:
step S21, determining the sum of weight scores of the sliding duration time of the vehicle and the energy consumption of the vehicle under each deceleration condition according to the sliding duration time of the vehicle and the energy consumption of the vehicle under each deceleration condition;
the sum of the weight scores of the coasting duration of the vehicle and the energy consumption of the vehicle can be calculated by the following formula, the principle is that the energy consumption and the deceleration duration are combined, the lower the energy consumption is, the more optimal the coasting duration is, the less the more optimal the coasting duration is:
where S is a sum of a coasting duration of the vehicle and a weight fraction of energy consumption of the vehicle, tn is a coasting duration of the vehicle in each deceleration case, en is an energy consumption of the vehicle in each deceleration case, tmax is a coasting duration of the vehicle in a minimum deceleration that the vehicle can reach, emin is an energy consumption of the vehicle in a minimum deceleration that the vehicle can reach, tmin is a coasting duration of the vehicle in a maximum deceleration that the vehicle can reach, emax is an energy consumption of the vehicle in a maximum deceleration that the vehicle can reach.
Step S22 of determining, as the optimal deceleration, a deceleration corresponding to a sum of a largest weight score among a sum of a coasting duration of the vehicle and a weight score of energy consumption of the vehicle.
For example, after the sum of the weight fractions calculated for each deceleration, the deceleration corresponding to the sum of the largest weight fraction is found, which is the optimal deceleration.
And step S15, determining a vehicle starting sliding position according to the front road condition information and/or the vehicle speed of the vehicle based on the optimal deceleration so as to guide a driver of the vehicle to slide the vehicle.
For example, the vehicle start-coasting position may be determined by the following formula to guide the driver of the vehicle:
X1＝(V2-V12)/(2×D1)，
wherein V is the speed of the vehicle, D1 is the optimal deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle, and X1 is the distance between the front vehicle and the front vehicle in the current lane when the vehicle starts to slide; when front road condition information closest to the vehicle is detected to be a current lane speed limit sign, V1 is the speed limit of the speed limit sign, and X1 is the distance between the vehicle and the current lane speed limit sign when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be a roundabout mark or a sharp turn mark of a current lane, V1 is the preset vehicle speed, and X1 is the distance between the vehicle and the sharp turn mark of the current lane or the distance between the vehicle and the roundabout mark of the current lane when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0, and X1 is the distance between the vehicle and the traffic signal lamp of the current lane when the vehicle starts to slide.
After the calculation of X1 in each case, the driver can be guided thereby. For example, the driver may be prompted when the vehicle arrives at the corresponding location: front vehicle/front red light/front speed limit/front sharp bend/front roundabout, recommended to release the pedal for coasting. After the driver releases the pedal according to the instruction, the vehicle can slide so as to ensure the optimal energy recovery effect of the vehicle under the condition that the vehicle is not dangerous due to the condition of the road in front.
FIG. 3 is a graphical representation of a plurality of different decelerations provided in accordance with one embodiment of the present invention. As shown in fig. 3, taking the front road condition information closest to the vehicle as an example when the vehicle is in front of the current lane, different decelerations correspond to different starting sliding positions, dn is the optimal deceleration, corresponding Xn is the distance between the vehicle and the front vehicle when the driver is prompted to start sliding, that is, when the position of the vehicle reaches the coordinate 0 point, the optimal deceleration starts to be calculated, dn is the optimal deceleration, and Xn is the position for prompting the driver. Before the vehicle runs and reaches this position, if running is performed at the same vehicle speed, recalculation may not be performed (as shown in fig. 3), but if the vehicle speed of the vehicle changes, it is necessary to calculate the optimal deceleration in real time and prompt the driver for the position.
According to the invention, road conditions and energy recovery functions are linked together under the recovery intensity level, namely, the self-adaptive adjustment of the energy recovery intensity (deceleration) is carried out based on the road conditions in front, the original manual three-level adjustment of the energy recovery intensity is broken, meanwhile, the traffic condition of the whole vehicle is considered, the purposes of assisting a driver in decelerating at the optimal deceleration and taking the energy recovery into consideration under different traffic conditions are realized, the use frequency of a brake pedal is reduced, and the intelligent efficient trip is realized.
Fig. 4 is a block diagram showing a structure of a guiding device for energy recovery strength of a vehicle according to an embodiment of the present invention. As shown in fig. 4, the apparatus includes: the vehicle speed detection device comprises a detection unit 1, a judgment unit 2, a processing unit 3 and a guiding unit 4, wherein the detection unit 1 is used for detecting front road condition information of the vehicle and the speed of the vehicle; the judging unit 2 is used for determining whether the optimal deceleration needs to be calculated according to the front road condition information and/or the vehicle speed of the vehicle; the processing unit 3 is configured to determine a coasting duration of the vehicle and an energy consumption of the vehicle in each deceleration situation at least according to the front road condition information and/or a vehicle speed of the vehicle when it is determined that the optimal deceleration needs to be calculated; determining an optimal deceleration based at least on a duration of coasting of the vehicle and an energy consumption of the vehicle for each deceleration situation; the guiding unit 4 is configured to determine a position at which the vehicle starts to coast according to the front road condition information and/or the vehicle speed of the vehicle based on the optimal deceleration, so as to guide a driver of the vehicle to coast the vehicle.
Further, the judging unit 2 is configured to: determining that the optimal deceleration needs to be calculated when one or more of the following is satisfied: when the front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, the distance between the vehicle and the front vehicle in the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than that of the front vehicle in the current lane; when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, and the distance between the vehicle and the traffic signal lamp of the current lane is smaller than or equal to a preset distance; when the front road condition information closest to the vehicle is detected to be a current lane limited speed mark, the distance between the vehicle and the current lane limited speed mark is smaller than or equal to a preset distance, and the speed of the vehicle is larger than the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a sharp turning mark of a current lane, the distance between the vehicle and the sharp turning mark of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed; and when the front road condition information closest to the vehicle is detected to be the roundabout identifier of the current lane, the distance between the vehicle and the roundabout identifier of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed.
Further, the processing unit 3 is configured to:
the coasting duration of the vehicle is calculated by the following formula:
wherein T is the duration of coasting, V is the speed of the vehicle, D is the deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turn mark of the current lane, V1 is the preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, V1 is 0;
the energy consumption of the vehicle is calculated by the following formula:
wherein E is the energy consumption of the vehicle, V is the speed of the vehicle, D is the deceleration, eta 1 is the total efficiency of the energy conversion from the power source to the wheel end in the driving process, eta 2 is the energy recovery conversion efficiency, F is the driving resistance, dmin is the minimum energy recovery deceleration, M is the whole vehicle mass of the vehicle, X is the sliding distance of the vehicle, and
When front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turn mark of the current lane, V1 is the preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0.
Further, the processing unit 3 is configured to: determining a weighted sum of the taxi duration and the energy consumption of the vehicle for each deceleration condition based on the taxi duration and the energy consumption of the vehicle for each deceleration condition; and determining the deceleration corresponding to the largest weight point of the sum of the weight points of the energy consumption of the vehicle and the sliding duration of the vehicle as the optimal deceleration.
Further, the guiding unit 4 is configured to:
determining the vehicle start-coasting position to guide the driver of the vehicle by the following formula:
X1＝(V2-V12)/(2×D1)，
Wherein V is the speed of the vehicle, D1 is the optimal deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle, and X1 is the distance between the front vehicle and the front vehicle in the current lane when the vehicle starts to slide; when front road condition information closest to the vehicle is detected to be a current lane speed limit sign, V1 is the speed limit of the speed limit sign, and X1 is the distance between the vehicle and the current lane speed limit sign when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be a roundabout mark or a sharp turn mark of a current lane, V1 is the preset vehicle speed, and X1 is the distance between the vehicle and the sharp turn mark of the current lane or the distance between the vehicle and the roundabout mark of the current lane when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0, and X1 is the distance between the vehicle and the traffic signal lamp of the current lane when the vehicle starts to slide.
The embodiments of the guidance device for the energy recovery intensity of the vehicle described above are similar to the embodiments of the guidance method for the energy recovery intensity of the vehicle described above, and are not described here again.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.

Claims (8)

1. A method of guiding energy recovery intensity of a vehicle, the method comprising:
detecting front road condition information of the vehicle and the speed of the vehicle;
determining whether an optimal deceleration is required to be calculated according to the front road condition information and/or the speed of the vehicle;
when the optimal deceleration is determined to be required to be calculated, determining the sliding duration of the vehicle and the energy consumption of the vehicle under each deceleration condition at least according to the front road condition information and/or the vehicle speed of the vehicle;
determining an optimal deceleration based at least on a duration of coasting of the vehicle and an energy consumption of the vehicle for each deceleration situation;
determining a vehicle starting sliding position according to the front road condition information and/or the vehicle speed of the vehicle based on the optimal deceleration so as to guide a driver of the vehicle to slide the vehicle;
wherein the energy consumption of the vehicle is determined in the form of:
The driving state energy consumption subtracts the recovery state recovery energy, wherein the driving state energy consumption is that the constant-speed running mainly overcomes the running resistance F to do work, and the recovery state recovery energy is that the power potential energy is converted into the running resistance F to do work and recovery energy;
wherein determining an optimal deceleration based at least on a duration of coasting of the vehicle and an energy consumption of the vehicle for each deceleration condition comprises:
determining a weighted sum of the taxi duration and the energy consumption of the vehicle for each deceleration condition based on the taxi duration and the energy consumption of the vehicle for each deceleration condition;
and determining the deceleration corresponding to the largest weight point of the sum of the weight points of the energy consumption of the vehicle and the sliding duration of the vehicle as the optimal deceleration.
2. The guidance method of energy recovery intensity of a vehicle according to claim 1, wherein determining whether or not calculation of an optimal deceleration is required based on the front road condition information and/or the vehicle speed of the vehicle includes:
determining that the optimal deceleration needs to be calculated when one or more of the following is satisfied:
When the front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, the distance between the vehicle and the front vehicle in the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than that of the front vehicle in the current lane;
when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, and the distance between the vehicle and the traffic signal lamp of the current lane is smaller than or equal to a preset distance;
when the front road condition information closest to the vehicle is detected to be a current lane limited speed mark, the distance between the vehicle and the current lane limited speed mark is smaller than or equal to a preset distance, and the speed of the vehicle is larger than the speed limit of the limited speed mark;
when the front road condition information closest to the vehicle is detected to be a sharp turning mark of a current lane, the distance between the vehicle and the sharp turning mark of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed;
and when the front road condition information closest to the vehicle is detected to be the roundabout identifier of the current lane, the distance between the vehicle and the roundabout identifier of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed.
3. The method according to claim 1, wherein determining the coasting duration of the vehicle and the energy consumption of the vehicle at each deceleration condition based on at least the front road condition information and/or the vehicle speed comprises:
the coasting duration of the vehicle is calculated by the following formula:
；
wherein T is the duration of coasting, V is the speed of the vehicle, D is the deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turning mark of a current lane, V1 is a corresponding preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, V1 is 0;
the energy consumption of the vehicle is calculated by the following formula:
η2
wherein E is the energy consumption of the vehicle, V is the speed of the vehicle, D is the deceleration, eta 1 is the total efficiency of the energy conversion from the power source to the wheel end in the driving process, eta 2 is the energy recovery conversion efficiency, F is the driving resistance, dmin is the minimum energy recovery deceleration, M is the whole vehicle mass of the vehicle, X is the sliding distance of the vehicle, and
When front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turning mark of a current lane, V1 is a corresponding preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0.
4. The guidance method of energy recovery intensity of a vehicle according to claim 1, characterized in that determining the vehicle start coasting position based on the optimal deceleration from the front road condition information and/or the vehicle speed of the vehicle to guide the driver of the vehicle includes:
determining the vehicle start-coasting position to guide the driver of the vehicle by the following formula:
X1=(V 2 -V1 2 )/(2×D1)，
wherein V is the speed of the vehicle, D1 is the optimal deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle, and X1 is the distance between the front vehicle and the front vehicle in the current lane when the vehicle starts to slide; when front road condition information closest to the vehicle is detected to be a current lane speed limit sign, V1 is the speed limit of the speed limit sign, and X1 is the distance between the vehicle and the current lane speed limit sign when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be that a roundabout mark or a sharp turn mark exists on a current lane, V1 is a corresponding preset vehicle speed, and X1 is the distance between the vehicle and the sharp turn mark of the current lane or the distance between the vehicle and the roundabout mark of the current lane when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0, and X1 is the distance between the vehicle and the traffic signal lamp of the current lane when the vehicle starts to slide.
5. A guidance device for energy recovery intensity of a vehicle, characterized in that the device comprises:
the device comprises a detection unit, a judgment unit, a processing unit and a guiding unit, wherein,
the detection unit is used for detecting the front road condition information of the vehicle and the speed of the vehicle;
the judging unit is used for determining whether the optimal deceleration is required to be calculated according to the front road condition information and/or the vehicle speed of the vehicle;
the processing unit is used for determining the sliding duration time of the vehicle and the energy consumption of the vehicle under each deceleration condition at least according to the front road condition information and/or the vehicle speed when the optimal deceleration is determined to be calculated; determining an optimal deceleration based at least on a duration of coasting of the vehicle and an energy consumption of the vehicle for each deceleration situation;
the guiding unit is used for determining a starting sliding position of the vehicle according to the front road condition information and/or the speed of the vehicle based on the optimal deceleration so as to guide a driver of the vehicle to slide the vehicle;
wherein the energy consumption of the vehicle is determined in the form of:
the driving state energy consumption subtracts the recovery state recovery energy, wherein the driving state energy consumption is that the constant-speed running mainly overcomes the running resistance F to do work, and the recovery state recovery energy is that the power potential energy is converted into the running resistance F to do work and recovery energy;
The processing unit is used for:
determining a weighted sum of the taxi duration and the energy consumption of the vehicle for each deceleration condition based on the taxi duration and the energy consumption of the vehicle for each deceleration condition;
and determining the deceleration corresponding to the largest weight point of the sum of the weight points of the energy consumption of the vehicle and the sliding duration of the vehicle as the optimal deceleration.
6. The guidance device for energy recovery intensity of a vehicle according to claim 5, wherein the judging unit is configured to:
determining that the optimal deceleration needs to be calculated when one or more of the following is satisfied:
when the front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, the distance between the vehicle and the front vehicle in the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than that of the front vehicle in the current lane;
when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, and the distance between the vehicle and the traffic signal lamp of the current lane is smaller than or equal to a preset distance;
when the front road condition information closest to the vehicle is detected to be a current lane limited speed mark, the distance between the vehicle and the current lane limited speed mark is smaller than or equal to a preset distance, and the speed of the vehicle is larger than the speed limit of the limited speed mark;
When the front road condition information closest to the vehicle is detected to be a sharp turning mark of a current lane, the distance between the vehicle and the sharp turning mark of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed;
and when the front road condition information closest to the vehicle is detected to be the roundabout identifier of the current lane, the distance between the vehicle and the roundabout identifier of the current lane is smaller than or equal to a preset distance, and the speed of the vehicle is larger than a preset speed.
7. The guidance device for energy recovery intensity of a vehicle according to claim 5, wherein the processing unit is configured to:
the coasting duration of the vehicle is calculated by the following formula:
；
wherein T is the duration of coasting, V is the speed of the vehicle, D is the deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turning mark of a current lane, V1 is a corresponding preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that a traffic signal lamp of a current lane is red, V1 is 0;
The energy consumption of the vehicle is calculated by the following formula:
η2
wherein E is the energy consumption of the vehicle, V is the speed of the vehicle, D is the deceleration, eta 1 is the total efficiency of the energy conversion from the power source to the wheel end in the driving process, eta 2 is the energy recovery conversion efficiency, F is the driving resistance, dmin is the minimum energy recovery deceleration, M is the whole vehicle mass of the vehicle, X is the sliding distance of the vehicle, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle; when the front road condition information closest to the vehicle is detected to be the current lane limited speed mark, V1 is the speed limit of the limited speed mark; when the front road condition information closest to the vehicle is detected to be a rotary island mark or a sharp turning mark of a current lane, V1 is a corresponding preset vehicle speed; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0.
8. The apparatus for guiding energy recovery intensity of vehicle according to claim 5, wherein the guiding unit is configured to:
determining the vehicle start-coasting position to guide the driver of the vehicle by the following formula:
X1=(V 2 -V1 2 )/(2×D1)，
Wherein V is the speed of the vehicle, D1 is the optimal deceleration, and
when front road condition information closest to the vehicle is detected to be that a front vehicle exists in a current lane, V1 is the speed of the front vehicle, and X1 is the distance between the front vehicle and the front vehicle in the current lane when the vehicle starts to slide; when front road condition information closest to the vehicle is detected to be a current lane speed limit sign, V1 is the speed limit of the speed limit sign, and X1 is the distance between the vehicle and the current lane speed limit sign when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be that a roundabout mark or a sharp turn mark exists on a current lane, V1 is a corresponding preset vehicle speed, and X1 is the distance between the vehicle and the sharp turn mark of the current lane or the distance between the vehicle and the roundabout mark of the current lane when the vehicle starts to slide; when the front road condition information closest to the vehicle is detected to be that the traffic signal lamp of the current lane is red, V1 is 0, and X1 is the distance between the vehicle and the traffic signal lamp of the current lane when the vehicle starts to slide.
CN202011341331.3A 2020-11-25 2020-11-25 Method and device for guiding energy recovery intensity of vehicle Active CN113561784B (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202011341331.3A CN113561784B (en) 2020-11-25 2020-11-25 Method and device for guiding energy recovery intensity of vehicle
PCT/CN2021/122127 WO2022111050A1 (en) 2020-11-25 2021-09-30 Energy recovery intensity guidance method and apparatus for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202011341331.3A CN113561784B (en) 2020-11-25 2020-11-25 Method and device for guiding energy recovery intensity of vehicle

Publications (2)

Publication Number Publication Date
CN113561784A CN113561784A (en) 2021-10-29
CN113561784B true CN113561784B (en) 2023-07-21

Family

ID=78158834

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202011341331.3A Active CN113561784B (en) 2020-11-25 2020-11-25 Method and device for guiding energy recovery intensity of vehicle

Country Status (2)

Country Link
CN (1) CN113561784B (en)
WO (1) WO2022111050A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114312331B (en) * 2021-12-31 2023-11-14 上海前晨汽车科技有限公司 Coasting energy recovery torque adjustment method, system, device, apparatus and medium

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106541841A (en) * 2015-09-21 2017-03-29 现代自动车株式会社 The method and apparatus of fuel efficiency rate of increase during being displayed in electric vehicle energy-saving slide
CN108928238A (en) * 2017-05-26 2018-12-04 华为技术有限公司 A kind of method for recovering brake energy and electric car
CN111038512A (en) * 2019-12-25 2020-04-21 联合汽车电子有限公司 Vehicle deceleration control method and vehicle control unit
CN111959286A (en) * 2020-08-31 2020-11-20 东风汽车集团有限公司 Method, device and medium for controlling sliding energy recovery intensity of electric automobile

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005039908A (en) * 2003-07-17 2005-02-10 Mitsubishi Motors Corp Regenerative braking control unit of hybrid vehicle
JP2016220478A (en) * 2015-05-26 2016-12-22 渡邉 雅弘 Deceleration travel control method of vehicle having regenerative braking function
CN109801511B (en) * 2017-11-16 2021-01-05 华为技术有限公司 Collision early warning method and device
CN111547035A (en) * 2020-04-17 2020-08-18 中国第一汽车股份有限公司 Vehicle deceleration control method, device, storage medium and vehicle
CN111546903B (en) * 2020-04-26 2022-02-01 中国第一汽车股份有限公司 Determination method, device and equipment of coasting torque and storage medium

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106541841A (en) * 2015-09-21 2017-03-29 现代自动车株式会社 The method and apparatus of fuel efficiency rate of increase during being displayed in electric vehicle energy-saving slide
CN108928238A (en) * 2017-05-26 2018-12-04 华为技术有限公司 A kind of method for recovering brake energy and electric car
CN111038512A (en) * 2019-12-25 2020-04-21 联合汽车电子有限公司 Vehicle deceleration control method and vehicle control unit
CN111959286A (en) * 2020-08-31 2020-11-20 东风汽车集团有限公司 Method, device and medium for controlling sliding energy recovery intensity of electric automobile

Also Published As

Publication number Publication date
WO2022111050A1 (en) 2022-06-02
CN113561784A (en) 2021-10-29

Similar Documents

Publication Publication Date Title
EP3069947A1 (en) Moving body drive control device
KR101628495B1 (en) Coast driving guide system and method for eco-friendly vehicle
JP6332180B2 (en) Vehicle control device
CN101565041B (en) Driving support device, driving support method, and driving support program
US9140565B2 (en) Travel plan generation method and travel plan generation device
KR101428184B1 (en) Device and method controlling driving of electric vehicle in the coasting situation
JP5598531B2 (en) Vehicle control device
CN103930937B (en) Drive supporting device
JP5360235B2 (en) Vehicle control device
JP2015154602A (en) Driving support device and driving support method
JP6421565B2 (en) Driving assistance device
CN105654754A (en) Vehicle control method and device
CN108688630A (en) For the information in tactile to be exported to the method and apparatus of the driver of motor vehicle by brake pedal
CN113212174B (en) Energy-saving endurance type electric vehicle
KR101628563B1 (en) Coasting control method for eco-friendly vehicle
CN113561784B (en) Method and device for guiding energy recovery intensity of vehicle
CN114274956A (en) Vehicle cruise control method and device, vehicle and readable storage medium
CN107067785B (en) Economic vehicle speed matching system for traffic jam road section and control method
KR20100023663A (en) Cruise control apparatus and method thereof
JP2009012495A (en) Driving force controller for vehicle
KR20120035263A (en) Apparatus and method for cruise control of vechicle using navigation
CN103429478A (en) Method and system for control of cruise control
CN115805940A (en) Vehicle coasting guidance control system and guidance control method
CN114590251A (en) Safe and energy-saving driving auxiliary device and auxiliary driving method for new energy automobile
KR20070105209A (en) System and method for controlling a vehicle speed

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant