CN117261609A - Vehicle energy recovery method and device, electronic equipment and vehicle - Google Patents

Vehicle energy recovery method and device, electronic equipment and vehicle Download PDF

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Publication number
CN117261609A
CN117261609A CN202311436102.3A CN202311436102A CN117261609A CN 117261609 A CN117261609 A CN 117261609A CN 202311436102 A CN202311436102 A CN 202311436102A CN 117261609 A CN117261609 A CN 117261609A
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vehicle
driving
driving style
energy recovery
determining
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高山
杨雪静
张峻
张桐
余佳衡
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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Priority to CN202311436102.3A priority Critical patent/CN117261609A/en
Publication of CN117261609A publication Critical patent/CN117261609A/en
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    • 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
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Physics & Mathematics (AREA)
  • Power Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Computing Systems (AREA)
  • General Health & Medical Sciences (AREA)
  • Medical Informatics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The application provides a vehicle energy recovery method, a device, electronic equipment and a vehicle, wherein the method comprises the steps of receiving driving data sent by a vehicle end, wherein the driving data at least comprise driving behavior data of the vehicle in an automatic energy recovery mode, and determining the driving style of a driver according to the driving data, so that the driving style of the driver in the automatic energy recovery mode can be ensured to be obtained. The driving style is sent to the vehicle end, so that the vehicle end controls the vehicle to automatically recover energy according to the driving style, and the driving style determined at the moment is the driving style close to the driving habit of the driver, so that the driving requirement of the driver can be met in the energy recovery process, the driving habit of the driver is closed, the energy recovery is prevented from being stopped due to the fact that the driver takes corresponding driving behaviors, and accordingly the energy recovery efficiency is improved, and the driving experience and comfort of the driver are also improved.

Description

Vehicle energy recovery method and device, electronic equipment and vehicle
Technical Field
The present disclosure relates to the field of vehicle control technologies, and in particular, to a vehicle energy recovery method and apparatus, an electronic device, and a vehicle.
Background
Along with the development of energy recovery technology, new energy vehicles generally have an energy recovery function, and the energy recovery function is to convert energy in a braking or freewheeling process into electric energy through reverse dragging of a motor. After energy recovery, a certain safety distance is reserved between the own vehicle and the front vehicle in order to ensure driving safety. In order to meet the driving habits of different drivers, the safety distance is adaptively adjusted according to the driving style of the drivers. At present, the driving style determination does not consider the driving behavior of a driver in the automatic energy recovery process, so that the classification accuracy of the driving style is lower, the energy recovery efficiency is reduced, and good driving experience cannot be provided for a user.
Disclosure of Invention
In view of the above, an object of the present application is to provide a vehicle energy recovery method, a device, an electronic apparatus, and a vehicle, so as to solve the problem of low energy recovery efficiency caused by inaccurate driving style classification in an automatic energy recovery scene.
Based on the above object, a first aspect of the present application provides a vehicle energy recovery method, applied to a server, including:
receiving driving data sent by a vehicle end, wherein the driving data at least comprises driving behavior data when a vehicle is in an automatic energy recovery mode;
Determining the driving style of a driver according to the driving data;
and sending the driving style to the vehicle end so that the vehicle end controls the vehicle to perform automatic energy recovery according to the driving style.
Optionally, the determining the driving style of the driver according to the driving data includes:
determining a driving style index based on the driving data and a preset weight coefficient;
and determining the driving style based on the driving style index and a preset index range.
Optionally, the driving behavior data includes a probability that an accelerator pedal opening is not zero and a probability that a brake pedal opening is not zero when the vehicle is in the automatic energy recovery mode; the driving data also comprises the probability that the distance between the self vehicle and the front vehicle and the change rate of the accelerator pedal exceeds a preset threshold when the opening of the accelerator pedal is zero;
the determining the driving style index based on the driving data and the preset weight coefficient comprises the following steps:
and calculating to obtain the driving style index based on the distance between the self vehicle and the front vehicle when the opening degree of the accelerator pedal is zero, the probability that the change rate of the accelerator pedal exceeds a preset threshold value, the probability that the opening degree of the accelerator pedal is not zero, the probability that the opening degree of the brake pedal is not zero and the preset weight coefficient.
Optionally, the calculating the driving style index based on the distance between the own vehicle and the front vehicle when the opening degree of the accelerator pedal is zero, the probability that the change rate of the accelerator pedal exceeds a preset threshold, the probability that the opening degree of the accelerator pedal is not zero, the probability that the opening degree of the brake pedal is not zero, and the preset weight coefficient includes:
the driving style index f (xyzm) is determined by:
f(xyzm)＝Ax-By+Cz-Dm
wherein x represents the distance between the vehicle and the front vehicle when the opening degree of the accelerator pedal is zero, y represents the probability that the change rate of the accelerator pedal exceeds a preset threshold value, z represents the probability that the opening degree of the brake pedal is not zero, m represents the probability that the opening degree of the accelerator pedal is not zero, and A, B, C, D respectively represent preset weight coefficients corresponding to x, y, z, m.
Optionally, the driving style includes sports driving style, standard driving style, and cautious driving style; the determining the driving style based on the driving style index and a preset index range includes:
determining that the driving style is the sporty driving style in response to the driving style index being included in a preset index range corresponding to the sporty driving style;
determining that the driving style is the standard driving style in response to the driving style index being included in a preset index range corresponding to the standard driving style;
And determining that the driving style is the cautious driving style in response to the driving style index being included in a preset index range corresponding to the cautious driving style.
The second aspect of the present application also provides a vehicle energy recovery method, applied to a vehicle end, including:
transmitting driving data of a vehicle end to a service end in real time so that the service end can determine the driving style of a driver according to the driving data, wherein the driving data at least comprises driving behavior data when the vehicle is in an automatic energy recovery mode;
and controlling the vehicle to perform automatic energy recovery according to the driving style sent by the server.
Optionally, the controlling the vehicle to perform automatic energy recovery according to the driving style sent by the server includes:
determining a target safety distance between the own vehicle and the front vehicle according to the driving style;
determining a target deceleration in the automatic energy recovery process according to the target safe distance;
and controlling the vehicle to run according to the target deceleration so as to perform automatic energy recovery.
Optionally, the determining the target safe distance between the own vehicle and the front vehicle according to the driving style includes:
Acquiring a current vehicle speed, and determining an initial safety distance according to the current vehicle speed and a preset corresponding relation;
determining a correction factor based on the driving style;
and correcting the initial safety distance based on the correction coefficient to obtain the target safety distance.
A third aspect of the present application also provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable by the processor, the processor implementing the method according to the first or second aspect when executing the computer program.
A fourth aspect of the present application also provides a vehicle comprising:
a memory for storing executable program code;
a processor for calling and running the executable program code from the memory to cause the vehicle to perform the method according to the second aspect.
As can be seen from the foregoing, the method for recovering energy of a vehicle, the device, the electronic equipment and the vehicle provided by the application include receiving driving data sent by a vehicle end, where the driving data at least includes driving behavior data when the vehicle is in an automatic energy recovery mode, the driving behavior data when the vehicle is in the automatic energy recovery mode can reflect a matching degree of deceleration generated by the vehicle in the automatic energy recovery process and driving habit of a driver, if the matching degree is matched, the driver cannot generate driving behavior capable of adjusting the deceleration, if the matching degree is not matched, the driver adjusts the deceleration of the vehicle to meet driving requirements of the driver, but at the same time, the automatic energy recovery is interrupted, and the energy recovery efficiency is reduced. Therefore, the driving style of the driver is determined according to the driving data, and the driving style of the driver which is accurate in the automatic energy recovery mode can be ensured. The driving style is sent to the vehicle end, so that the vehicle end controls the vehicle to automatically recover energy according to the driving style, and the driving style determined at the moment is the driving style close to the driving habit of the driver, so that the driving requirement of the driver can be met in the energy recovery process, the driving habit of the driver is closed, the energy recovery is prevented from being stopped due to the fact that the driver takes corresponding driving behaviors, and accordingly the energy recovery efficiency is improved, and the driving experience and comfort of the driver are also improved.
Drawings
In order to more clearly illustrate the technical solutions of the present application or related art, the drawings that are required to be used in the description of the embodiments or related art will be briefly described below, and it is apparent that the drawings in the following description are only embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort to those of ordinary skill in the art.
FIG. 1 is a schematic flow chart of a method of recovering energy of a vehicle according to an embodiment of the present application;
FIG. 2 is a flow chart of a method of recovering energy of a vehicle according to another embodiment of the present application;
FIG. 3 is a schematic structural view of an energy recovery device of a vehicle according to an embodiment of the present application;
FIG. 4 is a schematic structural view of an energy recovery device of a vehicle according to another embodiment of the present application;
fig. 5 is a schematic diagram of a hardware structure of an electronic device according to an embodiment of the present application.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail below with reference to the accompanying drawings.
It should be noted that unless otherwise defined, technical or scientific terms used in the embodiments of the present application should be given the ordinary meaning as understood by one of ordinary skill in the art to which the present application belongs. The terms "first," "second," and the like, as used in embodiments of the present application, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that elements or items preceding the word are included in the element or item listed after the word and equivalents thereof, but does not exclude other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", etc. are used merely to indicate relative positional relationships, which may also be changed when the absolute position of the object to be described is changed.
As described in the background art, when the automatic energy recovery function of the new energy vehicle type performs adaptive recovery with the previous vehicle as a target, a certain distance, that is, a safety distance, is maintained between the new energy vehicle type and the previous vehicle after the recovery is completed. The safety distance is usually a fixed value under each vehicle speed, and partial car following effect can be lost when the safety distance is set too large, and the risk of rear-end collision exists when the safety distance is set too small. Accordingly, the safety distance is set as a dynamic safety distance that can be adjusted according to the driving style of the driver in the related art. At present, the determination of the driving style is only based on the vehicle speed and the distance between the front and rear vehicles, and the satisfaction degree of the driver on the vehicle deceleration in the automatic energy recovery process cannot be well reflected. If the driver is not satisfied with the vehicle deceleration, i.e., the vehicle deceleration does not match the driving habit of the driver, the driver adjusts the vehicle deceleration by depressing the accelerator pedal or the brake pedal, which may cause interruption of the automatic energy recovery function and a decrease in energy recovery efficiency. In view of this, the application provides an energy recovery method for a vehicle to solve the problem of low energy recovery efficiency caused by inaccurate driving style classification in an automatic energy recovery scene.
Embodiments of the present application are described in detail below with reference to the accompanying drawings.
The application provides an energy recovery method of a vehicle, which is applied to a server, and referring to fig. 1, the energy recovery method comprises the following steps:
step 102, receiving driving data sent by a vehicle end, wherein the driving data at least comprises driving behavior data when the vehicle is in an automatic energy recovery mode.
In this embodiment, the server may be a cloud, a cloud platform, or a third party server. The vehicle end sends driving data generated when the driver drives the vehicle to the service end in real time, and the service end determines the driving style of the driver according to the driving data. In order to be able to improve the energy recovery efficiency of the vehicle, it is necessary to determine the driving style of the driver from the driving behavior of the driver generated during the current vehicle automatic energy recovery mode, so that the determined driving style can be relatively close to the driving habit of the driver. In the automatic energy recovery process, the vehicle will generate a certain deceleration, if the driver thinks the deceleration is smaller, the brake pedal will be depressed, the deceleration is increased, if the driver thinks the deceleration is larger, the accelerator pedal will be depressed to reduce the deceleration or generate acceleration, whether the brake pedal or the accelerator pedal is depressed will result in the automatic energy recovery to be terminated, and the vehicle will return to the automatic energy recovery function. In order to avoid that the driver generates driving behavior capable of influencing the driving speed of the vehicle during the automatic energy recovery process of the vehicle, the driving style of the driver needs to be determined in combination with the driving behavior generated by the driver during the historical automatic energy recovery process, that is, the driving data sent from the vehicle end to the service end at least needs to include the driving behavior data when the vehicle is in the automatic energy recovery mode.
And 104, determining the driving style of the driver according to the driving data.
Specifically, the deceleration generated in the automatic energy recovery mode is usually calibrated according to historical data and driving safety data of a plurality of drivers, and the universal driving habits of most drivers can be represented on the basis of ensuring driving safety. If the driving behavior data is that the brake pedal is depressed, the driver considers that the deceleration generated in the automatic energy recovery mode is smaller, and the deceleration needs to be increased to achieve the purpose of quickly slowing down the vehicle speed, so that a larger safety distance is kept from the front vehicle. This illustrates that the current driving style of the driver is biased towards cautious type compared to the driving habits of most drivers. In contrast, if the driving behavior data is that the accelerator pedal is depressed, it is indicated that the driver considers that the deceleration generated in the automatic energy recovery mode is larger, the deceleration needs to be reduced to achieve slow reduction of the vehicle speed or acceleration is generated to increase the vehicle speed, and correspondingly, a small safety distance is kept from the front vehicle, and this condition indicates that the driving style of the current driver is biased to the sport type and is more aggressive. Therefore, the driving behavior data of the vehicle in the automatic energy recovery mode can intuitively reflect the driving style of the driver, and is beneficial to the follow-up safety distance between the vehicle and the front vehicle determined according to the driving style to be close to the driving habit of the driver.
It should be noted that, if the driving data generated during the driving of the current vehicle is insufficient to determine the driving style, the energy recovery strategy may be determined by using the default driving style of the vehicle end until the driving style can be accurately calculated and determined by the driving data uploaded to the server end, and then the vehicle end executes the subsequent automatic energy recovery according to the latest determined driving style. In addition, the driving style of the same driver may change in different periods, and since the driving data in this embodiment is collected in real time, the currently determined driving style can always conform to the current driving habit of the driver, so as to adapt to the change of the driving style of the driver.
And 106, transmitting the driving style to the vehicle end so that the vehicle end controls the vehicle to automatically recover energy according to the driving style.
After the driving style of the driver is determined by the service end, the driving style is sent to the vehicle end, and the vehicle end controller formulates corresponding energy recovery strategies according to the driving style, such as determining a safe distance, deceleration and the like, so that driving experience and comfort of the driver are improved in an automatic energy recovery process, driving behaviors of the driver, which interrupt energy recovery, are avoided, and energy recovery efficiency is improved.
Based on the above steps 102 to 106, the vehicle energy recovery method provided in this embodiment includes receiving driving data sent by a vehicle end, where the driving data includes at least driving behavior data when the vehicle is in an automatic energy recovery mode, the driving behavior data when the vehicle is in the automatic energy recovery mode can reflect a matching degree between a deceleration generated by the vehicle and a driving habit of a driver in the automatic energy recovery process, if the deceleration is matched with the driving habit, the driver cannot generate a driving behavior capable of adjusting the deceleration, if the deceleration is not matched with the driving behavior, the driver adjusts the deceleration of the vehicle to meet a driving requirement of the driver, but at the same time, the automatic energy recovery is interrupted, and the energy recovery efficiency is reduced. Therefore, the driving style of the driver is determined according to the driving data, and the driving style of the driver which is accurate in the automatic energy recovery mode can be ensured. The driving style is sent to the vehicle end, so that the vehicle end controls the vehicle to automatically recover energy according to the driving style, and the driving style determined at the moment is the driving style close to the driving habit of the driver, so that the driving requirement of the driver can be met in the energy recovery process, the driving habit of the driver is closed, the energy recovery is prevented from being stopped due to the fact that the driver takes corresponding driving behaviors, and accordingly the energy recovery efficiency is improved, and the driving experience and comfort of the driver are also improved.
The following describes a driving style determination method by a specific embodiment.
In some embodiments, the determining the driving style of the driver according to the driving data includes:
determining a driving style index based on the driving data and a preset weight coefficient;
and determining the driving style based on the driving style index and a preset index range.
Specifically, the driving data includes a plurality of variables capable of affecting the driving style index, such as the distance between the vehicle and the preceding vehicle, the opening degree and the frequency of the brake pedal or the accelerator pedal, etc., each variable is assigned with a corresponding weight coefficient, the weight coefficient reflects the importance degree of the variable on the driving style, the weight coefficient can be calibrated in advance according to the actual driving situation, and the sum of the weight coefficients of different variables is 1. After the driving style index is determined based on the driving data and the preset weight coefficient, the driving style is determined according to the preset index range. Each driving style corresponds to a preset index range, and the driving style indexes in the index range correspond to the same driving style. Illustratively, the driving style includes three types, respectively: sports, standard, and discreet. The preset index range corresponding to the sport type is [ a, b ], the preset index range corresponding to the standard type is (b, c), and the preset index range corresponding to the caution type is (c, d), wherein a < b < c < d. If the determined driving style index is in the range of [ a, b ], the driving style is the sport style.
It should be noted that the above three driving styles are only exemplary, and the setting of the driving style may be increased or decreased appropriately according to the actual driving situation, and the preset index range may be increased or decreased accordingly.
The method of determining the driving style index is described below by way of specific examples.
In some embodiments, the driving behavior data includes a probability that an accelerator pedal opening is non-zero and a probability that a brake pedal opening is non-zero when the vehicle is in an automatic energy recovery mode; the driving data also comprises the probability that the distance between the self vehicle and the front vehicle and the change rate of the accelerator pedal exceeds a preset threshold when the opening of the accelerator pedal is zero;
the determining the driving style index based on the driving data and the preset weight coefficient comprises the following steps:
and calculating to obtain the driving style index based on the distance between the self vehicle and the front vehicle when the opening degree of the accelerator pedal is zero, the probability that the change rate of the accelerator pedal exceeds a preset threshold value, the probability that the opening degree of the accelerator pedal is not zero, the probability that the opening degree of the brake pedal is not zero and the preset weight coefficient.
Specifically, in the present embodiment, the driving behavior data includes a probability that the accelerator pedal opening is not zero and a probability that the brake pedal opening is not zero in the automatic energy recovery mode. The probability that the opening of the accelerator pedal is not zero, m% = the number of times the accelerator pedal is stepped on when the automatic energy recovery function is activated/the number of times the automatic energy recovery function is activated, is based on accumulated data statistics, that is, statistics according to all driving data uploaded to the server by the vehicle end. For example, the number of times the automatic energy recovery function is activated is 10 times and the number of times the accelerator pedal is stepped on when the automatic energy recovery function is activated is 5 times within a period of time, so that the probability of the accelerator pedal opening being non-zero m% = 5/10=50%, and in the automatic energy recovery process, once the accelerator pedal is stepped on, the vehicle exits the automatic energy recovery function.
Probability z% = number of times the brake pedal is depressed/number of times the automatic energy recovery function is activated when the brake pedal opening is not zero, the probability that the brake pedal opening is not zero is also counted according to all driving data uploaded to the service end by the vehicle end. Illustratively, the number of times the automatic energy recovery function is activated is 10 and the number of times the brake pedal is depressed when the automatic energy recovery function is activated is 4 over a period of time, the probability z% of the brake pedal opening being non-zero is 4/10=40%.
The driving data also comprises the distance between the self-vehicle and the front vehicle when the opening degree of the accelerator pedal is zero and the probability that the change rate of the accelerator pedal exceeds a preset threshold, wherein the distance x between the self-vehicle and the front vehicle when the opening degree of the accelerator pedal is zero is counted according to all driving data uploaded to a service end by a vehicle end, and the arithmetic average value of the distances between all recorded self-vehicles and the front vehicle is taken. For example, when the distance between the host vehicle and the preceding vehicle is 3 times when the opening of the accelerator pedal received by the cloud is zero in a period of time, and is 8m, 6m and 10m respectively, the distance between the host vehicle and the preceding vehicle when the opening of the accelerator pedal is zero in the period of time= (8+6+10)/3=8m.
The probability y% that the accelerator pedal change rate exceeds the preset threshold value=the number of times that the accelerator pedal change rate exceeds the preset threshold value/the number of times that the accelerator pedal opening degree changes, for example, the preset threshold value may be 60%, the accelerator pedal change rate exceeding 60% indicates that the accelerator pedal opening degree changes relatively more back and forth, at this time, the vehicle is in a state of rapid acceleration or rapid deceleration, and the greater the probability that the accelerator pedal change rate exceeds 60% indicates that the driving style of the driver is more aggressive. If the number of times of the change of the accelerator pedal opening is 10 times within a period of time, wherein the number of times of the change rate of the accelerator pedal exceeds the preset threshold is 6 times, the probability y% of the change rate of the accelerator pedal exceeding the preset threshold is 6/10=60%.
After the four variables are determined, a corresponding preset weight system can be allocated to each variable, and the driving style index is calculated based on the four variables and the corresponding preset weight coefficients. The method for determining the driving style index comprehensively considers various variables capable of influencing the driving style index, so that the calculated driving style index is more accurate and can be matched with the driving habit of a driver. And proper influence degrees are allocated to different variables through the weight coefficients, and the proportion of the different variables in the driving style index is adjusted so that the calculated driving style index is more accurate and reasonable.
In some embodiments, the calculating the driving style index based on the distance between the own vehicle and the preceding vehicle when the accelerator pedal opening is zero, the probability that the accelerator pedal change rate exceeds a preset threshold, the probability that the accelerator pedal opening is non-zero, the probability that the brake pedal opening is non-zero, and the preset weight coefficient includes:
the driving style index f (xyzm) is determined by:
f(xyzm)＝Ax-By+Cz-Dm
wherein x represents the distance between the vehicle and the front vehicle when the opening degree of the accelerator pedal is zero, y represents the probability that the change rate of the accelerator pedal exceeds a preset threshold value, z represents the probability that the opening degree of the brake pedal is not zero, m represents the probability that the opening degree of the accelerator pedal is not zero, and A, B, C, D respectively represent preset weight coefficients corresponding to x, y, z, m. For example, A, B, C, D can be 0.4, 0.1, 0.3, 0.2, respectively. After the variable of the driving style index is increased or decreased, the variable in the formula and the corresponding preset weight coefficient are adjusted accordingly. As can be seen from the above formula, the larger the values of the variables x and z, the larger the driving style index, which indicates the more careful the driving style of the driver; the larger the values of the variables y and m, the smaller the driving style index, which indicates the more aggressive the driving style of the driver.
The method for determining the driving style index comprehensively considers various variables capable of influencing the driving style index, so that the calculated driving style index is more accurate and can be matched with the driving habit of a driver. And proper influence degrees are allocated to different variables through the weight coefficients, and the proportion of the different variables in the driving style index is adjusted so that the calculated driving style index is more accurate and reasonable.
The embodiment of the application also provides an energy recovery method of a vehicle, which is applied to a vehicle end, and referring to fig. 2, the method comprises the following steps:
step 202, sending driving data of a vehicle end to a service end in real time, so that the service end determines driving style of a driver according to the driving data, wherein the driving data at least comprises driving behavior data when the vehicle is in an automatic energy recovery mode.
Specifically, the vehicle generates driving data in real time during the driving process, and the vehicle end uploads the driving data generated in real time to the service end, and the driving data can be uploaded to the service end by the vehicle end electronic control unit ECU (Electronic Control Unit) for the service end to determine the driving style of the current driver according to the driving data. The driving data at least comprises driving behavior data when the vehicle is in an automatic energy recovery mode. In order to avoid that the driver generates driving behavior which can influence the driving speed of the vehicle during the automatic energy recovery process of the vehicle, the driving style needs to be determined in combination with the driving behavior generated by the driver during the historical automatic energy recovery process, that is, the driving data sent to the service end at the vehicle end at least needs to include the driving behavior data when the vehicle is in the automatic energy recovery mode, and the determined driving style can be close to the driving habit of the driver. The determination of the driving style is the same as in the previous embodiment and will not be described here again.
And 204, controlling the vehicle to perform automatic energy recovery according to the driving style sent by the server.
Specifically, after the driving style sent by the server is received, the vehicle end formulates an automatic energy recovery strategy according to the driving style, so that the change of the vehicle speed in the automatic energy recovery process can be matched with the driving habit of a driver, and the situation that the driver adjusts the vehicle speed in the automatic energy recovery process to cause the interruption of the energy recovery process is avoided.
Based on the steps 202 to 204, the vehicle end controls the vehicle to perform automatic energy recovery according to the driving style sent by the service end, so that the driving behavior of the driver for adjusting the vehicle speed in the automatic energy recovery process can be avoided to the greatest extent, the change of the vehicle speed in the automatic energy recovery process is close to the driving habit of the driver, and the energy recovery efficiency is improved.
After the driving style is determined, how the vehicle is controlled for automatic energy recovery according to the driving style is specifically described by the following examples.
In some embodiments, the controlling the vehicle to perform automatic energy recovery according to the driving style sent by the server includes:
determining a target safety distance between the own vehicle and the front vehicle according to the driving style;
Determining a target deceleration in the automatic energy recovery process according to the target safe distance;
and controlling the vehicle to run according to the target deceleration so as to perform automatic energy recovery.
Specifically, when determining the automatic energy recovery strategy according to the driving style, it is necessary to first determine the target safety distance between the own vehicle and the front vehicle, that is, the distance between the own vehicle and the front vehicle that needs to be maintained after the energy recovery is completed. The target safe distance needs to be determined jointly in connection with the driving style and the current vehicle speed. After the target safe distance is determined, the distance to be passed when the vehicle runs to the target safe distance with the front vehicle can be calculated, and the proper target deceleration is determined according to the distance, so that the vehicle speed is gradually reduced after the vehicle runs according to the target deceleration on the basis of the current speed until the target safe distance with the front vehicle can be maintained, and the vehicle is stopped or in a following state. Because the target safe distance is determined according to the driving style of the driver, the change of the vehicle speed in the automatic energy recovery process can be matched with the driving habit of the driver, so that the driving sensitivity and comfort of the driver are improved, the driver does not need to actively adjust the vehicle speed in the automatic energy recovery process, and the purpose of keeping a proper safe distance with the front vehicle can be achieved by proper vehicle speed. Meanwhile, the vehicle finishes energy recovery, so that the energy recovery efficiency is improved, and further the driving mileage of the vehicle is improved.
The method of determining the target safe distance is described below by way of specific examples.
In some embodiments, the determining the target safe distance between the own vehicle and the preceding vehicle according to the driving style includes:
acquiring a current vehicle speed, and determining an initial safety distance according to the current vehicle speed and a preset corresponding relation;
determining a correction factor based on the driving style;
and correcting the initial safety distance based on the correction coefficient to obtain the target safety distance.
Specifically, the corresponding relation between the vehicle speed and the initial safety distance in the standard driving style is calibrated in the preset corresponding relation, and the vehicle speed corresponds to the initial safety distance one by one. The vehicle end stores a preset corresponding relation in a form of a table in advance, and when the target safety distance needs to be determined, the vehicle end firstly acquires the current vehicle speed. And inquiring the corresponding initial safety distance in a preset corresponding relation table according to the current vehicle speed. The preset correspondence table is shown in table 1 below. As can be seen from table 1, when the vehicle speed is 10km/h, the corresponding initial safety distance is 8m, and when the vehicle speed is 20km/h, the corresponding initial safety distance is 10m. Similarly, the corresponding initial safe distance at each vehicle speed can be determined. It should be noted that, for the vehicle speed that is not calibrated in the preset correspondence table, the initial safe distance may be determined according to an interpolation method.
Table 1 preset correspondence table
Speed km/h 10 20 30 40 50 60 …
Initial safety distance M1 8 10 15 20 25 30 …
Different driving styles correspond to different correction coefficients, and the initial safety distance in the preset corresponding relation table can be corrected according to the correction coefficients so that the finally determined target safety distance is matched with the driving style of the driver. For example, if the driving style includes sporty, standard, and cautious, the corresponding correction factors may be 0.8, 1, and 1.2. That is, if the driving style is sporty, the safety distance is correspondingly shortened, and if the driving style is cautious, the safety distance is correspondingly increased. The corresponding relation between the vehicle speed and the target safe distance in the sport driving style is shown in table 2, the corresponding relation between the vehicle speed and the target safe distance in the standard driving style is shown in table 3, and the corresponding relation between the vehicle speed and the target safe distance in the cautious driving style is shown in table 4.
Table 2 correspondence table of sports driving style
Speed km/h 10 20 30 40 50 60 …
M1*0.8 6.4 8 12 16 20 24 …
Table 3 correspondence table of standard driving style
Speed km/h 10 20 30 40 50 60 …
M1*1 8 10 15 20 25 30 …
Table 4 correspondence table of discreet driving styles
Speed km/h 10 20 30 40 50 60 …
M1*1.2 9.6 12 18 24 30 36 …
According to the driving style, the initial safety distance is corrected by different correction coefficients, so that the finally determined target safety distance is matched with the driving style of the driver, the energy recovery efficiency is improved, and meanwhile, the experience and comfort of the driver in the energy recovery process are improved.
It should be noted that, the method of the embodiments of the present application may be performed by a single device, for example, a computer or a server. The method of the embodiment can also be applied to a distributed scene, and is completed by mutually matching a plurality of devices. In the case of such a distributed scenario, one of the devices may perform only one or more steps of the methods of embodiments of the present application, and the devices may interact with each other to complete the methods.
It should be noted that some embodiments of the present application are described above. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments described above and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
Based on the same inventive concept, the application also provides an energy recovery device of the vehicle, corresponding to the method of any embodiment.
Referring to fig. 3, the energy recovery device of a vehicle includes:
the receiving module 302 is configured to receive driving data sent by a vehicle end, wherein the driving data at least comprises driving behavior data when the vehicle is in an automatic energy recovery mode;
a determining module 304 configured to determine a driving style of the driver from the driving data;
the first sending module 306 is configured to send the driving style to the vehicle end, so that the vehicle end controls the vehicle to perform automatic energy recovery according to the driving style.
In some embodiments, the determining module 304 is further configured to determine a driving style index based on the driving data and a preset weight coefficient; and determining the driving style based on the driving style index and a preset index range.
In some embodiments, the driving behavior data includes a probability that an accelerator pedal opening is non-zero and a probability that a brake pedal opening is non-zero when the vehicle is in an automatic energy recovery mode; the driving data also comprises the probability that the distance between the self vehicle and the front vehicle and the change rate of the accelerator pedal exceeds a preset threshold when the opening of the accelerator pedal is zero; the determining module 304 is further configured to calculate the driving style index based on a distance between the own vehicle and the preceding vehicle when the accelerator pedal opening is zero, a probability that the accelerator pedal change rate exceeds a preset threshold, a probability that the accelerator pedal opening is not zero, a probability that the brake pedal opening is not zero, and the preset weight coefficient.
In some embodiments, the determination module 304 is further configured to determine the driving style index f (xyzm) by:
f(xyzm)＝Ax-By+Cz-Dm
wherein x represents the distance between the vehicle and the front vehicle when the opening degree of the accelerator pedal is zero, y represents the probability that the change rate of the accelerator pedal exceeds a preset threshold value, z represents the probability that the opening degree of the brake pedal is not zero, m represents the probability that the opening degree of the accelerator pedal is not zero, and A, B, C, D respectively represent preset weight coefficients corresponding to x, y, z, m.
In some embodiments, the driving style includes sporty driving style, standard driving style, and discreet driving style; the determining module 304 is further configured to determine that the driving style is the sporty driving style in response to the driving style index being included in a preset index range corresponding to the sporty driving style;
determining that the driving style is the standard driving style in response to the driving style index being included in a preset index range corresponding to the standard driving style;
and determining that the driving style is the cautious driving style in response to the driving style index being included in a preset index range corresponding to the cautious driving style.
Based on the same inventive concept, the application also provides an energy recovery device of the vehicle, corresponding to the method of any embodiment.
Referring to fig. 4, the energy recovery device of a vehicle includes:
the second sending module 402 is configured to send driving data of the vehicle end to the service end in real time, so that the service end determines a driving style of a driver according to the driving data, wherein the driving data at least comprises driving behavior data when the vehicle is in an automatic energy recovery mode;
the control module 404 is configured to control the vehicle to perform automatic energy recovery according to the driving style sent by the server.
In some embodiments, the control module 404 is further configured to determine a target safe distance between the host vehicle and the lead vehicle according to the driving style; determining a target deceleration in the automatic energy recovery process according to the target safe distance; and controlling the vehicle to run according to the target deceleration so as to perform automatic energy recovery.
In some embodiments, the control module 404 is further configured to obtain a current vehicle speed, and determine an initial safe distance according to the current vehicle speed and a preset correspondence; determining a correction factor based on the driving style; and correcting the initial safety distance based on the correction coefficient to obtain the target safety distance.
For convenience of description, the above devices are described as being functionally divided into various modules, respectively. Of course, the functions of each module may be implemented in the same piece or pieces of software and/or hardware when implementing the present application.
The device of the foregoing embodiment is used to implement the energy recovery method of the vehicle corresponding to any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which are not described herein.
Based on the same inventive concept, the application also provides an electronic device corresponding to the method of any embodiment, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor realizes the method for recovering energy of the vehicle according to any embodiment when executing the program.
Fig. 5 shows a more specific hardware architecture of an electronic device according to this embodiment, where the device may include: a processor 1010, a memory 1020, an input/output interface 1030, a communication interface 1040, and a bus 1050. Wherein processor 1010, memory 1020, input/output interface 1030, and communication interface 1040 implement communication connections therebetween within the device via a bus 1050.
The processor 1010 may be implemented by a general-purpose CPU (Central Processing Unit ), microprocessor, application specific integrated circuit (Application Specific Integrated Circuit, ASIC), or one or more integrated circuits, etc. for executing relevant programs to implement the technical solutions provided in the embodiments of the present disclosure.
The Memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory ), static storage device, dynamic storage device, or the like. Memory 1020 may store an operating system and other application programs, and when the embodiments of the present specification are implemented in software or firmware, the associated program code is stored in memory 1020 and executed by processor 1010.
The input/output interface 1030 is used to connect with an input/output module for inputting and outputting information. The input/output module may be configured as a component in a device (not shown) or may be external to the device to provide corresponding functionality. Wherein the input devices may include a keyboard, mouse, touch screen, microphone, various types of sensors, etc., and the output devices may include a display, speaker, vibrator, indicator lights, etc.
Communication interface 1040 is used to connect communication modules (not shown) to enable communication interactions of the present device with other devices. The communication module may implement communication through a wired manner (such as USB, network cable, etc.), or may implement communication through a wireless manner (such as mobile network, WIFI, bluetooth, etc.).
Bus 1050 includes a path for transferring information between components of the device (e.g., processor 1010, memory 1020, input/output interface 1030, and communication interface 1040).
It should be noted that although the above-described device only shows processor 1010, memory 1020, input/output interface 1030, communication interface 1040, and bus 1050, in an implementation, the device may include other components necessary to achieve proper operation. Furthermore, it will be understood by those skilled in the art that the above-described apparatus may include only the components necessary to implement the embodiments of the present description, and not all the components shown in the drawings.
The electronic device of the foregoing embodiment is configured to implement the energy recovery method of the vehicle according to any one of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which is not described herein.
Based on the same inventive concept, corresponding to any of the above-described embodiment methods, the present application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to perform the energy recovery method of a vehicle as described in any of the above-described embodiments.
The computer readable media of the present embodiments, including both permanent and non-permanent, removable and non-removable media, may be used to implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device.
The storage medium of the above embodiment stores computer instructions for causing the computer to execute the energy recovery method of the vehicle according to any one of the above embodiments, and has the advantages of the corresponding method embodiments, which are not described herein.
Those of ordinary skill in the art will appreciate that: the discussion of any of the embodiments above is merely exemplary and is not intended to suggest that the scope of the application (including the claims) is limited to these examples; the technical features of the above embodiments or in the different embodiments may also be combined within the idea of the present application, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of brevity.
Additionally, well-known power/ground connections to Integrated Circuit (IC) chips and other components may or may not be shown within the provided figures, in order to simplify the illustration and discussion, and so as not to obscure the embodiments of the present application. Furthermore, the devices may be shown in block diagram form in order to avoid obscuring the embodiments of the present application, and this also takes into account the fact that specifics with respect to implementation of such block diagram devices are highly dependent upon the platform on which the embodiments of the present application are to be implemented (i.e., such specifics should be well within purview of one skilled in the art). Where specific details (e.g., circuits) are set forth in order to describe example embodiments of the application, it should be apparent to one skilled in the art that embodiments of the application can be practiced without, or with variation of, these specific details. Accordingly, the description is to be regarded as illustrative in nature and not as restrictive.
While the present application has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of those embodiments will be apparent to those skilled in the art in light of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.
The present embodiments are intended to embrace all such alternatives, modifications and variances which fall within the broad scope of the appended claims. Accordingly, any omissions, modifications, equivalents, improvements and/or the like which are within the spirit and principles of the embodiments are intended to be included within the scope of the present application.

Claims (10)

1. An energy recovery method for a vehicle, applied to a server, comprising:
receiving driving data sent by a vehicle end, wherein the driving data at least comprises driving behavior data when a vehicle is in an automatic energy recovery mode;
determining the driving style of a driver according to the driving data;
and sending the driving style to the vehicle end so that the vehicle end controls the vehicle to perform automatic energy recovery according to the driving style.
2. The method of claim 1, wherein said determining a driving style of a driver from said driving data comprises:
Determining a driving style index based on the driving data and a preset weight coefficient;
and determining the driving style based on the driving style index and a preset index range.
3. The method of claim 2, wherein the driving behavior data includes a probability that an accelerator pedal opening is non-zero and a probability that a brake pedal opening is non-zero when the vehicle is in an automatic energy recovery mode; the driving data also comprises the probability that the distance between the self vehicle and the front vehicle and the change rate of the accelerator pedal exceeds a preset threshold when the opening of the accelerator pedal is zero;
the determining the driving style index based on the driving data and the preset weight coefficient comprises the following steps:
and calculating to obtain the driving style index based on the distance between the self vehicle and the front vehicle when the opening degree of the accelerator pedal is zero, the probability that the change rate of the accelerator pedal exceeds a preset threshold value, the probability that the opening degree of the accelerator pedal is not zero, the probability that the opening degree of the brake pedal is not zero and the preset weight coefficient.
4. The method according to claim 3, wherein the calculating the driving style index based on the distance of the own vehicle from the preceding vehicle when the accelerator pedal opening is zero, the probability that the accelerator pedal change rate exceeds a preset threshold, the probability that the accelerator pedal opening is non-zero, the probability that the brake pedal opening is non-zero, and the preset weight coefficient includes:
The driving style index f (xyzm) is determined by:
f(xyzm)＝Ax-By+Cz-Dm
wherein x represents the distance between the vehicle and the front vehicle when the opening degree of the accelerator pedal is zero, y represents the probability that the change rate of the accelerator pedal exceeds a preset threshold value, z represents the probability that the opening degree of the brake pedal is not zero, m represents the probability that the opening degree of the accelerator pedal is not zero, and A, B, C, D respectively represent preset weight coefficients corresponding to x, y, z, m.
5. The method of claim 2, wherein the driving style comprises a sporty driving style, a standard driving style, and a discreet driving style; the determining the driving style based on the driving style index and a preset index range includes:
determining that the driving style is the sporty driving style in response to the driving style index being included in a preset index range corresponding to the sporty driving style;
determining that the driving style is the standard driving style in response to the driving style index being included in a preset index range corresponding to the standard driving style;
and determining that the driving style is the cautious driving style in response to the driving style index being included in a preset index range corresponding to the cautious driving style.
6. A method of recovering energy of a vehicle, applied to a vehicle end, comprising:
transmitting driving data of a vehicle end to a service end in real time so that the service end can determine the driving style of a driver according to the driving data, wherein the driving data at least comprises driving behavior data when the vehicle is in an automatic energy recovery mode;
and controlling the vehicle to perform automatic energy recovery according to the driving style sent by the server.
7. The method of claim 6, wherein controlling the vehicle to perform automatic energy recovery according to the driving style sent by the server comprises:
determining a target safety distance between the own vehicle and the front vehicle according to the driving style;
determining a target deceleration in the automatic energy recovery process according to the target safe distance;
and controlling the vehicle to run according to the target deceleration so as to perform automatic energy recovery.
8. The method of claim 7, the determining a target safe distance between a host vehicle and a preceding vehicle from the driving style, comprising:
acquiring a current vehicle speed, and determining an initial safety distance according to the current vehicle speed and a preset corresponding relation;
determining a correction factor based on the driving style;
And correcting the initial safety distance based on the correction coefficient to obtain the target safety distance.
9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the method of any one of claims 1 to 5 or 6 to 8 when the program is executed.
10. A vehicle, characterized in that the vehicle comprises:
a memory for storing executable program code;
a processor for calling and running the executable program code from the memory to cause the vehicle to perform the method of any one of claims 6 to 8.
CN202311436102.3A 2023-10-31 2023-10-31 Vehicle energy recovery method and device, electronic equipment and vehicle Pending CN117261609A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
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Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202311436102.3A CN117261609A (en) 2023-10-31 2023-10-31 Vehicle energy recovery method and device, electronic equipment and vehicle

Publications (1)

Publication Number Publication Date
CN117261609A true CN117261609A (en) 2023-12-22

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Country Link
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