CN117901893A

CN117901893A - Driving evaluation method and system, new energy vehicle and computer readable storage medium

Info

Publication number: CN117901893A
Application number: CN202211246363.4A
Authority: CN
Inventors: 柯意; 张伟; 李云虹
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2022-10-12
Filing date: 2022-10-12
Publication date: 2024-04-19
Also published as: WO2024078181A1

Abstract

The application discloses a driving evaluation method and system, a new energy vehicle and a computer readable storage medium, wherein the driving evaluation method comprises the steps of obtaining driving information of the driving process of the new energy vehicle, calculating unnecessary energy consumption index data in the driving process according to the driving information, generating driving advice information for reducing the unnecessary energy consumption index data, and finally outputting the unnecessary energy consumption index data and the driving advice information, so that a driver can know own energy saving and emission reduction performance and know how to improve driving behaviors, thereby helping the driver to establish greener and energy saving driving habits and improving the energy recovery efficiency of the new energy vehicle.

Description

Driving evaluation method and system, new energy vehicle and computer readable storage medium

Technical Field

The application relates to the technical field of vehicle driving, in particular to a driving evaluation method and system, a new energy vehicle and a computer readable storage medium.

Background

The new energy vehicle has important effects on energy conservation and emission reduction. New energy vehicles often employ a motor as a power source. The motor may be used as a driving motor to output power or as a generator to absorb power. Therefore, during the sliding and braking process of the new energy vehicle, the motor can be used as a generator to recover energy, and the recovered energy is stored in a battery and can be used for driving.

There are many solutions for new energy vehicle energy recovery under coasting and braking conditions. These solutions focus on how to achieve optimal distribution of the energy recovery torque and the wheel braking torque. However, in the actual driving process, it is difficult for the driver to completely follow the optimal allocation scheme set by the vehicle manufacturer to control the new energy vehicle, so that the actual efficiency of the energy recovery system of the new energy vehicle deviates from the theoretical optimal efficiency, and the driver cannot learn the energy saving and emission reduction performance of the driver.

Disclosure of Invention

An object of the present application is to provide a driving evaluation method by obtaining driving information of a new energy vehicle driving course, then calculating unnecessary energy consumption index data in the driving course from the driving information, and generating driving advice information for reducing the unnecessary energy consumption index data, and then outputting the unnecessary energy consumption index data and the driving advice information. Therefore, the driver can clearly and specifically know the lifting space of the driver in the aspect of energy conservation and emission reduction, and can know which driving behaviors can be adjusted to improve the energy conservation and emission reduction performance of the driver, so that the driver can be helped to establish greener and energy-saving driving habits, and the energy recovery efficiency is improved.

An object of the present application is to provide a driving evaluation method, which can provide driving advice information for a driver of a new energy vehicle, wherein the driving advice information includes at least one of emergency braking times, maximum braking deceleration, minimum following distance and increased coasting condition, which can be reduced in a certain mileage during driving. In this way, the driver can know very clearly how to improve the driving behavior.

An object of the present application is to provide a driving evaluation method, which can calculate a theoretical optimal solution for energy recovery of a new energy vehicle according to driving information, calculate an energy value of the new energy vehicle which is necessary to be consumed in driving according to the driving information, calculate an energy value of unnecessary consumption according to the theoretical optimal solution and the energy value of the necessary to be consumed, and obtain unnecessary energy consumption index data according to the energy value of the unnecessary consumption. Therefore, the energy saving and emission reduction performance of the driver can be quantified, and the energy saving and emission reduction performance of the driver is more specific and understandable.

It is an object of the present application to provide a driving evaluation method in which unnecessary energy consumption index data includes at least one of the following indexes: energy value, fuel consumption, carbon emissions, and/or carbon dioxide emissions. Obviously, unnecessary energy consumption can be converted into different index data, so that the understanding is more convenient.

An object of the present application is to provide a driving evaluation method in which driving information includes vehicle running information and driving environment information during driving of a new energy vehicle. The vehicle running information comprises vehicle acceleration, wheel center speed, wheel angular acceleration, a brake pedal signal, a brake pressure signal, a current value and a voltage value of a motor during power generation, a current value and a voltage value of a battery during charging, and a current value and a voltage value of an electric appliance on the new energy vehicle. The driving environment information comprises vehicle-mounted camera signals and vehicle-mounted radar signals of the new energy vehicle. Therefore, the method can evaluate driving behaviors and provide driving advice based on various driving related information, so that the given evaluation can be ensured to be more accurate and reliable, and the given driving advice is more suitable for new energy vehicles.

An object of the present application is to provide a driving evaluation method in which driving information may further include road condition information such as a roadside camera signal and a roadside radar signal. Based on the method, when the energy value of the new energy vehicle which is necessary to consume in the driving process is calculated, the method can judge which energy consumption is necessary more accurately, so that the provided driving advice has more referential property.

An object of the present application is to provide a driving evaluation method, which includes determining whether driving information includes a brake pedal signal after driving information of a new energy vehicle during driving is obtained, determining a braking force demand of a driver according to the brake pedal signal when the driving information includes the brake pedal signal, and then generating a theoretical optimal distribution scheme of a motor energy recovery torque and a wheel braking torque of the new energy vehicle by a dynamic programming algorithm based on the braking force demand of the driver and the driving information. Based on the method, when no obstacle appears in front of the new energy vehicle, the new energy vehicle can be controlled to brake according to the theoretical optimal allocation scheme, so that the energy saving and emission reduction effects of the new energy vehicle can be effectively improved on the premise of ensuring the driving safety of the new energy vehicle.

An object of the present application is to provide a driving evaluation method that generates a theoretical optimal allocation scheme with the minimum energy loss in a braking process as a control target of a new energy vehicle, and the theoretical optimal allocation scheme satisfies constraint conditions: the energy recovery power of the motor does not exceed the difference between the maximum charging power of the battery and the current power consumption of the vehicle, the energy recovery power of the motor does not exceed the power generation power of the motor, and the wheel slip rate does not exceed a set threshold under the current braking force. Therefore, the new energy vehicle can reasonably and adaptively distribute the motor energy recovery torque and the wheel braking torque according to the driving condition, and the energy recovery efficiency is improved while the driving is not influenced.

An object of the present application is to provide a driving evaluation method that can output unnecessary energy consumption and driving advice information to a terminal, and display and/or voice-play the unnecessary energy consumption index data and the driving advice information through the terminal so that a driver can learn in time.

An object of the present application is to provide a driving evaluation method that can output unnecessary energy consumption and driving advice information at the time of driving so that a driver can learn in real time and improve driving behavior in real time. Of course, the method can also output unnecessary energy consumption and driving advice information after driving is finished, so that a driver can review driving performance of the whole complete range and know how to improve the driving behavior.

An object of the present application is to provide a driving evaluation system including a driving information acquisition module, a processing module, and an output module, which can acquire driving information of a new energy vehicle driving process through the driving information acquisition module, calculate unnecessary energy consumption index data in the driving process according to the driving information through the processing module, and generate driving advice information for reducing the unnecessary energy consumption index data, and output the unnecessary energy consumption index data and the driving advice information through the output module. Therefore, the driving evaluation system can quantify and evaluate the energy saving and emission reduction performance of the new energy vehicle in the driving process, and give targeted driving advice to help a driver improve driving behaviors.

It is an object of the present application to provide a driving evaluation system that can provide driving advice information according to actual driving conditions, which can include, for example, at least one of the number of emergency braking, the maximum braking deceleration, the minimum following distance, and the increase of a coasting condition, which can be reduced for a certain mileage during driving. These driving advice information contribute to the improvement of the energy recovery efficiency of the new energy vehicle.

An object of the present application is to provide a driving evaluation system that can flexibly generate corresponding unnecessary energy consumption index data according to different energy consumption indexes such as energy value, fuel consumption amount, carbon emission amount, carbon dioxide emission amount, and the like.

An object of the present application is to provide a new energy vehicle, which includes a processor and a memory, wherein the memory is used for storing a plurality of program instructions, and the processor implements the driving evaluation method when calling the program instructions.

It is an object of the present application to provide a computer readable storage medium storing a plurality of program instructions adapted to be loaded by a processor and to perform the above-described driving assessment method.

Compared with the prior art, the application has the following advantages:

1. According to the application, unnecessary energy consumption of the new energy vehicle caused by personal driving operation of the driver is considered, and the energy value which is necessary to be consumed and the energy value which is unnecessary to be consumed in the driving process of the new energy vehicle are analyzed and calculated, so that the deviation degree of the actual efficiency and the theoretical optimal efficiency of the energy recovery system of the new energy vehicle is obtained, and the driver is informed of the deviation degree, so that the driver can clearly and specifically obtain the driving performance of the driver. In addition, the application provides a targeted driving suggestion for the driver, and helps the driver establish a low-carbon and environment-friendly driving habit so as to improve the energy recovery effect.

2. The application can quantify the energy saving and emission reduction performance of the new energy vehicle in the driving process, so that the perception of the energy recovery efficiency by the driver is more specific, thereby being capable of helping to promote the enthusiasm of the driver to participate in green driving.

3. The application can prompt unnecessary energy consumption index data and driving advice generated by driving to the driver through various terminals, and is helpful for the driver to find out bad driving habits in time and correct the bad driving habits.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.

Fig. 1 is an implementation scenario diagram of a driving evaluation method according to an embodiment of the present application.

Fig. 2A is a schematic diagram of the change of the brake pedal signal and the vehicle speed of the new energy vehicle in theory.

Fig. 2B is a schematic diagram of a theoretical optimal brake force distribution of the new energy vehicle.

Fig. 3 is a flowchart of a driving evaluation method according to an embodiment of the present application.

Fig. 4 is a flowchart of the calculation of unnecessary energy consumption index data in fig. 3.

Fig. 5 is a flow chart of the calculation of the theoretical optimal solution in fig. 4.

Fig. 6 is a flow chart of the dynamic programming algorithm of fig. 5 for generating a theoretical optimal allocation scheme.

Fig. 7 is a schematic diagram of a driving evaluation system according to an embodiment of the present application.

Fig. 8 is a schematic structural diagram of a new energy vehicle according to an embodiment of the present application.

Description of the main reference signs

New energy vehicle 100

Driving evaluation System 10

Driving information acquiring module 11

Processing module 12

Output module 13

Sensor 20

Processor 30

Communication interface 40

Memory 50

Road 200

Roadside system 300

The application will be further described in the following detailed description in conjunction with the above-described figures.

Detailed Description

In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically connected, electrically connected or can be communicated with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the description of the present application, it should be understood that the term "comprise" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or modules is not limited to only those steps or modules but may include other steps or modules not expressly listed or inherent to such process, method, article, or apparatus.

The embodiment of the application provides a driving evaluation method. The driving evaluation method may be applied to the new energy vehicle 100.

By way of example, fig. 1 shows an implementation scenario of a driving evaluation method according to an embodiment of the present application. The implementation scene includes a road 200, a new energy vehicle 100 running on the road 200, and other vehicles.

The road 200 may be a variety of types of roads such as expressways, and general highways, which the present application is not limited to. The new energy vehicle 100 may be a hybrid electric vehicle, a pure electric vehicle, a hydrogen energy vehicle, or the like. The new energy vehicle 100 may provide driving force by a motor, and may recover braking energy and coasting energy by the motor, and the recovered energy is stored in a battery. The new energy vehicle 100 can also monitor the running condition of the new energy vehicle 100 and the driving environment of the new energy vehicle 100, and perform information analysis and processing.

Referring to fig. 2A and 2B, if a driver presses a brake pedal of the new energy vehicle 100 while driving the new energy vehicle 100, the new energy vehicle 100 monitors a brake pedal signal, and then learns a brake force demand of the driver according to the brake pedal signal, so as to generate a theoretically optimal brake force distribution scheme as shown in fig. 2B. Wherein the braking force is divided into a braking force and a regenerative braking force, and the braking force and the regenerative braking force are distributed according to a braking force curve shown in fig. 2B. The braking energy corresponding to the regenerative braking force can be recovered by the energy recovery system. The braking force acts on the wheels to slow them down. When the vehicle needs to stop, all braking force is completely applied to the wheels until the vehicle speed is reduced to 0.

However, during actual driving, an emergency such as a front accident (see fig. 1) or other sudden lane change may occur on the road, and in order to avoid collision, the driver may step on the brake pedal to reduce the vehicle speed. In addition, some drivers are also accustomed to stepping on the brake pedal while driving to limit the vehicle speed. Therefore, the brake pedal signal cannot be changed completely according to the brake pedal signal curve shown in fig. 2A. Based on this, the new energy vehicle 100 cannot distribute the braking force and the regenerative braking force completely in accordance with the braking force curve shown in fig. 2B, which makes the actual energy recovery effect deviate from the expected energy recovery effect.

Therefore, the driving evaluation method of the embodiment of the application calculates the reducible energy consumption index data in the driving process of the new energy vehicle 100 by obtaining the driving information in the driving process of the new energy vehicle 100 and analyzing and processing the driving information, generates the targeted driving advice, and informs the driver through the terminal, so that the driver can know the energy saving and emission reduction performance of the driver, and establishes a greener and energy-saving driving habit, thereby optimizing the energy recovery effect of the new energy vehicle 100.

The following describes the driving evaluation method according to the embodiment of the present application in detail.

Referring to fig. 3, fig. 3 is a flowchart of a driving evaluation method according to an embodiment of the application. The method comprises the following steps:

step S31: driving information of the new energy vehicle 100 during driving is obtained.

It will be appreciated that in embodiments of the present application, the new energy vehicle 100 may include a drive assessment system 10 (shown in FIG. 8). In step S31, the driving evaluation system 10 may acquire driving information of the driving course.

The driving information may include vehicle operation information and driving environment information of the new energy vehicle 100 during driving.

The vehicle operation information includes, for example, a vehicle acceleration, a wheel center speed, a wheel angular acceleration, a brake pedal signal, a brake pressure signal, a current value and a voltage value at the time of motor power generation, a current value and a voltage value at the time of battery charging, and a current value and a voltage value of an electric appliance on the new energy vehicle 100. The driving environment information includes an in-vehicle camera signal and an in-vehicle radar signal of the new energy vehicle 100.

Step S32: unnecessary energy consumption index data in the driving process is calculated according to the driving information, and driving advice information for reducing the unnecessary energy consumption index data is generated.

Step S33: and outputting unnecessary energy consumption index data and driving advice information.

Referring to fig. 4, in step S32, the driving evaluation system 10 calculates unnecessary energy consumption index data during driving according to driving information, which may include the steps of:

Step S41: the theoretical optimal solution of the energy recovery of the new energy vehicle 100 is calculated according to the vehicle operation information, and the energy value of the new energy vehicle 100, which is necessarily consumed in the driving process, is calculated according to the driving environment information.

Step S42: and calculating the unnecessary consumption energy value according to the theoretical optimal solution and the necessary consumption energy value, and obtaining unnecessary energy consumption index data according to the unnecessary consumption energy value.

In step S41, when the driving evaluation system 10 calculates a theoretical optimal solution from the vehicle operation information, it may be: the theoretical optimal allocation scheme of the motor energy recovery torque and the wheel braking torque of the new energy vehicle 100 is generated according to the vehicle running information, and the maximum value of the slip energy and the braking energy which can be recovered theoretically is calculated based on the theoretical optimal allocation scheme. The maximum value of the sliding energy and the braking energy which can be recovered in theory is the theoretical optimal solution.

Referring to fig. 5, the process of generating the theoretical optimal allocation scheme by the driving evaluation system 10 according to the vehicle operation information may include the following steps:

step S51: it is determined whether the vehicle operating information contains a brake pedal signal.

Step S52: when the vehicle running information contains a brake pedal signal, the driver is informed of the fact that the brake pedal is stepped on, and therefore the braking force requirement of the driver is determined according to the brake pedal signal.

Step S53: based on the driver's braking force demand and vehicle operating information, a dynamic programming algorithm is employed to generate a theoretical optimal distribution of motor energy recovery torque and wheel braking torque for the new energy vehicle 100.

It will be appreciated that in step S53, referring to fig. 6, the process of generating the theoretical optimal allocation scheme by the driving assessment system 10 using the dynamic programming algorithm may include the following steps:

the theoretical optimal allocation scheme of the motor energy recovery torque and the wheel braking torque is generated by taking the minimum energy loss in the braking process as the control target of the new energy vehicle 100.

And taking the constraint condition that the energy recovery power of the motor does not exceed the difference between the maximum charging power of the battery and the current power consumption of the vehicle, the energy recovery power of the motor does not exceed the power generation power of the motor, and the wheel slip rate does not exceed the set threshold under the current braking force.

It can be understood that the driving evaluation system 10 may calculate the charging power of the battery by using the current value and the voltage value of the battery when the battery is charged, calculate the power consumption of each electric appliance by using the current value and the voltage value of each electric appliance on the new energy vehicle 100, and sum the power consumption of all electric appliances on the new energy vehicle 100 to obtain the power consumption of the new energy vehicle 100, and calculate the power generation of the motor by using the current value and the voltage value of the motor when the motor is generating. The driving evaluation system 10 may calculate the wheel slip ratio by substituting the wheel center speed and the wheel angular acceleration in the vehicle running information into the wheel slip ratio calculation formula.

And judging whether the new energy vehicle 100 braked according to the theoretical optimal allocation scheme meets all constraint conditions, and if not, regenerating the theoretical optimal allocation scheme until the new energy vehicle 100 braked according to the theoretical optimal allocation scheme meets all constraint conditions.

Further, the driving evaluation system 10 may perform the steps of:

step S54: when no obstacle appears in front of the new energy vehicle 100, the driving evaluation system 10 controls the new energy vehicle 100 to brake according to the theoretical optimal allocation scheme.

It will be appreciated that the driving evaluation system 10 may learn whether an obstacle (e.g., a pedestrian, a building, a collapse, a car accident, a road construction, a repair facility, etc.) appears in front of the driving of the new energy vehicle 100 on a certain section of the road according to the driving environment information.

In some embodiments, the driving information may further include road condition information. For example, referring again to fig. 1, the road 200 is provided with a road side system 300 capable of detecting road condition information, and the road side system 300 can communicate with the new energy vehicle 100 and send the road condition information to the new energy vehicle 100. The road side system 300 may include a road side camera and a road side radar, and thus, the road condition information may include a road side camera signal and a road side radar signal. Further, the driving evaluation system 10 can more accurately know whether an obstacle appears in front of the driving of the new energy vehicle 100 based on the driving environment information and the road condition information.

It can be understood that when an obstacle appears in front of the new energy vehicle 100, the driving evaluation system 10 may control the braking force output by the new energy vehicle 100 to be sufficient for the new energy vehicle 100 to avoid the obstacle, calculate the theoretical optimal allocation scheme after no obstacle appears in front of the new energy vehicle 100, and control the new energy vehicle 100 to brake according to the theoretical optimal allocation scheme. Therefore, the driving evaluation system 10 is an optimal distribution of braking force performed on the premise of ensuring the driving safety of the new energy vehicle 100.

In step S41, when calculating the amount of energy that the new energy vehicle 100 must consume during driving from the driving environment information, the driving evaluation system 10 may be: firstly, according to the driving environment information and judging whether the driving conditions of the new energy vehicle 100 accord with the driving environment of the new energy vehicle 100, the energy values consumed by the driving conditions are determined to be the energy values which are consumed necessarily.

For example, in one embodiment, the amount of energy that is necessarily expended includes the amount of energy expended for the necessary braking by objective reasons. For example, when an obstacle or other vehicle suddenly changes lane before driving the new energy vehicle 100 on a certain section of the road, the driver performs necessary emergency braking on the new energy vehicle 100.

Therefore, the driving evaluation system 10 can learn whether the obstacle appears in front of the new energy vehicle 100 on a certain section of the road according to the driving environment information, whether other vehicles suddenly change the road, and learn the traffic sign on the road, so as to determine whether the braking of the new energy vehicle 100 meets the driving environment and the safe driving requirement of the new energy vehicle 100. If this is the case, braking is necessary, so that the amount of energy that is necessary to be consumed can be determined.

It is understood that, in some embodiments, when the driving information includes the vehicle operation information, the driving environment information, and the road condition information of the new energy vehicle 100 during driving, the driving evaluation system 10 may more accurately learn whether an obstacle is present in front of the driving of the new energy vehicle 100, whether other vehicles suddenly change lanes, and learn the traffic sign on the road according to the driving environment information and the road condition information in step S41.

It will be appreciated that the unnecessary energy consumption value includes the energy consumed by the unnecessary braking for personal reasons, corresponding to the necessary energy consumption value. For example, the driver is accustomed to stepping on the brake pedal while driving to limit the vehicle speed. As another example, when the traffic light in front of driving is a red light and the new energy vehicle 100 slides to a position waiting for the red light by inertia while ensuring safety, the driver applies unnecessary braking to the new energy vehicle 100 in the middle of the sliding, and finishes the sliding in advance.

Since both the energy consumed unnecessarily and the energy consumed unnecessarily are the energy that can be recovered theoretically, the sum of the energy consumed unnecessarily and the energy consumed unnecessarily can be equal to the theoretical optimal solution.

Therefore, in step S42, the driving evaluation system 10 may be, when calculating the unnecessary energy consumption index data from the theoretical optimal solution and the necessary consumption energy value,: subtracting the energy value of necessary consumption from the theoretical optimal solution to obtain the energy value of unnecessary consumption, wherein index data corresponding to the energy value of unnecessary consumption is the index data of unnecessary energy consumption.

Among them, it is understood that the index data includes, but is not limited to, at least one of an energy value, a fuel consumption amount, a carbon emission amount, and a carbon dioxide emission amount. The fuel consumption may be, for example, oil consumption, coal consumption and/or natural gas consumption.

It is understood that when the index data contains the fuel consumption amount and/or the carbon emission amount, step S42 may further include:

the energy value that is not necessarily consumed is converted into a fuel consumption amount, a carbon emission amount, and/or a carbon dioxide emission amount.

For example, when the energy that is unnecessarily consumed is converted into the carbon emission amount and the carbon dioxide emission amount, the mileage value corresponding to the energy that is unnecessarily consumed may be calculated from the hundred kilometers of electricity consumption of the model to which the new energy vehicle 100 belongs, then the fuel consumption of the fuel vehicle, which is equivalent to the mileage value corresponding to the energy that is unnecessarily consumed, may be calculated from the hundred kilometers of electricity consumption of the fuel vehicle, and then the fuel consumption may be converted into the carbon emission amount, and the fuel consumption may be converted into the carbon dioxide emission amount.

In step S32, the driving evaluation system 10 may generate driving advice information applicable to a certain mileage during driving.

For example, the driving advice information may be a maximum braking deceleration and/or a minimum following distance for a certain mileage during driving. It will be appreciated that limiting the maximum braking deceleration may reduce the strength of the single brake, helping to reduce the energy consumed by the single brake. Limiting the minimum following distance may reduce the occurrence of braking, thereby reducing the energy consumed by braking.

As another example, the driving advice information may also include a number of emergency braking events that may be reduced for a certain range and/or increased coasting conditions. It will be appreciated that the energy loss during coasting is less than the energy loss during braking, and thus increasing coasting conditions is beneficial for improved energy recovery.

In step S33, as shown in fig. 1, the driving evaluation system 10 may output the unnecessary energy consumption index data and the driving advice information to the terminal, through which the driver is notified of the unnecessary energy consumption index data and the driving advice information.

It will be appreciated that embodiments of the present application are not limited to the type of terminal and the form of the terminal notification. For example, the terminal may be a vehicle-mounted computer, and the vehicle-mounted computer may display and/or voice-play unnecessary energy consumption index data and driving advice information. For another example, the terminal may be a dashboard, and the dashboard may prompt the driver for unnecessary energy consumption index data by means of a pointer or a liquid crystal display. For another example, the terminal may be a speaker, a mobile phone, a tablet, or the like provided in the new energy vehicle 100. The sound box can play the unnecessary energy consumption index data and the driving advice information through voice, and the mobile phone and the tablet can display and/or play the unnecessary energy consumption index data and the driving advice information through voice.

It will be appreciated that when the driving evaluation system 10 outputs the unnecessary energy consumption index data and the driving advice information to a terminal having a display function, such as a vehicle-mounted computer, a mobile phone, and/or a tablet, a driving evaluation report may be generated, where the driving evaluation report includes the distance traveled during the driving, the unnecessary energy consumption index data and the corresponding driving advice information generated during a certain distance in the distance.

Of course, the driving evaluation report may also include other information, such as personal information of the driver, etc., to which the present application is not limited.

It will be appreciated that the driving assessment system 10 may output unnecessary energy consumption index data and driving advice information after driving is completed, so that the driver may review the driving performance of the entire full range and learn the improvable driving behavior. Of course, the driving evaluation system 10 may output unnecessary energy consumption index data and driving advice information during driving, so that the driver can learn in real time, and the driver can immediately improve driving behavior.

In summary, the driving evaluation method of the embodiment of the application considers unnecessary energy consumption of the new energy vehicle 100 caused by personal driving operation of the driver, evaluates the driving behavior of the new energy vehicle 100 of the driver by calculating the energy value of the necessary consumption and the energy value of the unnecessary consumption in the driving process of the new energy vehicle 100, so that the driver can clearly and specifically know the lifting space of the driver in the aspect of energy conservation and emission reduction, and generates targeted driving advice information to inform the driver of improving the energy conservation and emission reduction performance of the driver by adjusting the driving behaviors, thereby helping the driver to establish greener and energy-saving driving habits and being beneficial to improving the energy recovery efficiency.

It should be noted that, for simplicity of description, the foregoing method embodiments are all described as a series of acts, but it should be understood by those skilled in the art that the present application is not limited by the order of acts described, as some steps may be performed in other orders or concurrently in accordance with the present application.

Referring to fig. 7, fig. 7 is a schematic diagram illustrating a driving evaluation system 10 according to an embodiment of the application.

The driving evaluation system 10 provided by the embodiment of the application may include: a driving information acquisition module 11, a processing module 12, and an output module 13.

The driving information obtaining module 11 is configured to obtain driving information of the new energy vehicle 100 during driving. The driving information includes vehicle running information and driving environment information. It will be appreciated that in some embodiments, the driving information may also include road condition information.

The processing module 12 is configured to calculate unnecessary energy consumption index data during driving according to the driving information, and generate driving advice information for reducing the unnecessary energy consumption index data.

The output module 13 is used for outputting unnecessary energy consumption index data and driving advice information.

In some embodiments, the processing module 12 may further include a theoretical optimal solution calculation module, a necessary energy consumption value calculation module, an unnecessary energy consumption index data calculation module, a driving advice information generation module, and a control module.

The theoretical optimal solution calculation module is used for calculating a theoretical optimal solution of energy recovery of the new energy vehicle 100 according to vehicle operation information.

The theoretical optimal solution calculation module adopts a dynamic programming algorithm to generate a theoretical optimal distribution scheme of energy recovery torque and wheel braking torque.

Specifically, the theoretical optimal solution calculation module may calculate, according to the vehicle running information, the charging power of the battery, the power consumption of the new energy vehicle 100, the power generation of the motor, and the wheel slip rate, and use the minimum energy loss in the braking process as the control target of the new energy vehicle 100, to generate a theoretical optimal allocation scheme of the motor energy recovery torque and the wheel braking torque, where the theoretical optimal allocation scheme satisfies the constraint condition: the energy recovery power of the motor does not exceed the difference between the maximum charging power of the battery and the current power consumption of the vehicle, the energy recovery power of the motor does not exceed the power generation power of the motor, and the wheel slip rate does not exceed a set threshold under the current braking force.

The necessary consumption energy value calculation module is used for calculating the necessary consumption energy value of the new energy vehicle 100 in the driving process according to the driving environment information. Of course, in some cases, when the driving information further includes road condition information, the necessary consumption energy value calculation module may be used to calculate the necessary consumption energy value according to the driving environment information and the road condition information.

The unnecessary energy consumption index data calculation module is used for calculating unnecessary energy consumption index data according to the theoretical optimal solution and the energy value of necessary consumption.

The driving advice information generation module is configured to generate driving advice information that can reduce unnecessary energy consumption index data. Wherein the driving advice information includes at least one of a maximum braking deceleration of a certain mileage during driving, a minimum following distance, a reducible number of emergency braking of a certain mileage, and/or an increased coasting condition. The control module is configured to control the new energy vehicle 100 to brake according to a theoretical optimal allocation scheme when no obstacle appears in front of the new energy vehicle 100.

It will be appreciated that the above-described division of the various modules in the driving assessment system 10 is for illustration only, and in other embodiments, the driving assessment system 10 may be divided into different modules as desired to perform all or part of the functions of the driving assessment system 10 described above.

The specific implementation of each module in the embodiments of the present application may also correspond to the corresponding description of the method embodiments shown in fig. 3 to 6.

In the driving evaluation system 10 illustrated in fig. 7, energy saving and emission reduction performance of the new energy vehicle 100 in the driving process can be quantified and evaluated, and targeted driving advice can be given to help the driver establish a greener and energy saving driving habit. For details, reference may be made to the above-described specific embodiments of the driving evaluation method, and details thereof will not be described here.

Referring to fig. 8, fig. 8 is a schematic structural diagram of a new energy vehicle 100 according to an embodiment of the application.

An embodiment of the present application provides a new energy vehicle 100, where the new energy vehicle 100 may include the driving evaluation system 10 described above, and the driving evaluation system 10 is specifically described with reference to the embodiment shown in fig. 7, which is not described herein again.

As shown in fig. 8, the new energy vehicle 100 may include a sensor 20, a processor 30, a communication interface 40, and a memory 50. The sensor 20, processor 30, communication interface 40 and memory 50 may be connected and communicate with each other via a communication bus.

The sensor 20 is various sensors on the new energy vehicle 100, and may include, for example, a vehicle camera, a vehicle radar, an acceleration sensor, a speed sensor, an angular acceleration sensor, a displacement sensor, a pressure sensor, a current sensor, a voltage sensor, and other sensors.

The vehicle-mounted camera and the vehicle-mounted radar can detect the driving environment of the new energy vehicle 100 and generate a vehicle-mounted camera signal and a vehicle-mounted radar signal.

The acceleration sensor may detect a vehicle acceleration of the new energy vehicle 100. When the new energy vehicle 100 is in a braking condition, the braking deceleration of the new energy vehicle 100 may be determined from the vehicle acceleration.

The speed sensor may detect the wheel center speed of the new energy vehicle 100. The angular acceleration sensor may detect the angular acceleration of the wheels of the new energy vehicle 100. The wheel center speed and the wheel angular acceleration can be used to calculate the wheel slip rate.

The displacement sensor may detect a displacement of the brake pedal and generate a brake pedal signal. Because the brake pedal is displaced when being stepped on, the larger the brake demand is, the larger the brake pedal displacement is, so the brake pedal signal can be used for judging whether a driver steps on the brake pedal or not, and further determining the brake demand of the driver.

The pressure sensor may detect the pressure (i.e., braking force) of the braking system of the new energy vehicle 100 and generate a braking pressure signal, so the braking pressure signal may be used to calculate a theoretical optimal allocation scheme for generating the motor energy recovery torque and the wheel braking torque.

The current sensor may detect a current when the motor generates electricity, a current when the battery is charged, and a current value of an electric appliance on the new energy vehicle 100. The voltage sensor may detect a voltage when the motor generates electricity, a voltage when the battery charges, and a voltage value of an electric appliance on the new energy vehicle 100. It can be understood that the current value and the voltage value of the motor during power generation can be used for calculating the power generation of the motor, the current value and the voltage value of the battery during charging can be used for calculating the charging power of the battery, and the current value and the voltage value of each electric appliance on the new energy vehicle 100 can be used for calculating the power consumption of the electric appliance, and the sum of the power consumption of all electric appliances on the new energy vehicle 100 is the power consumption of the new energy vehicle 100.

Processor 30 may be a general purpose Central Processing Unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the above program schemes.

The communication interface 40 is used to communicate with other devices or communication networks, such as ethernet, radio Access Network (RAN), wireless local area network (Wireless Local Area Networks, WLAN), etc. For example, in some embodiments, the communication interface may communicate with a transceiver unit of the roadside system. The communication interface may also communicate with and transmit information to the terminal. The terminal can be a dashboard, a vehicle-mounted computer, a sound box, a mobile phone and/or a tablet board, etc.

The memory 50 may be, but is not limited to, a read-only memory (ROM) or other type of static storage device that can store static information and instructions, a random access memory (random access memory, RAM) or other type of dynamic storage device that can store information and instructions, an electrically erasable programmable read-only memory (ELECTRICALLY ERASABLE PROGRAMMABLE READ-only memory, EEPROM), a compact disc read-only memory (Compact Disc Read-only memory) or other optical disc storage, a compact disc storage (including compact disc, laser disc, optical disc, digital versatile disc, blu-ray disc, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. The memory may be stand alone and coupled to the processor via a bus. The memory may also be integrated with the processor.

The memory 50 is used for storing program instructions for executing the above schemes, and is controlled by the processor 30 for execution. Processor 30 is operative to execute program instructions stored in memory 50. The program instructions stored in the memory 50 may perform some or all of the steps of the driving evaluation method described in fig. 3 to 6.

The embodiment of the application also provides a computer readable storage medium. The computer-readable storage medium has stored therein program instructions that, when executed on a computing device, cause the computing device to perform the driving assessment method provided by the foregoing embodiment.

It will be evident to those skilled in the art that the application is not limited to the details of the foregoing illustrative embodiments, and that the present application may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. Therefore, appropriate modifications and variations of the above embodiments should be included within the scope of the application as hereinafter claimed.

Claims

1. A driving evaluation method, characterized by comprising:

obtaining driving information of a new energy vehicle in the driving process;

calculating unnecessary energy consumption index data in the driving process according to the driving information, and generating driving suggestion information for reducing the unnecessary energy consumption index data;

And outputting the unnecessary energy consumption index data and the driving advice information.

2. The driving assessment method according to claim 1, wherein the driving advice information includes at least one of a number of emergency braking times that a certain mileage can be reduced during driving, a maximum braking deceleration, a minimum following distance, and an increase in a coasting condition.

3. The driving evaluation method according to claim 1, wherein the calculation process of the unnecessary energy consumption index data includes:

calculating a theoretical optimal solution of energy recovery of the new energy vehicle according to the driving information, and calculating an energy value which is necessary to be consumed by the new energy vehicle in the driving process according to the driving information;

And calculating unnecessary consumption energy values according to the theoretical optimal solution and the necessary consumption energy values, and obtaining unnecessary energy consumption index data according to the unnecessary consumption energy values.

4. The driving evaluation method according to claim 1, wherein the unnecessary energy consumption index data includes at least one of: energy value, fuel consumption, carbon emissions, carbon dioxide emissions.

5. The driving evaluation method according to claim 1, wherein the driving information includes vehicle running information and driving environment information in the driving process of the new energy vehicle;

The vehicle running information comprises vehicle acceleration, wheel center speed, wheel angular acceleration, a brake pedal signal, a brake pressure signal, a current value and a voltage value of a motor during power generation, a current value and a voltage value of a battery during charging, and a current value and a voltage value of an electric appliance on the new energy vehicle;

the driving environment information comprises vehicle-mounted camera signals and vehicle-mounted radar signals of the new energy vehicle.

6. The driving assessment method according to claim 5, wherein the driving information further includes road condition information including a roadside camera signal and a roadside radar signal.

7. The driving evaluation method according to claim 1, characterized in that after obtaining the driving information of the new energy vehicle driving process, the driving evaluation method further comprises:

judging whether the driving information comprises a brake pedal signal;

when the driving information comprises a brake pedal signal, determining the braking force requirement of a driver according to the brake pedal signal;

Based on the braking force requirement of a driver and the driving information, adopting a dynamic programming algorithm to generate a theoretical optimal distribution scheme of the motor energy recovery torque and the wheel braking torque of the new energy vehicle;

And when no obstacle appears in front of the driving of the new energy vehicle, controlling the new energy vehicle to brake according to the theoretical optimal allocation scheme.

8. The driving assessment method according to claim 7, wherein the generating a theoretical optimal allocation scheme of the energy recovery torque and the wheel brake torque of the new-energy vehicle using a dynamic programming algorithm comprises:

The energy loss in the braking process is the minimum as a control target of the new energy vehicle, and the theoretical optimal allocation scheme is generated;

The energy recovery power of the motor does not exceed the difference between the maximum charging power of the battery and the current power consumption of the vehicle, the energy recovery power of the motor does not exceed the power generation power of the motor, and the wheel slip rate does not exceed a set threshold under the current braking force as a constraint condition;

Judging whether the new energy vehicle braked according to the theoretical optimal allocation scheme meets all constraint conditions, and if not, regenerating the theoretical optimal allocation scheme until the new energy vehicle braked according to the theoretical optimal allocation scheme meets all constraint conditions.

9. The driving evaluation method according to claim 1, characterized in that the unnecessary energy consumption and the driving advice information are output to a terminal, and the unnecessary energy consumption index data and the driving advice information are displayed and/or voice-played through the terminal.

10. The driving evaluation method according to claim 1, characterized in that the unnecessary energy consumption and the driving advice information are output during driving or after driving is finished.

11. A driving evaluation system, characterized by comprising:

the driving information acquisition module is used for acquiring driving information of the new energy vehicle in the driving process;

the processing module is used for calculating unnecessary energy consumption index data in the driving process according to the driving information and generating driving suggestion information for reducing the unnecessary energy consumption index data;

And the output module is used for outputting the unnecessary energy consumption index data and the driving advice information.

12. The driving assessment system according to claim 11, wherein the driving advice information includes at least one of a number of emergency braking operations that can be reduced for a certain range during driving, a maximum braking deceleration, a minimum following distance, and an increased coasting condition.

13. The driving assessment system according to claim 11, wherein the unnecessary energy consumption index data includes at least one of: energy value, fuel consumption, carbon emissions, carbon dioxide emissions.

14. A new energy vehicle, characterized in that it comprises a processor and a memory for storing a plurality of program instructions, said processor implementing the driving assessment method according to any one of claims 1 to 10 when invoking said program instructions.

15. A computer readable storage medium, characterized in that the computer readable storage medium stores a plurality of program instructions adapted to be loaded by a processor and to perform the driving assessment method according to any one of claims 1 to 10.