CN108536152B - Vehicle energy-saving system and energy-saving method - Google Patents
Vehicle energy-saving system and energy-saving method Download PDFInfo
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- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0257—Control of position or course in two dimensions specially adapted to land vehicles using a radar
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- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
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- G—PHYSICS
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- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
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- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
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- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
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- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
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- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
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Abstract
The embodiment of the invention provides a vehicle energy-saving system and an energy-saving method, wherein the vehicle energy-saving system comprises: the system comprises a data acquisition module, a data processing module, an energy-saving controller and a man-machine interaction module. The data acquisition module is used for acquiring driving data in real time; the data processing module is used for carrying out data processing on the driving data to obtain driving information; the energy-saving controller is used for acquiring driving information after the vehicle energy-saving system is started; determining an energy-saving type corresponding to the driving information according to a preset energy-saving type judgment rule; controlling the vehicle to run according to the determined energy-saving type; in the man-machine interaction module, an input port is used for receiving vehicle power indexes input by a driver, and an output port is used for feeding back vehicle energy-saving driving prompts to the driver in an audio-video or subtitle mode. The vehicle energy-saving system provided by the embodiment of the invention reduces the oil consumption of the vehicle by correcting the driving behavior of the driver in real time, thereby reducing the pressure of energy conservation and emission reduction of the vehicle and improving the economic performance of the vehicle.
Description
Technical Field
The invention relates to the technical field of automobile energy-saving driving, in particular to a vehicle energy-saving system and an energy-saving method.
Background
Since 2000, the automobile industry in China has started to develop at a high speed, and the rapid increase of the automobile holding capacity directly results in excessive energy consumption and simultaneously causes the emission of a large amount of harmful tail gas and particulate matters, so the automobile industry is facing great pressure of energy conservation and emission reduction. The automobile energy-saving technology directly influences the fuel use efficiency of the automobile and determines the economic performance of the automobile. Therefore, the research on the automobile energy-saving technology has important practical significance for improving the economic performance of the automobile.
Disclosure of Invention
The embodiment of the invention aims to provide a vehicle energy-saving system and an energy-saving method, so as to reduce the pressure of energy conservation and emission reduction of an automobile and improve the economic performance of the vehicle.
In order to achieve the above object, an embodiment of the present invention discloses a vehicle energy saving system, including: the system comprises a data acquisition module, a data processing module, an energy-saving controller and a human-computer interaction module; wherein,
the data acquisition module is used for acquiring driving data in real time;
the data processing module is used for carrying out data processing on the driving data to obtain driving information;
the energy-saving controller is used for acquiring the driving information after the vehicle energy-saving system is started; determining an energy-saving type corresponding to the driving information according to a preset energy-saving type judgment rule; controlling the vehicle to run according to the determined energy-saving type; wherein the energy saving type includes: an acceleration condition energy-saving type, a deceleration condition energy-saving type and a gear switching energy-saving type;
the human-computer interaction module comprises an input port and an output port; the input port is used for receiving vehicle power indexes input by a driver, and the output port is used for feeding back vehicle energy-saving driving prompts to the driver in an audio-video or subtitle mode.
Preferably, the data acquisition module comprises: the system comprises a vehicle speed sensor, a gear sensor, an acceleration sensor and a vehicle-mounted radar; wherein,
the vehicle speed sensor is used for measuring the speed of the vehicle;
the gear sensor is used for measuring the gear of the bicycle;
the acceleration sensor is used for measuring the acceleration of the vehicle;
the vehicle-mounted radar is used for measuring the distance between the own vehicle and the front vehicle and the relative speed.
Preferably, the data processing module is specifically configured to:
and obtaining the speed of the vehicle, the gear of the vehicle, the acceleration of the vehicle, the distance between vehicles and the relative speed, and calculating the speed of the vehicle in front according to the speed of the vehicle and the relative speed.
Preferably, the data processing module sends the vehicle speed, the vehicle gear, the vehicle acceleration, the vehicle distance and the vehicle speed before the vehicle to the energy-saving controller through a CAN bus;
and the energy-saving controller determines the energy-saving type according to the speed of the vehicle, the gear of the vehicle, the acceleration of the vehicle, the distance between the vehicles and the speed of the vehicle ahead and the preset energy-saving type judgment rule.
Preferably, the preset energy saving type judgment rule is as follows:
if the acceleration of the self-vehicle is greater than the acceleration limit value, determining the self-vehicle as an acceleration working condition energy-saving type;
if the speed of the bicycle is higher than that of the bicycle ahead, the bicycle is determined to be a deceleration working condition energy-saving type;
and if the current gear is a non-highest gear, the oil consumption per hundred kilometers after the gear is shifted is less than the oil consumption per hundred kilometers under the current gear, and the maximum driving force after the gear is shifted is greater than the maximum driving force limit value under the current gear, determining that the gear is switched to the energy-saving type.
Preferably, the acceleration limit is calculated as follows:
athr＝D×amax D∈[0,1]
wherein, athrIs an acceleration limit value, amaxThe maximum acceleration is D, the power index.
Preferably, the maximum driving force is calculated in the following manner:
Temax＝h(n)
wherein n is the engine speed, igTo the transmission ratio of the variator, i0Is the transmission ratio of the main speed reducer, r is the radius of the wheel, v is the speed of the bicycle, TemaxMaximum output torque of the engine, and h (n) external characteristics of the engineCurve, FtIs the maximum driving force of the vehicle, etaTEquivalent transmission efficiency.
Preferably, the maximum driving force limit is calculated as follows:
M·amax＝Ft-(Ff+Fw)
Fx＝D×(M·amax),D∈[0,1]
Fthr＝Fx+(Ff+Fw)
wherein, FtFor maximum driving force of the vehicle, TemaxFor maximum output torque of the engine, igTo the transmission ratio of the variator, i0Is the main reducer transmission ratio etaTFor equivalent transmission efficiency, r is the wheel radius, M is the equivalent mass of the vehicle, amaxAt maximum acceleration, FfTo rolling resistance, FwAs air resistance, FxFor acceleration resistance limit, D is the power index, FthrIs the driving force limit.
Preferably, the vehicle energy-saving driving prompt includes:
the method comprises the steps of accelerator stepping prompting aiming at an energy-saving type of an acceleration working condition, sliding driving prompting aiming at an energy-saving type of a deceleration working condition and gear shifting prompting aiming at an energy-saving type of gear shifting.
In order to achieve the above object, an embodiment of the present invention discloses a vehicle energy saving method, which is applied to the above energy saving system, and the vehicle energy saving method includes:
after the vehicle energy-saving system is started, acquiring the driving information;
determining an energy-saving type corresponding to the driving information according to a preset energy-saving type judgment rule; wherein the energy saving type includes: acceleration condition energy-saving type, deceleration condition energy-saving type and gear switching energy-saving type
And controlling the vehicle to run according to the determined energy-saving type.
The embodiment of the invention provides a vehicle energy-saving system and an energy-saving method, which consider the power requirement of a vehicle and driving information such as the speed of a front vehicle, and reduce the oil consumption of the vehicle by correcting the driving behavior of a driver in real time, thereby reducing the pressure of energy conservation and emission reduction of the vehicle and improving the economic performance of the vehicle in the driving process.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of an energy saving system for a vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an architecture of another vehicle energy saving system provided by an embodiment of the invention;
FIG. 3 is a graph illustrating a relationship between an acceleration of a vehicle and a power indicator and a vehicle speed of the vehicle according to an embodiment of the present invention;
FIG. 4a is a graph showing the relationship between the maximum driving force and the vehicle speed according to the embodiment of the present invention;
FIG. 4b is a graph showing the relationship between fuel consumption per hundred kilometers and the speed of a vehicle according to an embodiment of the present invention;
fig. 5 is a schematic flow chart of a vehicle energy saving method according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Research institutes such as major automobile companies and universities in the world have been dedicated to improving the economy of automobiles through the advancement of energy-saving technologies for automobile structures. However, with the development of the present day, more and more technical bottlenecks make the modification of the energy-saving technology of the automobile structure more and more difficult.
It should be noted that the economic performance of the automobile is not only dependent on the structure of the automobile, but also closely related to the driving behavior of the driver. Research shows that when the vehicle is in an economical driving state, fuel oil can be saved by about 15% through the operation of an accelerator, a gear and a brake. A reckless driver can completely wipe out the benefits brought by the advanced measures of vehicle technologies such as an engine, tires, a streamline design and an efficient lubricant, and even if the drivers of professional transport vehicle fleets, the fuel consumption of automobiles can be different by 2-12% due to different driving habits. Even under the same conditions and with the same vehicle, the fuel consumption can be different by 15% -25% according to different operation levels of drivers. However, even the same driver can see a significant fuel saving effect by slightly improving the unreasonable driving portion. Therefore, the research on economical driving has important theoretical and practical application value for automobile energy conservation.
In view of this, in order to reduce the pressure of energy saving and emission reduction of the vehicle and improve the economic performance of the vehicle, the embodiment of the invention provides a vehicle energy saving system and an energy saving method.
First, a vehicle energy saving system provided by an embodiment of the present invention is described in detail below, and as shown in fig. 1, the vehicle energy saving system may include: the system comprises a data acquisition module 10, a data processing module 20, an energy-saving controller 30 and a man-machine interaction module 40.
The data acquisition module 10 is used for acquiring driving data in real time.
The "driving data" mentioned here is basic data directly measured by the acquisition device, wherein the driving data may include vehicle driving data of a vehicle (simply referred to as a self vehicle) driven by the driver itself, such as a self vehicle speed, a self vehicle acceleration, a self vehicle gear, and the like; the vehicle travel data of the peripheral vehicle around the own vehicle, such as the inter-vehicle distance from the preceding vehicle (simply referred to as a preceding vehicle) or the following vehicle (simply referred to as a following vehicle), the relative vehicle speed from the preceding vehicle or the following vehicle, and the like may be included. It should be noted that, specific contents of the collected driving data are not limited herein, and the specific contents of the driving data mentioned above are only for illustration and are not meant to limit the present invention.
In one implementation, as shown in fig. 2, the data acquisition module 10 may include: a vehicle speed sensor 11, a shift position sensor 12, an acceleration sensor 13, and a vehicle-mounted radar 14.
The vehicle speed sensor 11 is used for measuring the speed of the vehicle; a gear sensor 12 for measuring a gear of the vehicle; an acceleration sensor 13 for measuring acceleration of the vehicle; and the vehicle-mounted radar 14 is used for measuring the vehicle-to-vehicle distance and the relative vehicle speed between the own vehicle and the front vehicle.
And the data processing module 20 is used for performing data processing on the driving data to obtain driving information.
It should be noted that the "driving information" mentioned here is vehicle driving information obtained by the data processing module 20 performing corresponding data processing on the basic data acquired by the data acquisition module 10.
In the implementation shown in fig. 2, the data processing module 20 is specifically configured to: the method comprises the steps of obtaining the speed of a vehicle, the gear position of the vehicle, the acceleration of the vehicle, the distance between vehicles and the relative speed of the vehicle, and calculating the speed of the vehicle ahead according to the speed of the vehicle and the relative speed of the vehicle. Specifically, in the foregoing implementation, the speed of the vehicle is measured by the vehicle speed sensor 11, the relative speed between the vehicle and the vehicle ahead is measured by the vehicle-mounted radar 14, and the speed of the vehicle ahead is obtained by the data processing module 20 according to a speed calculation method.
It should be noted that, here, only one specific way of obtaining the vehicle speed of the preceding vehicle is illustrated, and the present invention is not limited thereto, and the processing way of the data processing module 20 is different for different basic data, and those skilled in the art need to perform reasonable data processing according to the actually required driving information.
Specifically, the data processing module 20 may transmit the speed of the vehicle, the gear position of the vehicle, the acceleration of the vehicle, the inter-vehicle distance, and the speed of the vehicle ahead to the energy-saving controller 30 through the CAN bus. It should be noted that, in the embodiment of the present invention, a data transmission manner between the data processing module and the energy saving controller is not limited, and the data transmission manner based on the CAN bus mentioned herein is only an example and is not limited to the embodiment of the present invention.
The energy-saving controller 30 is configured to obtain the driving information after the vehicle energy-saving system is started; determining an energy-saving type corresponding to the driving information according to a preset energy-saving type judgment rule; and controlling the vehicle to run according to the determined energy-saving type.
Wherein the energy saving type may include: an acceleration condition energy-saving type, a deceleration condition energy-saving type and a gear switching energy-saving type.
It should be noted that, for different driving conditions of the vehicle, the energy saving types adopted are also different, and therefore, the judgment needs to be performed according to the preset energy saving type judgment rule, so as to determine the energy saving type corresponding to the driving information, and facilitate the subsequent execution of the corresponding energy saving operation.
Specifically, the energy-saving controller 30 receives the speed, gear, acceleration, distance and speed of the preceding vehicle from the data processing module 20 via the CAN bus, and determines the energy-saving type according to the speed, gear, acceleration, distance and speed of the preceding vehicle and the preset energy-saving type determination rule.
In one implementation, the preset energy saving type determination rule is as follows:
(1) and if the acceleration of the vehicle is greater than the acceleration limit value, determining the vehicle as an acceleration working condition energy-saving type.
(2) And if the speed of the bicycle is greater than the speed of the bicycle ahead, determining the bicycle as the energy-saving type under the deceleration working condition.
(3) And if the current gear is a non-highest gear, the oil consumption per hundred kilometers after the gear is shifted is less than the oil consumption per hundred kilometers under the current gear, and the maximum driving force after the gear is shifted is greater than the maximum driving force limit value under the current gear, determining that the gear is switched to the energy-saving type.
For the energy-saving type (1), when the acceleration of the vehicle is greater than the acceleration limit value, the energy-saving system gives corresponding prompts, such as prompting to step on the accelerator, at an output port of the human-computer interaction module. It should be noted that the acceleration limit value is related to the power index and the acceleration of the vehicle, and the acceleration limit value can be adjusted according to the power demand of the driver, so as to obtain the acceleration limit values under different power demands. Specifically, the acceleration limit may be calculated as follows:
athr＝D×amax D∈[0,1]
wherein, athrIs an acceleration limit value, amaxThe maximum acceleration is D, the power index.
It should be noted that when the vehicle type, the vehicle body weight, the speed ratio of the engine gearbox and other influencing factors of the vehicle are different, the power index of the engine is also different. As shown in fig. 3, a graph of the relationship between the acceleration of the vehicle and the power index and the vehicle speed of the vehicle according to the embodiment of the present invention is provided, where the power indexes corresponding to the relationship curves 1, 2, and 3 are D-1, D-0.7, and D-0.4, respectively. As can be seen from fig. 3, for the same vehicle speed, the vehicle acceleration is in a direct proportion to the power index; for the same power index, the relation between the acceleration of the vehicle and the speed of the vehicle tends to increase first and then decrease, and the acceleration corresponding to the peak position is the maximum acceleration.
For the energy-saving type (2), when the speed of the vehicle is higher than that of the vehicle in front, the energy-saving system gives corresponding prompts, such as a prompt of sliding driving, at an output port of the human-computer interaction module. The acceleration of coasting is related to the speed of the vehicle, the speed of the vehicle ahead, and the distance between vehicles. Specifically, the acceleration of coasting running can be calculated in the following manner:
wherein, acoastIs the coasting acceleration; v ispIs the front vehicle speed; v is the speed of the bicycle; and x is the distance between the vehicles.
For the energy-saving type (3), if the current gear is a non-highest gear, the oil consumption per hundred kilometers after the gear is shifted up is less than the oil consumption per hundred kilometers under the current gear, and the maximum driving force after the gear is shifted up is greater than the maximum driving force limit value under the current gear, the energy-saving system gives a corresponding prompt at an output port of the human-computer interaction module, such as prompting for shifting up.
The maximum driving force is related to the vehicle speed and the vehicle gear. Specifically, the maximum driving force may be calculated in the following manner:
Temax＝h(n)
wherein n is the engine speed, igTo the transmission ratio of the variator, i0Is the transmission ratio of the main speed reducer, r is the radius of the wheel, v is the speed of the bicycle, TemaxH (n) is the engine maximum output torque, and F (n) is the engine external characteristic curvetIs the maximum driving force of the vehicle, etaTEquivalent transmission efficiency.
The maximum driving force limit is related to a power index, a vehicle speed, and a vehicle gear. Specifically, the maximum driving force limit is calculated in the following manner:
M·amax＝Ft-(Ff+Fw)
Fx＝D×(M·amax),D∈[0,1]
Fthr＝Fx+(Ff+Fw)
wherein, FtFor maximum driving force of the vehicle, TemaxTo startMaximum output torque of the machine, igTo the transmission ratio of the variator, i0Is the main reducer transmission ratio etaTFor equivalent transmission efficiency, r is the wheel radius, M is the equivalent mass of the vehicle, amaxAt maximum acceleration, FfTo rolling resistance, FwAs air resistance, FxFor acceleration resistance limit, D is the power index, FthrIs the driving force limit.
Specifically, as shown in fig. 4a, a curve 1 is a relationship curve between the maximum driving force at the current gear and the vehicle speed of the vehicle, a curve 2 is a relationship curve between the maximum driving force after the gear is shifted up and the vehicle speed of the vehicle, and a curve 3 is a relationship curve between the driving force limit value and the vehicle speed of the vehicle; as shown in fig. 4b, curve 1 is a relation curve between the fuel consumption per hundred kilometers in the current gear and the speed of the vehicle, and curve 2 is a relation curve between the fuel consumption per hundred kilometers after the gear is shifted up and the speed of the vehicle. As can be seen from fig. 4a and 4b, when the vehicle speed is a, the fuel consumption is equal for hundreds of kilometers before and after the upshift, that is, point a is the economic shift point; when the vehicle speed is B, the maximum driving force before the upshift is equal to the maximum driving force limit, that is, point B is the power shift point. If the speed of the bicycle is within the range of [ A, C ], although the oil consumption per hundred kilometers after the gear is shifted is less than the oil consumption per hundred kilometers under the current gear, the requirement on the economical efficiency of the automobile is met, but the maximum driving force after the gear is shifted is less than the maximum driving force under the current gear, and the requirement on the dynamic performance of the automobile is not met. It can be seen that the upshifting can satisfy both the economy and the power performance requirements as the vehicle speed accelerates to after C, that is, when the vehicle speed is within C, B.
Human-machine-interaction module 40 may include input ports and output ports. The input port is used for receiving vehicle power indexes input by a driver, and the output port is used for feeding back vehicle energy-saving driving prompts to the driver in an audio-video or subtitle mode.
In one implementation, the vehicle energy-saving driving prompt may include: an accelerator stepping prompt aiming at an energy-saving type under an acceleration condition; the method comprises the following steps of (1) aiming at a deceleration working condition energy-saving type sliding driving prompt; and the energy-saving type gear-up prompt is performed aiming at gear switching. It should be noted that, the vehicle energy-saving driving prompt here may select one of voice, video and subtitles, and may also adopt a mode of combining several of voice, video and subtitles, and the embodiment of the present invention does not need to limit a specific energy-saving prompting mode.
Further, the human-computer interaction module 40 may further include a switch for turning ON or OFF the energy saving system, and when the switch is turned to an ON position, the energy saving system is turned ON, and when the switch is turned to an OFF position, the energy saving system is turned OFF. It should be noted that the setting of the switch enables the driver to choose how to drive the vehicle according to his specific needs, for example, the energy saving system may be turned on to improve the economic performance of the vehicle, and the energy saving system may be turned off to drive the vehicle in a driving manner familiar to the driver.
The vehicle energy-saving system provided by the embodiment of the invention takes the driving information such as the power demand of the vehicle and the speed of the front vehicle into consideration, and reduces the oil consumption of the vehicle by correcting the driving behavior of the driver in real time, thereby reducing the pressure of energy conservation and emission reduction of the vehicle and improving the economic performance of the vehicle in the driving process.
Corresponding to the vehicle energy saving system, the embodiment of the invention provides a vehicle energy saving method which is applied to an energy saving controller in the vehicle energy saving system. As shown in fig. 5, the vehicle energy saving method may include:
s101: and acquiring the driving information after the vehicle energy-saving system is started.
It should be noted that, a switch for turning ON or turning OFF the energy saving system may also be disposed in the human-computer interaction module in the vehicle energy saving system, and when the switch is turned to an ON gear, the energy saving system is turned ON, and when the switch is turned to an OFF gear, the energy saving system is turned OFF. It should be noted that the setting of the switch enables the driver to choose how to drive the vehicle according to his specific needs, for example, the energy saving system may be turned on to improve the economic performance of the vehicle, and the energy saving system may be turned off to drive the vehicle in a driving manner familiar to the driver.
The "driving information" mentioned here is vehicle driving information obtained by the data processing module performing corresponding data processing on the basic data acquired by the data acquisition module.
It should be noted that the "driving data" acquired by the data acquisition module is basic data directly measured by the acquisition device, where the driving data may include vehicle driving data of a vehicle (called a "vehicle" for short) driven by the driver, such as vehicle speed, vehicle acceleration, and vehicle gear; the vehicle travel data of the peripheral vehicle around the own vehicle, such as the inter-vehicle distance from the preceding vehicle (simply referred to as a preceding vehicle) or the following vehicle (simply referred to as a following vehicle), the relative vehicle speed from the preceding vehicle or the following vehicle, and the like may be included. It should be noted that, specific contents of the collected driving data are not limited herein, and the specific contents of the driving data mentioned above are only for illustration and are not meant to limit the present invention.
S102: and determining the energy-saving type corresponding to the driving information according to a preset energy-saving type judgment rule.
Wherein the energy saving type may include: an acceleration condition energy-saving type, a deceleration condition energy-saving type and a gear switching energy-saving type.
It should be noted that, for different driving conditions of the vehicle, the energy saving types adopted are also different, and therefore, the judgment needs to be performed according to the preset energy saving type judgment rule, so as to determine the energy saving type corresponding to the driving information, and facilitate the subsequent execution of the corresponding energy saving operation.
In addition, for clarity of layout and convenience of reading, the preset energy saving type determination rule will be described in detail in the subsequent section.
S103: and controlling the vehicle to run according to the determined energy-saving type.
Specifically, after the corresponding energy saving type is determined according to the preset energy saving type judgment rule, the energy saving controller sends an execution instruction (such as an acceleration instruction, a deceleration instruction, a gear shifting instruction and the like) to a driving motor of the vehicle so as to control the vehicle to operate according to working conditions corresponding to different energy saving types.
Therefore, the embodiment of the invention provides a vehicle energy-saving method, which considers the power demand of the vehicle and the driving information such as the speed of the front vehicle, and reduces the oil consumption of the vehicle by correcting the driving behavior of the driver in real time, thereby reducing the pressure of energy conservation and emission reduction of the vehicle and improving the economic performance of the vehicle in the driving process.
Further, after step S103, the vehicle energy saving method further includes: and feeding back a vehicle energy-saving driving prompt to an output port of the man-machine interaction module.
In one implementation, the vehicle energy-saving driving prompt may include: an accelerator stepping prompt aiming at an energy-saving type under an acceleration condition; the method comprises the following steps of (1) aiming at a deceleration working condition energy-saving type sliding driving prompt; and the energy-saving type gear-up prompt is performed aiming at gear switching. It should be noted that, the vehicle energy-saving driving prompt here may select one of voice, video and subtitles, and may also adopt a mode of combining several of voice, video and subtitles, and the embodiment of the present invention does not need to limit a specific energy-saving prompting mode.
The following describes a preset energy saving determination rule in the embodiment of the present invention.
In one implementation, the preset energy saving type determination rule is as follows:
(1) and if the acceleration of the vehicle is greater than the acceleration limit value, determining the vehicle as an acceleration working condition energy-saving type.
(2) And if the speed of the bicycle is greater than the speed of the bicycle ahead, determining the bicycle as the energy-saving type under the deceleration working condition.
(3) And if the current gear is a non-highest gear, the oil consumption per hundred kilometers after the gear is shifted is less than the oil consumption per hundred kilometers under the current gear, and the maximum driving force after the gear is shifted is greater than the maximum driving force limit value under the current gear, determining that the gear is switched to the energy-saving type.
For the energy-saving type (1), when the acceleration of the vehicle is greater than the acceleration limit value, the energy-saving system gives corresponding prompts, such as prompting to step on the accelerator, at an output port of the human-computer interaction module. It should be noted that the acceleration limit value is related to the power index and the acceleration of the vehicle, and the acceleration limit value can be adjusted according to the power demand of the driver, so as to obtain the acceleration limit values under different power demands. Specifically, the acceleration limit may be calculated as follows:
athr＝D×amax D∈[0,1]
wherein, athrIs an acceleration limit value, amaxThe maximum acceleration is D, the power index.
It should be noted that when the vehicle type, the vehicle body weight, the speed ratio of the engine gearbox and other influencing factors of the vehicle are different, the power index of the engine is also different. As shown in fig. 3, a graph of the relationship between the acceleration of the vehicle and the power index and the vehicle speed of the vehicle according to the embodiment of the present invention is provided, where the power indexes corresponding to the relationship curves 1, 2, and 3 are D-1, D-0.7, and D-0.4, respectively. As can be seen from fig. 3, for the same vehicle speed, the vehicle acceleration is in a direct proportion to the power index; for the same power index, the relation between the acceleration of the vehicle and the speed of the vehicle tends to increase first and then decrease, and the acceleration corresponding to the peak position is the maximum acceleration.
For the energy-saving type (2), when the speed of the vehicle is higher than that of the vehicle in front, the energy-saving system gives corresponding prompts, such as a prompt of sliding driving, at an output port of the human-computer interaction module. The acceleration of coasting is related to the speed of the vehicle, the speed of the vehicle ahead, and the distance between vehicles. Specifically, the acceleration of coasting running can be calculated in the following manner:
wherein, acoastIs the coasting acceleration; v ispIs the front vehicle speed; v is the speed of the bicycle; and x is the distance between the vehicles.
For the energy-saving type (3), if the current gear is a non-highest gear, the oil consumption per hundred kilometers after the gear is shifted up is less than the oil consumption per hundred kilometers under the current gear, and the maximum driving force after the gear is shifted up is greater than the maximum driving force limit value under the current gear, the energy-saving system gives a corresponding prompt at an output port of the human-computer interaction module, such as prompting for shifting up.
The maximum driving force is related to the vehicle speed and the vehicle gear. Specifically, the maximum driving force may be calculated in the following manner:
Temax＝h(n)
wherein n is the engine speed, igTo the transmission ratio of the variator, i0Is the transmission ratio of the main speed reducer, r is the radius of the wheel, v is the speed of the bicycle, TemaxH (n) is the engine maximum output torque, and F (n) is the engine external characteristic curvetIs the maximum driving force of the vehicle, etaTEquivalent transmission efficiency.
The maximum driving force limit is related to a power index, a vehicle speed, and a vehicle gear. Specifically, the maximum driving force limit is calculated in the following manner:
M·amax＝Ft-(Ff+Fw)
Fx＝D×(M·amax),D∈[0,1]
Fthr＝Fx+(Ff+Fw)
wherein, FtFor maximum driving force of the vehicle, TemaxFor maximum output torque of the engine, igTo the transmission ratio of the variator, i0Is the main reducer transmission ratio etaTFor equivalent transmission efficiency, r is the wheel radius, M is the equivalent mass of the vehicle, amaxAt maximum acceleration, FfTo rolling resistance, FwAs air resistance, FxFor acceleration resistance limit, D is the power index, FthrIs the driving force limit.
Specifically, as shown in fig. 4a, a curve 1 is a relationship curve between the maximum driving force at the current gear and the vehicle speed of the vehicle, a curve 2 is a relationship curve between the maximum driving force after the gear is shifted up and the vehicle speed of the vehicle, and a curve 3 is a relationship curve between the driving force limit value and the vehicle speed of the vehicle; as shown in fig. 4b, curve 1 is a relation curve between the fuel consumption per hundred kilometers in the current gear and the speed of the vehicle, and curve 2 is a relation curve between the fuel consumption per hundred kilometers after the gear is shifted up and the speed of the vehicle. As can be seen from fig. 4, when the vehicle speed is a, the fuel consumption is equal before and after the upshift for one hundred kilometers, that is, point a is the economic shift point; when the vehicle speed is B, the maximum driving force before the upshift is equal to the maximum driving force limit, that is, point B is the power shift point. It can be seen that, if the speed of the vehicle is within [ a, C ], although the oil consumption per hundred kilometers after the upshift is less than the oil consumption per hundred kilometers under the current gear, the requirement on the economical efficiency of the vehicle is met, but the maximum driving force after the upshift is less than the maximum driving force under the current gear, and the requirement on the dynamic performance of the vehicle is not met. It can be seen that the upshifting can satisfy both the economy and the power performance requirements as the vehicle speed accelerates to after C, that is, when the vehicle speed is within C, B.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
Those skilled in the art will appreciate that all or part of the steps in the above method embodiments may be implemented by a program to instruct relevant hardware to perform the steps, and the program may be stored in a computer-readable storage medium, referred to herein as a storage medium, such as: ROM/RAM, magnetic disk, optical disk, etc.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention shall fall within the protection scope of the present invention.
Claims (9)
1. A vehicle economizer system, characterized in that the vehicle economizer system comprises: the system comprises a data acquisition module, a data processing module, an energy-saving controller and a human-computer interaction module; wherein,
the data acquisition module is used for collecting driving data in real time, and the driving data comprises: vehicle travel data of a driver's own driving vehicle and a peripheral vehicle centering on the own driving vehicle; the vehicle travel data includes: the vehicle speed, the vehicle acceleration, the vehicle gear, the inter-vehicle distance of the front vehicle or the rear vehicle and/or the relative speed with the front vehicle or the rear vehicle;
the data processing module is used for carrying out data processing on the driving data to obtain driving information;
the energy-saving controller is used for acquiring the driving information after the vehicle energy-saving system is started; determining an energy-saving type corresponding to the driving information according to a preset energy-saving type judgment rule; controlling the vehicle to run according to the determined energy-saving type; wherein the energy saving type includes: an acceleration condition energy-saving type, a deceleration condition energy-saving type and a gear switching energy-saving type;
the preset energy-saving type judgment rule is as follows:
if the acceleration of the self-vehicle is greater than the acceleration limit value, determining the self-vehicle as an acceleration working condition energy-saving type;
if the speed of the bicycle is higher than that of the bicycle ahead, the bicycle is determined to be a deceleration working condition energy-saving type;
if the current gear is a non-highest gear, the oil consumption per hundred kilometers after the gear is shifted is less than the oil consumption per hundred kilometers under the current gear, and the maximum driving force after the gear is shifted is greater than the maximum driving force limit value under the current gear, determining that the gear is switched to the energy-saving type;
the human-computer interaction module comprises an input port and an output port; the input port is used for receiving vehicle power indexes input by a driver, and the output port is used for feeding back vehicle energy-saving driving prompts to the driver in an audio-video or subtitle mode;
when the speed of the vehicle is higher than the speed of the vehicle ahead, the energy-saving controller gives a prompt for sliding running through an output port of the man-machine interaction module, and determines the acceleration of the sliding running according to the speed of the vehicle, the speed of the vehicle ahead and the distance between vehicles.
2. The vehicle economizer system of claim 1 wherein the data acquisition module comprises: the system comprises a vehicle speed sensor, a gear sensor, an acceleration sensor and a vehicle-mounted radar; wherein,
the vehicle speed sensor is used for measuring the speed of the vehicle;
the gear sensor is used for measuring the gear of the bicycle;
the acceleration sensor is used for measuring the acceleration of the vehicle;
the vehicle-mounted radar is used for measuring the distance between the own vehicle and the front vehicle and the relative speed.
3. The vehicle economizer system of claim 2 wherein the data processing module is specifically configured to:
and obtaining the speed of the vehicle, the gear of the vehicle, the acceleration of the vehicle, the distance between vehicles and the relative speed, and calculating the speed of the vehicle in front according to the speed of the vehicle and the relative speed.
4. The vehicle economizer system of claim 3 wherein,
the data processing module sends the vehicle speed, the vehicle gear, the vehicle acceleration, the vehicle distance and the front vehicle speed to the energy-saving controller through a CAN bus;
and the energy-saving controller determines the energy-saving type according to the speed of the vehicle, the gear of the vehicle, the acceleration of the vehicle, the distance between the vehicles and the speed of the vehicle ahead and the preset energy-saving type judgment rule.
5. The vehicle economizer system of claim 1 wherein the acceleration limit is calculated as follows:
athr＝D×amax D∈[0,1]
wherein, athrIs an acceleration limit value, amaxThe maximum acceleration is D, the power index.
6. The vehicle economizer system of claim 1 wherein the maximum drive force is calculated as follows:
Temax＝h(n)
wherein n is the engine speed, igTo the transmission ratio of the variator, i0Is the transmission ratio of the main speed reducer, r is the radius of the wheel, v is the speed of the bicycle, TemaxH (n) is the engine maximum output torque, and F (n) is the engine external characteristic curvetIs the maximum driving force of the vehicle, etaTEquivalent transmission efficiency.
7. The vehicle economizer system of claim 1 wherein the maximum drive force limit is calculated as follows:
M·amax＝Ft-(Ff+Fw)
Fx＝D×(M·amax),D∈[0,1]
Fthr＝Fx+(Ff+Fw)
wherein, FtFor maximum driving force of the vehicle, TemaxFor maximum output torque of the engine, igTo the transmission ratio of the variator, i0Is the main reducer transmission ratio etaTFor equivalent transmission efficiency, r is the wheel radius, M is the equivalent mass of the vehicle, amaxAt maximum acceleration, FfTo rolling resistance, FwAs air resistance, FxFor acceleration resistance limit, D is the power index, FthrIs the driving force limit.
8. The vehicle energy saving system of claim 1, wherein the vehicle energy saving driving prompt comprises:
the method comprises the steps of accelerator stepping prompting aiming at an energy-saving type of an acceleration working condition, sliding driving prompting aiming at an energy-saving type of a deceleration working condition and gear shifting prompting aiming at an energy-saving type of gear shifting.
9. A vehicle energy saving method applied to the energy saving system according to any one of claims 1 to 8, characterized by comprising:
after the vehicle energy-saving system is started, acquiring the driving information;
determining an energy-saving type corresponding to the driving information according to a preset energy-saving type judgment rule; wherein the energy saving type includes: acceleration condition energy-saving type, deceleration condition energy-saving type and gear switching energy-saving type
Controlling the vehicle to run according to the determined energy-saving type;
the preset energy-saving type judgment rule is as follows:
if the acceleration of the self-vehicle is greater than the acceleration limit value, determining the self-vehicle as an acceleration working condition energy-saving type;
if the speed of the bicycle is higher than that of the bicycle ahead, the bicycle is determined to be a deceleration working condition energy-saving type;
if the current gear is a non-highest gear, the oil consumption per hundred kilometers after the gear is shifted is less than the oil consumption per hundred kilometers under the current gear, and the maximum driving force after the gear is shifted is greater than the maximum driving force limit value under the current gear, determining that the gear is switched to the energy-saving type;
when the speed of the vehicle is higher than the speed of the vehicle ahead, a prompt is given to slide, and the acceleration of the sliding is determined according to the speed of the vehicle, the speed of the vehicle ahead and the distance between vehicles.
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