Acceleration compensation method and device, and vehicle

Abstract

Embodiments of the present application provide an acceleration compensation method. The method includes obtaining moving environment information and / or moving parameter information of a vehicle traveling in a first mode, and switching the first mode of the vehicle to a second mode when the moving environment information and / or the moving parameter information satisfy preset conditions. When at the same speed and / or accelerator pedal opening, the acceleration ability of the vehicle in the second mode is greater than that in the first mode, and the ECO mode or power saving mode of the vehicle includes the first mode and the second mode. The above method may be applied to an intelligent vehicle or an electric vehicle, thereby performing acceleration compensation on the vehicle in a scenario where the vehicle requires high torque or high power, timely adjusting the acceleration ability of the vehicle, and improving the driving experience of the user.

Description

Technical Field

[0001] Embodiments of the present application relate to the field of intelligent vehicles, and more specifically, to an acceleration compensation method and apparatus, and a vehicle.

Background Art

[0002] With the widespread use of new energy vehicles in daily life, the battery life of new energy vehicles has become increasingly important. Currently, most new energy vehicles can improve the battery life of the vehicle by setting the ECO (power saving) mode.

[0003] However, in some scenarios where a large torque or high power is required when the vehicle is in the ECO (power saving) mode (for example, the vehicle climbing scenario), when the vehicle is in the ECO mode, the acceleration is decelerated, and the torque or power output capacity of the vehicle is limited, so the power requirement of the vehicle may not be satisfied. Also, when the user starts to adjust the acceleration mode of the vehicle only when recognizing that the acceleration ability of the vehicle is insufficient, the acceleration ability of the vehicle may be difficult to match the user's acceleration requirement because the acceleration mode is not adjusted in a timely manner, and as a result, the user's driving experience becomes worse.

Summary of the Invention

[0004] Embodiments of the present application provide an acceleration compensation method and apparatus, and a vehicle, so that acceleration compensation can be performed on the vehicle in a scenario where the vehicle requires a large torque or high power, the acceleration ability of the vehicle can be adjusted in a timely manner, and the user's driving experience can be improved.

[0005] The vehicles (sometimes abbreviated as "vehicles") in this application are means of transport in a broad sense and may include vehicles (e.g., passenger cars, trucks, motorcycles, trains, airplanes, or ships), industrial vehicles (e.g., pallet trucks, trailers, or tractors), construction vehicles (e.g., excavators, bulldozers, or cranes), agricultural machinery (e.g., lawnmowers or mowers), amusement equipment, toy vehicles, etc. The types of vehicles are not specifically limited in this application.

[0006] A method for compensating for acceleration is provided according to the first aspect. The method includes acquiring motion environment information and / or motion parameter information of a vehicle traveling in a first mode, and switching the vehicle from the first mode to a second mode if the motion environment information and / or motion parameter information satisfies pre-set conditions. At the same speed and / or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the first mode, and the vehicle's ECO mode or power saving mode includes the first mode and the second mode.

[0007] Vehicle movement environment information may include one or more of the following: road gradient, road type information, road speed limit information, road congestion information, and road average vehicle speed information. Vehicle movement parameter information may include one or more of the following: average vehicle speed during movement, acceleration, accelerator pedal position, charge status, torque, and power output of the power end.

[0008] Optionally, Mode 1 or The second mode may be a sub-mode of either ECO mode or power saving mode. The first and second modes may be set for the vehicle before shipment and may be directly selected by the user.

[0009] Optionally, the first and second modes may be defined by the user based on user requirements. For example, the user may configure which devices (air conditioning, cameras, and voice assistants) are permitted to be enabled by the vehicle in the first and second modes. As another example, the user may configure which devices are not permitted to be enabled by the vehicle in the first and second modes.

[0010] The fact that a vehicle's acceleration capability in the second mode is greater than that of the first mode can be expressed in several ways. For example, at the same speed and / or accelerator pedal position, the torque of a vehicle moving in the second mode is greater than the torque of a vehicle moving in the first mode. As another example, at the same speed and / or accelerator pedal position, the output power of the power end of a vehicle moving in the second mode is greater than the power of the power end of a vehicle moving in the first mode. As yet another example, at the same speed and / or accelerator pedal position, the amplitude of torque change of a vehicle moving in the second mode over time is greater than the amplitude of torque change of a vehicle moving in the first mode over the same amount of time.

[0011] In the embodiments of the present invention, the vehicle can switch from a first mode to a second mode based on mobility environment information and / or mobility parameter information. In this way, the vehicle's acceleration capability is improved when the vehicle is in ECO mode or energy-saving mode, thereby improving the user's driving experience.

[0012] Referring to the first aspect, in some implementations of the first aspect, the mobility environment information includes road gradient, and switching the vehicle from a first mode to a second mode when the mobility environment information and / or mobility parameter information satisfy pre-set conditions includes switching the vehicle from a first mode to a second mode when the road gradient is greater than or equal to a first threshold.

[0013] The road gradient may be obtained from fixed information or navigation information within the mobility environment information, and the first threshold may be a pre-set road gradient value. If the road gradient is greater than the first threshold, the vehicle's acceleration ability is improved by switching from the first mode to the second mode.

[0014] In this embodiment, when the road gradient is greater than or equal to a first threshold, the first mode in which the vehicle moves is switched to a second mode. In this way, the vehicle's acceleration capability immediately matches the user's acceleration request when the vehicle is in ECO mode or energy-saving mode, thereby improving the user's driving experience.

[0015] Referring to the first aspect, in some implementations of the first aspect, the mobility environment information includes road type information, and switching the vehicle from a first mode to a second mode when the road gradient is greater than or equal to a first threshold includes switching the vehicle from a first mode to a second mode when the gradient is greater than or equal to a first threshold, based on the road type information.

[0016] Road type information may include one or more of the following: highways, suburban roads, urban roads, and mountain roads. The first threshold may be set to different values ​​corresponding to different road types. For example, the first threshold corresponding to a highway may be set to A. If the vehicle is traveling on a highway and the highway gradient is greater than A, the first mode may be switched to the second mode based on a pre-set first gradient range that includes the highway gradient. As another example, the first threshold corresponding to a mountain road may be set to D. If the vehicle is traveling on a mountain road and the mountain road gradient is greater than D, the first mode may be switched to the second mode based on a pre-set second gradient range that includes the mountain road gradient.

[0017] In the embodiments of the present invention, when the road gradient is greater than or equal to a first threshold, the vehicle's acceleration capability at the same speed and / or accelerator pedal opening can be improved based on road type information and road gradient. In this way, the vehicle's acceleration capability can more quickly respond to the user's acceleration request when the vehicle is in ECO mode or power saving mode, thereby improving the user's driving experience.

[0018] Referring to the first aspect, in some implementations of the first aspect, the motion parameter information includes one or more of average speed, acceleration, and accelerator pedal opening, and switching the vehicle from a first mode to a second mode when the motion environment information and / or motion parameter information satisfies pre-set conditions includes switching the vehicle from a first mode to a second mode when the vehicle's current average speed is greater than or equal to the past average speed of vehicles moving on the road, and / or switching the vehicle from a first mode to a second mode when the vehicle's current acceleration is greater than or equal to the past average acceleration of vehicles moving on the road, and / or switching the vehicle from a first mode to a second mode when the vehicle's current average accelerator pedal opening is greater than or equal to the past average accelerator pedal opening of vehicles moving on the road.

[0019] The vehicle's past average speed, past acceleration, and past accelerator pedal opening may belong to the vehicle's past movement data, which may be sent to the vehicle using a cloud server. The past movement data may be all of the vehicle's past movement data, the vehicle's movement data for the past month, or the vehicle's movement data for the past week. This is not limited to the embodiments of the present invention.

[0020] In the embodiments of this invention, a comparison can be made between vehicle movement parameter information and past vehicle movement data. If the movement data included in the vehicle movement parameter information is greater than or equal to the past vehicle movement data, it indicates that the user's driving style is radical. In this case, the vehicle's acceleration ability at the same speed and / or accelerator pedal opening may be improved so that the vehicle's driving mode matches the user's driving style.

[0021] Referring to the first aspect, in some implementations of the first aspect, the motion parameter information further includes the accelerator pedal opening of the vehicle during a pre-set period, and switching the vehicle from a first mode to a second mode when the motion environment information and / or motion parameter information satisfies pre-set conditions includes switching the vehicle from a first mode to a second mode when the number of times the accelerator pedal opening is greater than or equal to a second threshold is greater than or equal to a third threshold is greater than or equal to a third threshold.

[0022] The second threshold may be a pre-set pedal opening, and the third threshold may be a pre-set number of times the driver presses the accelerator pedal. For example, if the number of times the driver's accelerator pedal operation exceeds 70% within 20 seconds is detected to be 5, which is 2 more than the pre-set number, the vehicle's first mode may be switched to the second mode. As another example, if the number of times the driver's accelerator pedal operation exceeds 70% within 60 seconds is detected to be 12, which is 10 more than the pre-set number, the vehicle's first mode may be switched to the second mode.

[0023] In an embodiment of the present application, when the accelerator pedal opening of the vehicle satisfies a preset condition within a preset period, the acceleration ability of the vehicle at the same speed and / or accelerator pedal opening can be improved. In this way, the acceleration ability of the vehicle can be adjusted in a timely manner based on the driving operation of the driver when the vehicle is in the ECO mode or the power-saving mode, so that the acceleration mode of the vehicle can match the driving habit of the user.

[0024] Referring to the first aspect, in some implementations of the first aspect, the movement parameter information includes the state of charge of the vehicle, and the method further includes determining a third mode in which the vehicle moves based on the state of charge, where the ECO mode or the power-saving mode of the vehicle includes the third mode, and before switching the first mode of the vehicle to the second mode, the method further includes determining that the acceleration ability of the vehicle in the second mode is less than the acceleration ability of the vehicle in the third mode.

[0025] The third mode belongs to the ECO mode or the power-saving mode of the vehicle, and the acceleration ability of the vehicle in the third mode may be the maximum acceleration ability that the vehicle can achieve in the current state of charge.

[0026] Before the vehicle switches from the first mode to the second mode, the value relationship between the acceleration ability of the vehicle in the second mode and the acceleration ability of the vehicle in the third mode may be determined to determine different acceleration compensation policies. When the acceleration ability of the vehicle in the second mode is less than the acceleration ability in the third mode, the first mode of the vehicle is switched to the second mode. When the acceleration ability of the vehicle in the second mode is greater than or equal to the acceleration ability in the third mode, the first mode of the vehicle is switched to the third mode.

[0027] <s That the acceleration ability of the vehicle in the second mode is less than the acceleration ability of the vehicle in the third mode can be determined in multiple ways.

[0028] For example, the current maximum output power of the battery can be determined based on the state of charge. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the power end of the vehicle can be obtained. Next, the output power corresponding to the second mode of the power end is determined, and the output power is compared with the maximum output power. When the output power is smaller than the maximum output power, the acceleration ability of the vehicle in the second mode is smaller than that in the third mode when at the same speed and / or degree of accelerator pedal opening. When the output power is larger than the maximum output power, the acceleration ability of the vehicle in the second mode is larger than that in the third mode when at the same speed and / or accelerator pedal opening.

[0029] As another example, the current maximum output power of the battery can be determined based on the state of charge. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the power end of the vehicle can be obtained, and the maximum torque can be obtained by calculation based on the maximum output power. Next, the torque corresponding to the second mode of the vehicle is compared with the maximum torque. When the torque corresponding to the second mode is smaller than the maximum torque, the acceleration ability of the vehicle in the second mode is smaller than that in the third mode when at the same speed and / or degree of accelerator pedal opening. When the second torque is larger than the maximum torque, the acceleration ability of the vehicle in the second mode is larger than that in the third mode when at the same speed and / or accelerator pedal opening.

[0030] In an embodiment of the present application, the third mode in which the vehicle moves is determined based on the current state of charge of the vehicle, and the first mode is switched to the second mode only when the acceleration ability of the vehicle in the second mode is smaller than that in the third mode. In this way, the acceleration ability of the vehicle can immediately match the acceleration requirement of the user within the range of capabilities achievable by the vehicle battery, thereby improving the driving experience of the user.

[0031] Referring to the first aspect, in some implementations of the first aspect, switching a vehicle from a first mode to a second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions includes adjusting the first torque of a vehicle moving in the first mode to a second torque of a vehicle moving in the second mode, where the second torque is greater than the first torque for the same speed and / or accelerator pedal opening.

[0032] In the embodiment of the present invention, when the vehicle's moving environment information and / or moving parameter information satisfies pre-set conditions, the vehicle can adjust the first torque of the vehicle moving in the first mode to the second torque of the vehicle moving in the second mode. In this way, the vehicle's acceleration capability can be improved by increasing the torque when the vehicle is in ECO mode or power saving mode, thereby improving the user's driving experience.

[0033] Referring to the first aspect, in some implementations of the first aspect, switching a vehicle from a first mode to a second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions includes adjusting the first power of a vehicle moving in the first mode to a second power of a vehicle moving in the second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions, wherein, for the same speed and / or accelerator pedal opening, the second power is greater than the first power.

[0034] In the embodiment of the present invention, when the vehicle's moving environment information and / or moving parameter information satisfies pre-set conditions, the vehicle can adjust the first power of the vehicle moving in the first mode to the second power of the vehicle moving in the second mode. In this way, the vehicle's acceleration capability can be improved by increasing the output power of the vehicle's power end when the vehicle is in ECO mode or power saving mode, thereby improving the user's driving experience.

[0035] Referring to the first aspect, in some implementations of the first aspect, switching a vehicle from a first mode to a second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions includes adjusting the first torque rate of a vehicle moving in the first mode to a second torque rate of a vehicle moving in the second mode, where the second torque rate is greater than the first torque rate for the same speed and / or accelerator pedal opening.

[0036] In the embodiment of the present invention, when the vehicle's moving environment information and / or moving parameter information satisfies pre-set conditions, the vehicle can adjust the first torque change rate of the vehicle moving in the first mode to the second torque change rate of the vehicle moving in the second mode. In this way, the vehicle's acceleration capability can be improved by increasing the vehicle's torque change rate when the vehicle is in ECO mode or power saving mode, thereby improving the user's driving experience.

[0037] In accordance with the second aspect, an acceleration compensation device is provided, which includes an acquisition unit configured to acquire motion environment information and / or motion parameter information of a vehicle traveling in a first mode, and a processing unit configured to switch the vehicle from the first mode to a second mode when the motion environment information and / or motion parameter information satisfies pre-set conditions. At the same speed and / or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the first mode, and the vehicle's ECO mode or power saving mode includes the first mode and the second mode.

[0038] Referring to the second aspect, in some implementations of the second aspect, the mobility environment information includes road gradient.

[0039] The processing unit is specifically configured to switch the vehicle from its first mode to its second mode when the road gradient is greater than or equal to a first threshold.

[0040] Referring to the second aspect, in some implementations of the second aspect, the mobility environment information further includes road type information, and the processing unit is specifically configured to switch the vehicle from a first mode to a second mode based on the road type information if the gradient is greater than or equal to a first threshold.

[0041] Referencing the second aspect, in some implementations of the second aspect, the motion parameter information includes one or more of average speed, acceleration, and accelerator pedal opening, and the processing unit is particularly configured to switch the vehicle from a first mode to a second mode if the vehicle's current average speed is greater than or equal to the past average speed of vehicles moving on the road, and / or switch the vehicle from a first mode to a second mode if the vehicle's current acceleration is greater than or equal to the past average acceleration of vehicles moving on the road, and / or switch the vehicle from a first mode to a second mode if the vehicle's current average accelerator pedal opening is greater than or equal to the past average accelerator pedal opening of vehicles moving on the road.

[0042] Referring to the second aspect, in some implementations of the second aspect, the movement parameter information further includes the accelerator pedal opening of the vehicle during a pre-set period, and the processing unit is particularly configured to switch the vehicle from a first mode to a second mode if the number of times the accelerator pedal opening is greater than or equal to a second threshold is greater than or equal to a third threshold is greater than or equal to a third threshold.

[0043] With reference to the second aspect, in some implementations of the second aspect, the processing unit is specifically configured to determine a third mode in which the vehicle moves based on the charge state, and the third mode includes the vehicle's ECO mode or power saving mode. The processing unit is further configured to determine that the vehicle's acceleration capability in the second mode is less than that in the third mode.

[0044] Referring to the second aspect, in some implementations of the second aspect, the processing unit is particularly configured to adjust the first torque of a vehicle moving in the first mode to a second torque of a vehicle moving in the second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions, wherein the second torque is greater than the first torque for the same speed and / or accelerator pedal opening.

[0045] Referring to the second aspect, in some implementations of the second aspect, the processing unit is particularly configured to adjust the first power of a vehicle moving in the first mode to the second power of a vehicle moving in the second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions, wherein the second power is greater than the first power for the same speed and / or accelerator pedal opening.

[0046] Referring to the second aspect, in some implementations of the second aspect, the processing unit is particularly configured to adjust the first torque rate change of a vehicle moving in the first mode to the second torque rate change of a vehicle moving in the second mode, provided that the moving environment information and / or moving parameter information satisfies pre-set conditions, and the second torque rate change is greater than the first torque rate change for the same speed and / or accelerator pedal opening.

[0047] In accordance with a third aspect, an acceleration compensation device is provided, the device comprising at least one processor and memory, the at least one processor being coupled to the memory and configured to read and execute instructions in the memory. The device is configured to perform the method in the above aspect.

[0048] In accordance with the fourth aspect, a computer-readable medium is provided. The computer-readable medium stores program code. When the computer program code is executed on a computer, the computer can perform the methods described in the above aspects.

[0049] In accordance with the fifth aspect, a chip is provided, the chip comprising at least one processor and memory, the at least one processor being coupled to memory and configured to read and execute instructions in memory. The device is configured to perform the method in the above aspect.

[0050] In accordance with the sixth aspect, computer program products are provided, and computers program The product includes a computer program. When the computer program is executed, the computer can perform the methods described above.

[0051] In accordance with the seventh aspect, a vehicle is provided, the vehicle comprising at least one processor and memory, the at least one processor being coupled to memory and configured to read and execute instructions in memory. The vehicle is configured to perform the method in the first aspect. [Brief explanation of the drawing]

[0052] [Figure 1] This is a functional diagram of a vehicle according to an embodiment of the present invention. [Figure 2] The system architecture of the acceleration compensation method according to the embodiment of this application is shown. [Figure 3] This is a schematic flowchart of the acceleration compensation method according to the embodiment of the present application. [Figure 4A] This is a schematic flowchart of a gradient-based acceleration compensation method according to an embodiment of the present invention. [Figure 4B] This is a schematic flowchart of a gradient-based acceleration compensation method according to an embodiment of the present invention. [Figure 5(a)-1] This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 5(a)-2] This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 5(b)] This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 5(c)]This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 5(d)] This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 5(e)] This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 5(f)] This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 5(g)] This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 5(h)] This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 5(i)] This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 5(j)] This figure shows an application scenario of the acceleration compensation method according to the present invention. [Figure 6] This is a schematic flowchart of an acceleration compensation method based on driving style according to an embodiment of the present invention. [Figure 7] This is a schematic flowchart of an acceleration compensation method based on driving operation according to an embodiment of the present invention. [Figure 8A] This is a schematic flowchart of a multi-policy-based acceleration compensation method according to an embodiment of the present invention. [Figure 8B] This is a schematic flowchart of a multi-policy-based acceleration compensation method according to an embodiment of the present invention. [Figure 9] This is a diagram of the acceleration compensation device relating to the present invention. [Figure 10] This is a diagram of another acceleration compensation device related to the present application. [Modes for carrying out the invention]

[0053] The following describes the technical solution in the embodiments of this application with reference to the attached drawings.

[0054] To facilitate understanding, an exemplary scenario to which the embodiments of the present invention apply is described below, using an intelligent driving scenario as an example, with reference to Figure 1.

[0055] Figure 1 is a functional diagram of vehicle 100 according to an embodiment of the present application. Figure 1 and related descriptions are illustrative and should be understood as not intended to limit the vehicle to the embodiments of the present application.

[0056] In the implementation process, the vehicle 100 may be configured to be in a fully or partially autonomous driving mode, or it may be manually driven by a user. For example, the vehicle 100 may acquire information about its surrounding environment by using a sensing system 120, and implement fully autonomous driving by acquiring an autonomous driving policy based on the analysis of the surrounding environment information, or it may implement partially autonomous driving by presenting the analysis results to the user.

[0057] Vehicle 100 may include multiple subsystems, such as a sensing system 120, a computing platform 130, and a display device 140. Optionally, vehicle 100 may include more or fewer subsystems, each subsystem may include one or more components. Furthermore, each subsystem and component of vehicle 100 may be interconnected by wired or wireless means.

[0058] The sensing system 120 may include several types of sensors that detect information about the surrounding environment of the vehicle 100. For example, the sensing system 120 may include a positioning system. The positioning system may be a global positioning system (GPS), a BeiDou system, or other positioning system. The sensing system 120 may include one or more of the following: an inertial measurement unit (IMU), a Lidar, a millimeter-wave radar, an ultrasonic radar, and a photographic device 121.

[0059] The photographic device 121 may be configured to capture image information of the surrounding environment of the vehicle 100. The photographic device 121 may include a monocular camera, a binocular camera, a structured optical camera, a panoramic camera, and the like. The image information acquired by the photographic device 121 may include still image information and may also include video stream information. The image information may be stored in the form of images or videos, or in the form of parameter information of images or videos, such as image brightness, grayscale, color distribution, contrast, and pixels.

[0060] Some or all of the functions of vehicle 100 may be controlled by a computing platform 130. The computing platform 130 may include processors 131 to 13n (where n is a positive integer). A processor is a circuit with signal processing capabilities. In some embodiments, a processor may be a circuit with instruction readout and execution capabilities, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which may be understood as a microprocessor), or a digital signal processor (DSP). In other embodiments, a processor may implement specific functions by using logic relationships of hardware circuits. Logic relationships of hardware circuits may be fixed or reconfigurable. For example, a processor may be a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the process by which the processor loads a configuration document and implements the hardware circuit configuration can be understood as the process by which the processor loads instructions and implements some or all of the functions of the above units. Furthermore, the circuit may be a hardware circuit designed for artificial intelligence and can be understood as an ASIC, for example, a neural network processing unit (NPU), a tensor processing unit (TPU), or a deep learning processing unit (DPU). Furthermore, the computing platform 130 may further include memory, which is configured to store instructions. Some or all of the processors 131-13n may call instructions in memory, execute the instructions, and implement the corresponding functions.

[0061] The computing platform 130 can control the functions of the vehicle 100 based on inputs received from various subsystems (e.g., the sensing system 120). In some embodiments, the computing platform 130 may operate to provide control over multiple aspects of the vehicle 100 and its subsystems.

[0062] The components described above are merely examples. In actual applications, components within the above modules may be added or removed based on actual requirements. Figure 1 should not be understood as a limitation to embodiments of the present invention.

[0063] An autonomous vehicle moving on a road, for example, vehicle 100, may identify objects in the surrounding environment to determine adjustments to its current speed. These objects may be other vehicles, traffic control devices, or other types of objects. In some examples, each identified object may be considered independently, and the speed adjustments made by the autonomous vehicle may be determined based on the object's characteristics, such as its current speed, acceleration, or distance from the vehicle.

[0064] Optionally, vehicle 100 or a sensing and computing device associated with vehicle 100 (e.g., computing platform 130) may predict the behavior of an identified object based on the characteristics of the identified object and the status of the surrounding environment (e.g., traffic congestion, rain, icy roads, etc.). Optionally, since each identified object depends on the behavior of another identified object, all identified objects may be considered together to predict the behavior of a single identified object. In other words, based on the predicted behavior of objects, the autonomous vehicle can determine stable states (e.g., acceleration, deceleration, or stopping) that the vehicle needs to adjust to. In this process, other factors may also be considered to determine the speed of vehicle 100, such as the lateral position of vehicle 100 on the road it is traveling on, the curvature of the road, and the proximity of static and dynamic objects.

[0065] In addition to giving commands to adjust the speed of the autonomous vehicle, the computing device may also give commands to change the steering angle of the vehicle 100, thereby allowing the autonomous vehicle to follow a given trajectory and / or maintain a safe lateral and longitudinal distance from objects near the autonomous vehicle (e.g., passenger cars in adjacent lanes on the road).

[0066] The vehicles of this application (sometimes abbreviated as "vehicles") are means of transport in a broad sense and may include vehicles (e.g., passenger cars, trucks, motorcycles, trains, airplanes, or ships), industrial vehicles (e.g., pallet trucks, trailers, or tractors), construction vehicles (e.g., excavators, bulldozers, or cranes), agricultural machinery (e.g., lawnmowers or mowers), amusement equipment, toy vehicles, etc. The type of vehicle is not limited in the embodiments of this application.

[0067] With the widespread use of new energy vehicles in daily life, battery life in these vehicles is becoming increasingly important. Currently, most new energy vehicles can improve their battery life by setting an ECO (energy-saving) mode.

[0068] However, in some scenarios where high torque or high power is required when the vehicle is in ECO (energy-saving) mode, the vehicle's power requirements may not be met because acceleration is reduced (power output capacity is weakened compared to normal mode) when the vehicle is in ECO mode, limiting the vehicle's torque or power output capacity. Also, if the user only begins to adjust the vehicle's acceleration mode when they perceive that the vehicle's acceleration capacity is insufficient, the vehicle's acceleration capacity may not be able to match the user's acceleration requests because the acceleration mode is not adjusted in a timely manner, resulting in a worse driving experience for the user.

[0069] For example, in a climbing scenario where the user drives the vehicle in ECO mode, the vehicle's torque or power output capacity is limited after ECO mode is activated, so the vehicle's acceleration capacity may not be sufficient to successfully climb the hill. In this case, the user may adjust the vehicle's acceleration mode to improve the vehicle's acceleration capacity. However, if the user only begins to adjust the vehicle's acceleration mode when they realize that the vehicle's acceleration capacity is insufficient, the vehicle will have to switch modes, which may make it difficult for the vehicle to meet the user's acceleration demands over a long period of time, resulting in a poor driving experience for the user.

[0070] Embodiments of the present invention provide an acceleration compensation method and apparatus, as well as a vehicle, that can perform acceleration compensation on a vehicle in scenarios requiring high torque or high power, thereby adjusting the vehicle's acceleration capability in a timely manner and improving the user's driving experience.

[0071] The following first describes a system architecture to which the acceleration compensation method provided in the embodiments of this application is applied.

[0072] Figure 2 shows a system architecture 200 of an acceleration compensation method according to an embodiment of the present application. The system architecture 200 can be applied to the vehicle 100 shown in Figure 1.

[0073] The system architecture 200 may include a map module, a vehicle cloud module, and a vehicle controller. The vehicle may acquire one or more of the following information using the map module and the vehicle cloud module: road information, navigation information, driving history information, and current road section driving information. The vehicle may acquire instantaneous vehicle driving information and / or acceleration capability information using the vehicle controller (domain controller or intelligent driving controller). After acquiring the above information, the vehicle controller may analyze the user's acceleration request from several aspects, namely road conditions, the user's driving style, and the user's driving actions, and complete the calculation of driving compensation. Finally, the vehicle controller may perform acceleration compensation within the specified period.

[0074] Specifically, the vehicle can obtain fixed map information and map navigation information by using the map module. Fixed map information may include road type (high-speed section or conventional road section), road gradient, and road speed limit. Map navigation information may include the average speed of vehicle traffic on the road the vehicle is traveling on, road congestion, and the vehicle's position on the road. Vehicle history information (user driving habit information) and distance information of the vehicle on the road section being traveled can be obtained by using the vehicle cloud module. Vehicle history information (user driving habit information) may include the vehicle's past average vehicle speed under speed limit conditions, and the vehicle's past average accelerator pedal opening and past average acceleration on the road section being traveled. Distance information of the vehicle on the road section being traveled may include the vehicle's average accelerator pedal opening and average acceleration on the road section being traveled. The vehicle controller can collect driving information and acceleration capability information of the vehicle on the current road section. Information on the vehicle's movement on the current road section may include information such as accelerator pedal position, state of change (SOC) of the drive battery, ambient temperature inside the vehicle, number of occupants, and acceleration setting of the acceleration mode. Information on the vehicle's current acceleration capability may include the maximum output power of the vehicle's power end and the vehicle's current controlled torque output.

[0075] It should be understood that vehicle movement information and acceleration capability information are sometimes collectively referred to as vehicle movement parameter information.

[0076] After obtaining the above information, the vehicle controller can obtain acceleration compensation parameters by calculation based on the above information, and the acceleration compensation parameters may include an acceleration capability requirement map, a compensation coefficient, an acceleration compensation map, an acceleration request time, an acceleration request point, an acceleration request distance, and the number of acceleration adjustments within the vehicle's distance. The acceleration capability requirement map may be one or more of torque, accelerator pedal opening, power, or vehicle speed that needs to be compensated by the vehicle, and the acceleration compensation map may be one or more of torque, accelerator pedal opening, power, or vehicle speed that the vehicle can compensate within the battery capacity range.

[0077] After the acceleration compensation parameters are obtained through calculation, the vehicle controller can perform acceleration compensation on the vehicle based on the acceleration compensation parameters within the specified period (from the start of compensation to the end of compensation).

[0078] Figure 3 is a schematic flowchart of an acceleration compensation method according to an embodiment of the present application. The acceleration compensation method of Figure 3 may be applied to a vehicle 100, and the method 300 may include the following steps.

[0079] S301: Obtain movement environment information and / or movement parameter information for a vehicle operating in the first mode.

[0080] Vehicle movement environment information may include one or more of the following: road gradient, road type information, road speed limit information, road congestion information, and road average vehicle speed information. Vehicle movement parameter information may include one or more of the following: average vehicle speed during movement, acceleration, accelerator pedal position, charge status, torque, and power output of the power end.

[0081] The first mode may be a sub-mode of either ECO mode or power saving mode. After the vehicle's ECO mode or power saving mode is activated, the vehicle's battery life is extended, and torque and power output capacity (acceleration capacity) are limited.

[0082] Optionally, the first mode may be set for the vehicle before shipment, or it may be directly selected by the user.

[0083] Optionally, the first mode may be defined by the user based on user requirements. For example, the user may configure which devices (including but not limited to air conditioning, cameras, and voice assistants) are permitted to be enabled by the vehicle in the first mode. As another example, the user may configure which devices are not permitted to be enabled by the vehicle in the first mode.

[0084] S302: The vehicle's first mode is switched to the second mode when the movement environment information and / or movement parameter information satisfies pre-set conditions.

[0085] Specifically, the second mode may be a sub-mode of either ECO mode or power-saving mode. At the same speed and / or accelerator pedal opening, the vehicle's acceleration capability in the second mode is greater than that in the first mode.

[0086] Optionally, the second mode may be set for the vehicle before shipment, or it may be directly selected by the user.

[0087] Optionally, the second mode may be defined by the user based on user requirements. For example, the user may configure devices that are permitted to be enabled by the vehicle in the second mode. As another example, the user may configure devices that are not permitted to be enabled by the vehicle in the second mode.

[0088] The fact that a vehicle's acceleration capability in the second mode is greater than that of the first mode can be expressed in several ways. For example, at the same speed and / or accelerator pedal position, the torque of a vehicle moving in the second mode is greater than the torque of a vehicle moving in the first mode. As another example, at the same speed and / or accelerator pedal position, the output power of the power end of a vehicle moving in the second mode is greater than the power of the power end of a vehicle moving in the first mode. As yet another example, at the same speed and / or accelerator pedal position, the amplitude of torque change of a vehicle moving in the second mode over time is greater than the amplitude of torque change of a vehicle moving in the first mode over the same amount of time.

[0089] In the embodiments of the present invention, the vehicle can switch from a first mode to a second mode based on mobility environment information and / or mobility parameter information. In this way, the vehicle's acceleration capability is improved when the vehicle is in ECO mode or energy-saving mode, thereby improving the user's driving experience.

[0090] Various methods can be used to switch the vehicle from its first mode to its second mode when the mobility environment information and / or mobility parameter information satisfies pre-set conditions.

[0091] In a possible implementation, the mobility environment information includes road gradient, and switching the vehicle from its first mode to its second mode when the mobility environment information and / or mobility parameter information satisfy pre-set conditions includes switching the vehicle from its first mode to its second mode when the road gradient is greater than or equal to a first threshold.

[0092] The road gradient may be obtained from fixed information or navigation information within the mobility environment information, and the first threshold may be a pre-set road gradient value. If the road gradient is greater than the first threshold, the vehicle's acceleration ability is improved by switching from the first mode to the second mode.

[0093] In this embodiment, when the road gradient is greater than or equal to a first threshold, the first mode in which the vehicle moves is switched to a second mode. In this way, the vehicle's acceleration capability immediately matches the user's acceleration request when the vehicle is in ECO mode or energy-saving mode, thereby improving the user's driving experience.

[0094] In a feasible implementation, the mobility environment information includes road type information, and switching the vehicle from its first mode to its second mode when the road gradient is greater than or equal to a first threshold includes switching the vehicle from its first mode to its second mode when the gradient is greater than or equal to a first threshold, based on the road type information.

[0095] Road type information may include one or more of the following: highways, suburban roads, urban roads, and mountain roads. The first threshold may be set to different values ​​corresponding to different road types. For example, the first threshold corresponding to highways may be set to A. If a vehicle is traveling on a highway and the highway gradient is greater than A, the first mode may be switched to the second mode based on a pre-set first gradient range that includes the highway gradient. Specific adjustment methods are shown in Figures 5(c) and 5(d). As another example, the first threshold corresponding to mountain roads may be set to D. If a vehicle is traveling on a mountain road and the mountain road gradient is greater than D, the first mode may be switched to the second mode based on a pre-set second gradient range that includes the mountain road gradient. Specific adjustment methods are shown in Figures 5(i) and 5(j).

[0096] In the embodiments of the present invention, when the road gradient is greater than or equal to a first threshold, the vehicle's acceleration capability at the same speed and / or accelerator pedal opening can be improved based on road type information and road gradient. In this way, the vehicle's acceleration capability can more quickly respond to the user's acceleration request when the vehicle is in ECO mode or power saving mode, thereby improving the user's driving experience.

[0097] In a possible implementation, the motion parameter information includes one or more of average speed, acceleration, and accelerator pedal opening, and switching the vehicle from a first mode to a second mode when the motion environment information and / or motion parameter information satisfies pre-set conditions includes switching the vehicle from a first mode to a second mode when the vehicle's current average speed is equal to or greater than the past average speed of vehicles moving on the road, and / or switching the vehicle from a first mode to a second mode when the vehicle's current acceleration is equal to or greater than the past average acceleration of vehicles moving on the road, and / or switching the vehicle from a first mode to a second mode when the vehicle's current average accelerator pedal opening is greater than or equal to the past average accelerator pedal opening of vehicles moving on the road.

[0098] The vehicle's past average speed, past acceleration, and past accelerator pedal opening may belong to the vehicle's past movement data, which may be sent to the vehicle using a cloud server. The past movement data may be all of the vehicle's past movement data, the vehicle's movement data for the past month, or the vehicle's movement data for the past week. This is not limited to the embodiments of the present invention.

[0099] In the embodiments of this invention, a comparison can be made between vehicle movement parameter information and past vehicle movement data. If the movement data included in the vehicle movement parameter information is greater than or equal to the past vehicle movement data, it indicates that the user's driving style is radical. In this case, the vehicle's acceleration ability at the same speed and / or accelerator pedal opening may be improved so that the vehicle's driving mode matches the user's driving style.

[0100] In a possible implementation, the motion parameter information further includes the accelerator pedal opening of the vehicle during a pre-set period, and switching the vehicle from a first mode to a second mode when the motion environment information and / or motion parameter information satisfies pre-set conditions includes switching the vehicle from a first mode to a second mode when the number of times the accelerator pedal opening is greater than or equal to a second threshold is greater than or equal to a third threshold is greater than or equal to a third threshold.

[0101] The second threshold may be a pre-set pedal opening, and the third threshold may be a pre-set number of times the driver presses the accelerator pedal. For example, if the number of times the driver's accelerator pedal operation exceeds 70% within 20 seconds is detected to be 5, which is 2 more than the pre-set number, the vehicle's first mode may be switched to the second mode. As another example, if the number of times the driver's accelerator pedal operation exceeds 70% within 60 seconds is detected to be 12, which is 10 more than the pre-set number, the vehicle's first mode may be switched to the second mode.

[0102] In the embodiments of the present invention, the acceleration capability of the vehicle may be improved at the same speed and / or accelerator pedal opening when the vehicle's accelerator pedal opening satisfies predetermined conditions within a predetermined period. In this way, the vehicle's acceleration capability can be adjusted in a timely manner based on the driver's driving behavior when the vehicle is in ECO mode or power saving mode, thereby allowing the vehicle's acceleration mode to match the user's driving habits.

[0103] In a possible implementation, the movement parameter information includes the vehicle's charge state, and the method further includes determining a third mode in which the vehicle moves based on the charge state, the third mode being the vehicle's ECO mode or energy-saving mode, and before switching the vehicle from its first mode to the second mode, the method further includes determining that the vehicle's acceleration capability in the second mode is less than the vehicle's acceleration capability in the third mode.

[0104] The third mode belongs to the vehicle's ECO mode or power-saving mode, and the vehicle's acceleration capability in the third mode may be the maximum acceleration capability that the vehicle can achieve with the current charge level.

[0105] Before the vehicle switches from mode 1 to mode 2, the relationship between the vehicle's acceleration capability in mode 2 and mode 3 may be determined to determine different acceleration compensation policies. If the vehicle's acceleration capability in mode 2 is less than its acceleration capability in mode 3, the vehicle switches from mode 1 to mode 2. If the vehicle's acceleration capability in mode 2 is greater than or equal to its acceleration capability in mode 3, the vehicle switches from mode 1 to mode 3.

[0106] The fact that a vehicle's acceleration capability in the second mode is less than its acceleration capability in the third mode can be determined in several ways.

[0107] For example, the current maximum output power of a battery can be determined based on its charge state. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the vehicle's power end can be obtained. Then, the output power of the power end corresponding to the second mode is determined, and this output power is compared to the maximum output power. If the output power is less than the maximum output power, the vehicle's acceleration capability in the second mode is less than its acceleration capability in the third mode, at the same speed and / or accelerator pedal opening. If the output power is greater than the maximum output power, the vehicle's acceleration capability in the second mode is greater than its acceleration capability in the third mode, at the same speed and / or accelerator pedal opening.

[0108] As another example, the current maximum output power of a battery can be determined based on its charge state. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the vehicle's power end can be obtained, and the maximum torque can be calculated based on the maximum output power. The torque corresponding to the vehicle's second mode is then compared to the maximum torque. If the torque corresponding to the second mode is less than the maximum torque, then, at the same speed and / or accelerator pedal opening, the vehicle's acceleration capability in the second mode is less than its acceleration capability in the third mode. If the second torque is greater than the maximum torque, then, at the same speed and / or accelerator pedal opening, the vehicle's acceleration capability in the second mode is greater than its acceleration capability in the third mode.

[0109] In the embodiment of the present invention, the third mode in which the vehicle moves is determined based on the vehicle's current charge state, and the first mode is switched to the second mode only if the vehicle's acceleration capability in the second mode is less than its acceleration capability in the third mode. In this way, the vehicle's acceleration capability can immediately match the user's acceleration request within the range of capability that the vehicle battery can achieve, thereby improving the user's driving experience.

[0110] In a possible implementation, switching a vehicle from a first mode to a second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions includes adjusting the first torque of a vehicle moving in the first mode to the second torque of a vehicle moving in the second mode, where the second torque is greater than the first torque at the same speed and / or accelerator pedal opening.

[0111] In the embodiment of the present invention, when the vehicle's moving environment information and / or moving parameter information satisfies pre-set conditions, the vehicle can adjust the first torque of the vehicle moving in the first mode to the second torque of the vehicle moving in the second mode. In this way, the vehicle's acceleration capability can be improved by increasing the torque when the vehicle is in ECO mode or power saving mode, thereby improving the user's driving experience.

[0112] In a possible implementation, switching a vehicle from a first mode to a second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions includes adjusting the first power of a vehicle moving in the first mode to the second power of a vehicle moving in the second mode, where the second power is greater than the first power at the same speed and / or accelerator pedal opening.

[0113] In the embodiment of the present invention, when the vehicle's moving environment information and / or moving parameter information satisfies pre-set conditions, the vehicle can adjust the first power of the vehicle moving in the first mode to the second power of the vehicle moving in the second mode. In this way, the vehicle's acceleration capability can be improved by increasing the output power of the vehicle's power end when the vehicle is in ECO mode or power saving mode, thereby improving the user's driving experience.

[0114] In a possible implementation, switching a vehicle from a first mode to a second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions includes adjusting the first torque rate change of a vehicle moving in the first mode to the second torque rate change of a vehicle moving in the second mode, where the second torque rate change is greater than the first torque rate change for the same speed and / or accelerator pedal opening.

[0115] In the embodiment of the present invention, when the vehicle's moving environment information and / or moving parameter information satisfies pre-set conditions, the vehicle can adjust the first torque change rate of the vehicle moving in the first mode to the second torque change rate of the vehicle moving in the second mode. In this way, the vehicle's acceleration capability can be improved by increasing the vehicle's torque change rate when the vehicle is in ECO mode or power saving mode, thereby improving the user's driving experience.

[0116] Figures 4A and 4B are schematic flowcharts of other acceleration compensation methods according to the embodiment of the present application. The acceleration compensation methods of Figures 4A and 4B may be applied to a vehicle 100. Method 400 may include the following steps.

[0117] S401: Enables the vehicle's ECO mode.

[0118] A vehicle's ECO mode can also be called a power-saving mode. In ECO mode, the vehicle needs to prioritize battery life, so its torque or power output capacity is limited, and its acceleration ability is affected.

[0119] The vehicle's ECO mode can be activated in several ways. For example, the vehicle's ECO mode can be activated immediately by using the human-machine interaction interface on the vehicle's display. Another example is that the user may send a voice command to the in-vehicle interaction assistant, which may activate the vehicle's ECO mode based on the voice command. Another example is that if the vehicle detects that the battery charge is insufficient to help it travel to its destination in normal driving mode, the vehicle may automatically switch from normal driving mode to ECO mode.

[0120] S402: Retrieves the vehicle's current movement information.

[0121] Specifically, vehicle movement information may include one or more of the following: vehicle controller information, road information, navigation information, user driving habit information, and driving information regarding the current road section. This information can be obtained using the map module, vehicle cloud module, and vehicle controller within the system architecture 200 in Figure 2. The specific meaning of this information is described in detail in the system architecture of Figure 2; further details are not provided here.

[0122] S403: Determines whether the maximum battery capacity is greater than the maximum battery capacity set in this mode.

[0123] Specifically, this step requires determining whether the vehicle's maximum battery capacity is greater than the maximum battery capacity in ECO mode. If the vehicle's maximum battery capacity is greater than the maximum battery capacity in ECO mode, step S404 is performed. If the vehicle's maximum battery capacity is less than or equal to the maximum battery capacity in ECO mode, step S408 is performed and the compensation process ends.

[0124] Since a portion of the battery capacity needs to be occupied when acceleration compensation is performed in the vehicle, if acceleration compensation is performed when the maximum battery capacity in ECO mode is greater than the vehicle's maximum battery capacity, acceleration compensation may fail, potentially shortening the battery's service life.

[0125] S404: Determines whether the vehicle is traveling on a highway.

[0126] Specifically, whether a vehicle is traveling on a highway can be determined in several ways.

[0127] In a feasible implementation, a vehicle may determine whether it is on a highway based on road information and / or navigation information on a map.

[0128] In possible implementations, a vehicle may acquire external environmental information by using a photographic device mounted on the vehicle, and the vehicle may identify the environmental information and, with reference to the vehicle's speed, determine whether the vehicle is on a highway.

[0129] For example, a vehicle can use a surround-view camera to collect environmental information about its surroundings at predetermined time intervals. If it detects that no buildings or traffic lights appear in the environmental information about the vehicle and that the vehicle has been moving at high speed (e.g., 120 km / h) for an extended period, it can be determined that the vehicle is traveling on a highway.

[0130] As another example, a vehicle may collect image information of a highway sign or toll booth at a given moment, and the vehicle may continue to move at high speed (e.g., 120 km / h) for an extended period of time. In this case, it may be determined that the vehicle is traveling on a highway.

[0131] If it is determined in step S404 that the vehicle is traveling on a highway, then step S404' is performed. If it is determined that the vehicle is not on a highway, then step S405 is performed.

[0132] S404': Determine whether the road gradient is greater than a predetermined threshold A.

[0133] Specifically, the vehicle may determine the gradient of the highway it is traveling on based on the gradient information in the road information. If the gradient is greater than or equal to a pre-set threshold A, the vehicle executes the highway slope compensation solution. If the gradient is less than the pre-set threshold A, step S408 is performed to terminate the compensation process.

[0134] S405: Determine whether the vehicle is traveling on a suburban road.

[0135] Specifically, whether a vehicle is on a suburban road can be determined in several ways.

[0136] In a possible implementation, a vehicle may determine whether it is on a suburban road based on road information and / or navigation information on a map.

[0137] In a possible implementation, the vehicle may acquire external environmental information by using a photographic device mounted on the vehicle, and the vehicle may identify the environmental information and, with reference to the vehicle's speed, determine whether the vehicle is on a suburban road.

[0138] For example, a vehicle can use a surround-view camera to collect environmental information about its surroundings at predetermined time intervals. It might detect that buildings or traffic lights appear infrequently within the environmental information about the vehicle, and that the vehicle has been moving at a moderate speed (e.g., 70 km / h) for an extended period. In this case, it could be determined that the vehicle is traveling on a suburban road.

[0139] It should be understood that suburban roads may be classified as first-category roads, meaning their primary function is to connect the economic and political centers of major regions, creating important industrial areas or transportation hubs.

[0140] If it is determined in step S405 that the vehicle is traveling on a suburban road, then step S405' is performed. suburbs If it is determined that the vehicle is not on the road, step S406 is performed.

[0141] S405': Determines whether the road gradient is greater than a predetermined threshold B.

[0142] Specifically, the vehicle may determine the gradient of the suburban road it is traveling on based on the gradient information in the road information. If the gradient is greater than or equal to a pre-set threshold B, the vehicle executes the suburban slope compensation solution. If the gradient is less than the pre-set threshold B, step S408 is performed to terminate the compensation process.

[0143] S406: Determines whether the vehicle is traveling on an urban road.

[0144] Specifically, whether a vehicle is on an urban road can be determined in several ways.

[0145] In a possible implementation, a vehicle may determine whether it is on an urban road based on map road information and / or navigation information.

[0146] For example, a vehicle might determine that the road it is traveling on is severely congested based on traffic information in its navigation system. In this case, it might be determined that the vehicle is traveling on an urban road.

[0147] In possible implementations, a vehicle may acquire external environmental information by using a photographic device mounted on the vehicle, and the vehicle may identify the environmental information and, with reference to the vehicle's speed, determine whether the vehicle is on an urban road.

[0148] For example, a vehicle can use a surround-view camera to collect environmental information about its surroundings at pre-set time intervals. If it finds that buildings or traffic lights frequently appear in the environmental information about the vehicle, that the vehicle is moving at a low speed (e.g., 40 km / h) for an extended period, and that the vehicle's speed fluctuates significantly, then it can be determined that the vehicle is traveling on an urban road.

[0149] If it is determined in step S406 that the vehicle is traveling on an urban road, then step S406' is performed. urban If it is determined that the vehicle is not on the road, step S407 is performed.

[0150] S406': Determines whether the road gradient is greater than a predetermined threshold C.

[0151] Specifically, the vehicle may determine the gradient of the urban road it is traveling on based on the gradient information in the road information. If the gradient is greater than or equal to a pre-set threshold C, the vehicle executes the urban slope compensation solution. If the gradient is less than the pre-set threshold C, step S408 is performed to terminate the compensation process.

[0152] S407: Determine whether the vehicle is traveling on a mountain road.

[0153] Specifically, whether a vehicle is on a mountain road can be determined in several ways.

[0154] In a possible implementation, a vehicle may determine whether it is on a mountain road based on map road information and / or navigation information.

[0155] In a possible implementation, the vehicle may acquire external environmental information by using a photographic device mounted on the vehicle, and the vehicle may identify the environmental information and, with reference to the vehicle's speed, determine whether the vehicle is on a mountain road.

[0156] For example, a vehicle can use a surround-view camera to collect environmental information about its surroundings at pre-set time intervals and detect when a mountain or mountain road marking appears in the environmental information about the vehicle. In this case, it can be determined that the vehicle is traveling on a mountain road.

[0157] S407': Determine whether the road gradient is greater than a predetermined threshold D.

[0158] Specifically, the vehicle may determine the gradient of the mountain road it is traveling on based on the gradient information in the road information. If the gradient is greater than or equal to a pre-set threshold D, the vehicle executes the mountain slope compensation solution. If the gradient is less than the pre-set threshold D, step S408 is performed to terminate the compensation process.

[0159] It should be understood that the pre-set threshold values ​​A to D may be set in ascending order, and the specific values ​​of the pre-set threshold values ​​A to D and compensation solutions for various road conditions are shown in Figures 5(a)-1 to 5(j) by using examples.

[0160] S408: Terminate the compensation process.

[0161] In the embodiments of the present invention, the road type of the road on which the vehicle travels may be determined based on the vehicle's movement information, and the acceleration compensation method may be determined based on the road type and road gradient, thereby enhancing the vehicle's acceleration capability in various driving scenarios while ensuring the vehicle's battery life.

[0162] Figures 5(a)-1 to 5(j) illustrate application scenarios for the acceleration compensation method according to the embodiment of the present application. The application scenarios in Figures 5(a)-1 to 5(j) may be application scenarios to which Method 400 is applied.

[0163] As shown in Figures 5(a)-1 and 5(a)-2, when the vehicle is in normal driving information mode, the vehicle's central display shows a display interface 500 and a function bar 510. The display interface 500 includes user account login information 501, a Bluetooth function icon 502, a Wi-Fi function icon 503, a cellular network signal icon 504, an in-vehicle map application search box 505, a card 506 for switching to display all applications installed in the vehicle, a card 507 for switching to display the in-vehicle music application, a display card 508 for the vehicle's charge status and remaining driving range, and a display card 509 for the vehicle's 360-degree surround view function. The in-vehicle map application search box 505 may include user-configured return-to-home controls 5051 and return-to-office controls 5052. The function bar 510 includes an icon 511 for switching to display the home screen of the central display. Includes a vehicle internal circulation icon 512, a driver's seat heating function icon 513, a driver area air conditioning temperature display icon 514, a front seat passenger area air conditioning temperature display icon 515, a front seat passenger seat heating function icon 516, and a volume setting icon 517.

[0164] The user can search for their desired destination using the in-vehicle map application search box 505. Based on the information entered by the user, the vehicle can determine the pre-set destination and distance to travel. Furthermore, the vehicle can determine whether it can travel to the pre-set destination in normal mode by referring to the distance traveled and the battery charge status.

[0165] As shown in Figure 5(b), if the vehicle determines that the battery charge is insufficient to assist in moving to a pre-set location in normal mode, a prompt box 518 may appear on the vehicle's display to notify the user that the vehicle's battery life is insufficient to reach the destination and to ask the user whether they should enable ECO mode. The user may tap the confirmation control in the prompt box 518 to enable the vehicle's ECO mode.

[0166] As shown in Figure 5(c), after the vehicle activates ECO mode, it is detected that the vehicle is traveling on a highway. Based on the acquired road gradient information, the vehicle may determine the gradient of the highway and compare the determined gradient with a pre-set threshold A to determine whether the highway slope compensation solution should be implemented. Any method described in step S404 of Method 400 may be used to detect that the vehicle is traveling on a highway.

[0167] The highway slope compensation solution is shown in Figure 5(d). As shown in Figure 5(d), no compensation is required if the highway gradient is less than A. If the highway gradient is within the range [A, A+x), acceleration compensation h1 must be performed by the vehicle. If the highway gradient is within the range [A+x, A+2x], acceleration compensation 2h1 must be performed by the vehicle. If the highway gradient is greater than or equal to A+2x, acceleration compensation 4h1 must be performed by the vehicle.

[0168] For example, if the gradient of the highway is less than 2%, no compensation is required. If the gradient of the highway is within the range of [2% to 4%], acceleration compensation h1 must be performed by the vehicle. If the gradient of the highway is within the range of [4% to 6%], acceleration compensation 2h1 must be performed by the vehicle. If the gradient of the highway is 6% or more, acceleration compensation 4h1 must be performed by the vehicle.

[0169] The specific value of compensation h1 on highways may be determined according to Table 1. For example, when a vehicle is traveling on a highway, the gradient is within the range of [2%, 4%], the vehicle speed is 120 km / h, and the accelerator pedal opening is 20%, a torque of 10 Nm may be compensated to the vehicle. As another example, when a vehicle is traveling on a highway, the gradient is within the range of [4%, 6%], the vehicle speed is 120 km / h, and the accelerator pedal opening is 20%, a torque of 20 Nm may be compensated to the vehicle.

[0170] It should be understood that the compensation methods for vehicles traveling on highways, as shown in Table 1, are for illustrative purposes only, and the data in Table 1 do not constitute any limitation to the embodiments of the present invention.

[0171] Furthermore, it should be understood that while the acceleration compensation methods in Table 1 use compensation for the vehicle's moving torque as an example, vehicle torque compensation may be replaced with compensation for the output power of the vehicle's power end. [Table 1]

[0172] As shown in Figure 5(e), after the vehicle has enabled ECO mode, it is detected that the vehicle is traveling on a suburban road. Based on the acquired road gradient information, the vehicle may determine the gradient of the suburban road and compare the determined gradient with a pre-set threshold B to determine whether to run the suburban slope compensation solution. Any method described in step S405 of Method 400 may be used to detect that the vehicle is traveling on a suburban road.

[0173] The suburban slope compensation solution is shown in Figure 5(f). As shown in Figure 5(f), if the gradient of the suburban road is less than B, no compensation is required. If the gradient of the suburban road is within the range [B, B+x), acceleration compensation h2 must be performed by the vehicle. If the gradient of the suburban road is within the range [B+x, B+2x], acceleration compensation 2h2 must be performed by the vehicle. If the gradient of the suburban road is greater than or equal to B+2x, acceleration compensation 4h2 must be performed by the vehicle.

[0174] For example, if the gradient of a suburban road is less than 4%, no compensation is required. If the gradient of a suburban road is within the range of [4% to 6%], acceleration compensation h2 must be performed by the vehicle. If the gradient of a suburban road is within the range of [6% to 8%], acceleration compensation 2h2 must be performed by the vehicle. If the gradient of a suburban road is 8% or more, acceleration compensation 4h2 must be performed by the vehicle.

[0175] The specific value of compensation h2 for a vehicle traveling on a suburban road may be determined according to Table 2. For example, when a vehicle is traveling on a suburban road with a gradient within the range of [4% to 6%], a vehicle speed of 60 km / h, and an accelerator pedal opening of 25%, a torque of 10 Nm may be compensated for the vehicle. As another example, when a vehicle is traveling on a suburban road with a gradient within the range of [6% to 8%], a vehicle speed of 60 km / h, and an accelerator pedal opening of 25%, a torque of 20 Nm may be compensated for the vehicle.

[0176] It should be understood that the compensation methods for vehicles traveling on suburban roads, as shown in Table 2, are for illustrative purposes only, and the data in Table 2 does not constitute any limitation to the embodiments of the present invention.

[0177] Furthermore, it should be understood that while the acceleration compensation methods in Table 2 use compensation for the vehicle's motion torque as an example, vehicle torque compensation may be replaced with compensation for the output power of the vehicle's power end. [Table 2]

[0178] As shown in Figure 5(g), after the vehicle has enabled ECO mode, it is detected that the vehicle is traveling on an urban road. Based on the acquired road gradient information, the vehicle may determine the gradient of the urban road and compare the determined gradient with a pre-set threshold C to determine whether to run the urban slope compensation solution. Any method described in step S406 of Method 400 may be used to detect that the vehicle is traveling on an urban road.

[0179] The urban slope compensation solution is shown in Figure 5(h). As shown in Figure 5(h), if the gradient of an urban road is less than C, no compensation is required. If the gradient of an urban road is within the range [C, C+x), acceleration compensation h3 must be performed by the vehicle. If the gradient of an urban road is within the range [C+x, C+2x], acceleration compensation 2h3 must be performed by the vehicle. If the gradient of an urban road is C+2x or greater, acceleration compensation 4h3 must be performed by the vehicle.

[0180] For example, if the gradient of a city road is less than 6%, no compensation is required. If the gradient of a city road is within the range of [6% to 8%], acceleration compensation h3 must be performed by the vehicle. If the gradient of a city road is within the range of [8% to 10%], acceleration compensation 2h3 must be performed by the vehicle. If the gradient of a city road is 10% or more, acceleration compensation 4h3 must be performed by the vehicle.

[0181] The specific value of compensation h3 for a vehicle traveling on urban roads may be determined according to Table 3. For example, when a vehicle is traveling on an urban road with a gradient within the range of [6% to 8%], a vehicle speed of 40 km / h, and an accelerator pedal opening of 30%, a torque of 10 Nm may be compensated for the vehicle. As another example, when a vehicle is traveling on an urban road with a gradient within the range of [8% to 10%], a vehicle speed of 40 km / h, and an accelerator pedal opening of 30%, a torque of 20 Nm may be compensated for the vehicle.

[0182] It should be understood that the compensation methods for vehicles traveling on urban roads, as shown in Table 3, are for illustrative purposes only, and the data in Table 3 do not constitute any limitation to the embodiments of the present invention.

[0183] Furthermore, it should be understood that while the acceleration compensation methods in Table 3 use compensation for the vehicle's moving torque as an example, vehicle torque compensation may be replaced with compensation for the output power of the vehicle's power end. [Table 3]

[0184] As shown in Figure 5(i), after the vehicle has enabled ECO mode, it is detected that the vehicle is traveling on a mountain road. Based on the acquired road gradient information, the vehicle may determine the gradient of the mountain road and compare the determined gradient with a pre-set threshold D to determine whether to run the mountain slope compensation solution. Any method described in step S407 of Method 400 may be used to detect that the vehicle is traveling on a mountain road.

[0185] The slope compensation solution is shown in Figure 5(j). As shown in Figure 5(j), no compensation is required if the slope of the mountain road is less than D. If the slope of the mountain road is within the range [D, D+x), acceleration compensation h4 must be performed by the vehicle. If the slope of the mountain road is within the range [D+x, D+2x], acceleration compensation 2h4 must be performed by the vehicle. If the slope of the mountain road is greater than or equal to D+2x, acceleration compensation 4h4 must be performed by the vehicle.

[0186] For example, if the gradient of a mountain road is less than 20%, no compensation is required. If the gradient of a mountain road is within the range of [20% to 25%], acceleration compensation h4 must be performed by the vehicle. If the gradient of a mountain road is within the range of [25% to 30%], acceleration compensation 2h4 must be performed by the vehicle. If the gradient of a mountain road is 30% or more, acceleration compensation 4h4 must be performed by the vehicle.

[0187] The specific value of compensation h4 for a vehicle traveling on a mountain road may be determined according to Table 4. For example, when a vehicle is traveling on a mountain road with a gradient within the range of [20%, 25%], a vehicle speed of 40 km / h, and an accelerator pedal opening of 30%, a torque of 20 Nm may be compensated for the vehicle. As another example, when a vehicle is traveling on a mountain road with a gradient within the range of [25%, 30%], a vehicle speed of 40 km / h, and an accelerator pedal opening of 30%, a torque of 40 Nm may be compensated for the vehicle.

[0188] It should be understood that the compensation methods for vehicles traveling on mountain roads, as shown in Table 4, are for illustrative purposes only, and the data in Table 4 do not constitute any limitation to the embodiments of the present invention.

[0189] Furthermore, it should be understood that while the acceleration compensation methods in Table 4 use compensation for the vehicle's motion torque as an example, vehicle torque compensation may be replaced with compensation for the output power of the vehicle's power end. [Table 4]

[0190] In the embodiments of this invention, the most appropriate acceleration compensation solution is determined based on the road type and road gradient, so that the vehicle's acceleration capability can be enhanced in various driving scenarios while ensuring the vehicle's battery life.

[0191] Figure 6 is a schematic flowchart of a driving style-based acceleration compensation method according to an embodiment of the present invention. Method 600 may be applied to the vehicle 100 in Figure 1, and Method 600 may include the following steps.

[0192] S601: Enables the vehicle's ECO mode.

[0193] The vehicle's ECO mode can be activated in several ways. For example, the vehicle's ECO mode can be activated immediately by using the human-machine interaction interface on the vehicle's display. Another example is that the user may send a voice command to the in-vehicle interaction assistant, which may activate the vehicle's ECO mode based on the voice command. Another example is that the vehicle's ECO mode may be activated in the manner shown in Figure 5(b).

[0194] S602: Retrieves the vehicle's current movement information.

[0195] Vehicle movement information may include one or more of the following: vehicle controller information, road information, navigation information, user driving habit information, and driving information regarding the current road section. This information can be obtained using the map module, vehicle cloud module, and vehicle controller within the system architecture 200 shown in Figure 2. The specific meaning of this information is described in detail in the system architecture of Figure 2; further details are not provided here.

[0196] S603: Determines whether the maximum battery capacity is greater than the maximum battery capacity set in this mode.

[0197] Specifically, this step requires determining whether the vehicle's maximum battery capacity is greater than the maximum battery capacity in ECO mode. If the vehicle's maximum battery capacity is greater than the maximum battery capacity in ECO mode, step S604 is performed. If the vehicle's maximum battery capacity is less than or equal to the maximum battery capacity in ECO mode, step S605 is performed and the compensation process ends.

[0198] Since a portion of the battery capacity needs to be occupied when acceleration compensation is performed in the vehicle, if acceleration compensation is performed when the maximum battery capacity in ECO mode is greater than the vehicle's maximum battery capacity, acceleration compensation may fail, potentially shortening the battery's service life.

[0199] S604: Determines whether the current navigation road section has reference history data.

[0200] If the current navigation road section has reference history data, step S604' is performed. If the current road section does not have reference history data, step S605 is performed to terminate the acceleration compensation process.

[0201] Historical data used by users for reference may represent one or more of the average speed, average acceleration, and average throttle of a vehicle traveling under the same or similar road conditions. For example, a vehicle once traveled on a suburban road at an average speed of 50 km / h. Currently, the vehicle is traveling on a suburban road, and the current road conditions are similar to those of the past. The vehicle is traveling at an average speed of 60 km / h. In this case, the average speed of 50 km / h can be used as reference historical data. As another example, a vehicle once traveled on a mountain road with a 30% accelerator pedal opening. Currently, the vehicle is traveling on a mountain road with a similar gradient, and the accelerator pedal opening is 40%. In this case, the 30% accelerator pedal opening can be used as reference historical data.

[0202] S604': Determines whether the current acceleration factor is greater than the reference history data.

[0203] Specifically, the acceleration coefficient is given by the following formula: y = f(x1, x2, x3) It may be determined accordingly.

[0204] Here, y represents the acceleration coefficient, x1 represents the velocity coefficient = current average speed / past average speed, x2 represents the acceleration coefficient = current acceleration / past average acceleration, and x3 represents the throttle coefficient = current accelerator pedal opening / past accelerator pedal opening.

[0205] The above equation can be expressed in two ways.

[0206] Method 1: y = k0 x 1 x 2 x 3

[0207] Here, k0 is a correction factor, and the specific value of k0 can be determined according to the actual application of the above formula.

[0208] Method 2: y = k1x1 + k2x2 + k3x3

[0209] Here, k1, k2, and k3 are weighting coefficients, and the specific values ​​of k1 to k3 can be determined according to the actual application of the above formula.

[0210] If the acceleration coefficient calculated using the formula is greater than the reference history data, compensation may be performed based on the user's driving style. If the acceleration coefficient is less than the reference history data, step S605 may be performed to terminate the acceleration compensation process.

[0211] Specifically, acceleration compensation can be calculated using the following formula: Compensation value = acceleration coefficient × base torque value

[0212] The specific values ​​of the basic torque can be determined based on the correspondences shown in Table 5 below.

[0213] It should be understood that the basic torque values ​​listed in Table 5 are merely illustrative examples and do not constitute any limitation to the embodiments of the present invention. [Table 5]

[0214] S605: Terminate the compensation process.

[0215] In embodiments of the present invention, the acceleration coefficient can be obtained by comparing the vehicle's current speed, acceleration, and accelerator pedal opening with the vehicle's past speed, acceleration, and accelerator pedal opening. Whether the user's current driving style is more radical than their past driving style can be determined based on the acceleration coefficient, and compensation is made to varying degrees based on the range into which the acceleration coefficient falls. In this way, the vehicle's requirements for high power or high torque in some scenarios can be satisfied, and acceleration compensation is performed without affecting the driver, thereby improving the user's driving experience.

[0216] Figure 7 is a schematic flowchart of an acceleration compensation method based on driving operation according to an embodiment of the present invention. Method 700 may be applied to the vehicle 100 in Figure 1, and Method 700 may include the following steps.

[0217] S701: Enables the vehicle's ECO mode.

[0218] The vehicle's ECO mode can be activated in several ways. For example, the vehicle's ECO mode can be activated immediately by using the human-machine interaction interface on the vehicle's display. Another example is that the user may send a voice command to the in-vehicle interaction assistant, which may activate the vehicle's ECO mode based on the voice command. Another example is that the vehicle's ECO mode may be activated in the manner shown in Figure 5(b).

[0219] S702: Retrieves the vehicle's current movement information.

[0220] Vehicle movement information may include one or more of the following: vehicle controller information, road information, navigation information, user driving habit information, and driving information regarding the current road section. This information can be obtained using the map module, vehicle cloud module, and vehicle controller within the system architecture 200 shown in Figure 2. The specific meaning of this information is described in detail in the system architecture of Figure 2; further details are not provided here.

[0221] S703: Determines whether the maximum battery capacity is greater than the maximum battery capacity set in this mode.

[0222] Specifically, this step requires determining whether the vehicle's maximum battery capacity is greater than the maximum battery capacity in ECO mode. If the vehicle's maximum battery capacity is greater than the maximum battery capacity in ECO mode, step S704 is performed. If the vehicle's maximum battery capacity is less than or equal to the maximum battery capacity in ECO mode, step S705 is performed and the compensation process ends.

[0223] Since a portion of the battery capacity needs to be occupied when acceleration compensation is performed in the vehicle, if acceleration compensation is performed when the maximum battery capacity in ECO mode is greater than the vehicle's maximum battery capacity, acceleration compensation may fail, potentially shortening the battery's service life.

[0224] S704: Determines whether the driver triggers a specific acceleration action.

[0225] Whether a driver triggers a specific acceleration action can be determined by deciding whether the driver presses the accelerator pedal. If the vehicle detects that the driver has pressed the accelerator pedal within a predetermined period, step S704' is performed. If the vehicle does not detect that the driver has pressed the accelerator pedal within a predetermined period, step S705 is performed and the acceleration compensation process ends.

[0226] S704': Whether the number of operations reaches a predetermined threshold within a predetermined period.

[0227] Specifically, the acceleration compensation solution can be determined by detecting whether the number of times the accelerator pedal pressed by the driver exceeds a second threshold within a predetermined period is greater than or equal to a third threshold. If the number of times the accelerator pedal opening by the driver exceeds a second threshold within a predetermined period is greater than or equal to the third threshold, step S704 is performed. If the number of times the accelerator pedal depression by the driver exceeds a second threshold within a predetermined period is less than or equal to the third threshold, step S705 is performed and the acceleration compensation process ends.

[0228] S704: Acceleration compensation is performed based on driving operations.

[0229] Specifically, acceleration compensation can be performed based on the solutions shown in Table 6. [Table 6]

[0230] As shown in Table 6, during a pre-set period T1, the number of times the actual opening of the accelerator pedal pressed by the driver is greater than or equal to P% is n or more. In this case, acceleration compensation k may be performed. During a pre-set period T2, the number of times the actual opening of the accelerator pedal pressed by the driver is greater than or equal to P% is 2.5n or more. In this case, acceleration compensation l may be performed. During a pre-set period T3, the number of times the actual opening of the accelerator pedal pressed by the driver is greater than or equal to P% is 5 or more. In this case, acceleration compensation m may be performed.

[0231] Table 7 is an example from Table 6. [Table 7]

[0232] As shown in Table 7, during a pre-set period of 20 seconds, the number of times the actual opening of the accelerator pedal pressed by the driver is greater than or equal to 70% is 2 or more, and a torque of 30 Nm can be compensated for the vehicle (at vehicle speeds of 0 km / h to 200 km / h). During a pre-set period of 60 seconds, the number of times the actual opening of the accelerator pedal pressed by the driver is greater than or equal to 70% is 5 or more, and a torque of 50 Nm can be compensated for the vehicle (at vehicle speeds of 0 km / h to 200 km / h). During a pre-set period of 120 seconds, the number of times the actual opening of the accelerator pedal pressed by the driver is greater than or equal to 70% is 10 or more, 70 A torque of Nm can be compensated for the vehicle (at vehicle speeds of 0 km / h to 200 km / h).

[0233] S705: Terminate the compensation process.

[0234] In the embodiments of the present invention, different compensation solutions can be implemented based on the number of driving actions triggered by the driver within a predetermined period. In this way, the vehicle's acceleration capability is adjusted in a timely manner based on the number of driving actions performed by the driver, so that the vehicle's acceleration capability can be adapted to the user's driving habits.

[0235] Figures 8A and 8B are schematic flowcharts of a multi-policy based acceleration compensation method according to an embodiment of the present application. Method 800 may be applied to the vehicle 100 in Figure 1, and Method 800 may include the following steps.

[0236] S801: Enables the vehicle's ECO mode.

[0237] The vehicle's ECO mode can be activated in several ways. For example, the vehicle's ECO mode can be activated immediately by using the human-machine interaction interface on the vehicle's display. Another example is that the user may send a voice command to the in-vehicle interaction assistant, which may activate the vehicle's ECO mode based on the voice command. Another example is that the vehicle's ECO mode may be activated in the manner shown in Figure 5(b).

[0238] S802: Retrieves the vehicle's current movement information.

[0239] Vehicle movement information may include one or more of the following: vehicle controller information, road information, navigation information, user driving habit information, and driving information regarding the current road section. This information can be obtained using the map module, vehicle cloud module, and vehicle controller within the system architecture 200 shown in Figure 2. The specific meaning of this information is described in detail in the system architecture of Figure 2; further details are not provided here.

[0240] S803: Determines whether the maximum battery capacity is greater than the maximum battery capacity set in this mode.

[0241] Specifically, this step requires determining whether the vehicle's maximum battery capacity is greater than the maximum battery capacity in ECO mode. If the vehicle's maximum battery capacity is greater than the maximum battery capacity in ECO mode, steps S804a to S804c are performed. If the vehicle's maximum battery capacity is less than or equal to the maximum battery capacity in ECO mode, acceleration compensation is not performed, and the compensation process ends.

[0242] Since a portion of the battery capacity needs to be occupied when acceleration compensation is performed in the vehicle, if acceleration compensation is performed when the maximum battery capacity in ECO mode is greater than the vehicle's maximum battery capacity, acceleration compensation may fail, potentially shortening the battery's service life.

[0243] S804a: Determine the road type and road gradient.

[0244] Specifically, the road type and road gradient may be determined by the method of method 400. After the road type and road gradient have been determined, step S805a may be performed.

[0245] S804b: Does the current navigation road section have reference history data?

[0246] Specifically, if the current navigation road section has reference history data, step S805' is performed. If the current road section does not have reference history data, it is determined that acceleration compensation is not necessary for the vehicle, and the compensation process in this method ends. The reference history data may be the data determined in step S604 of method 600.

[0247] S804c: Whether the driver triggers a specific acceleration action.

[0248] Specifically, a particular acceleration action may include pressing the accelerator pedal. If the driver triggers a particular acceleration action within a predetermined period, step S805c may be performed. If the driver does not trigger a particular action within a predetermined period, it is determined that acceleration compensation is not required for the vehicle, and the compensation process in this method ends.

[0249] It should be understood that steps S804a to S804c described above may be performed simultaneously or sequentially. The specific execution method may be set based on the actual application of method 800.

[0250] S805a: Determine whether the road gradient satisfies the slope compensation solution.

[0251] Specifically, the method described in steps S404' to S407' of method 400 may be used to determine whether the road gradient satisfies the slope compensation solution. After it is determined that the road gradient satisfies the slope compensation solution, step S806a may be performed. If the road gradient does not satisfy the slope compensation solution, it is determined that acceleration compensation is not required for the vehicle, and the compensation process in this method ends.

[0252] S805b: Is the current acceleration factor greater than the reference history data?

[0253] Specifically, the acceleration coefficient may be determined by the method described in step S604' of method 600. If the acceleration coefficient is greater than the reference history data, step S806b is performed. If the current acceleration coefficient is less than the reference history data, it is determined that acceleration compensation is not required for the vehicle, and the compensation process in this method is terminated.

[0254] S805c: Whether the number of operating operations reaches a threshold within a pre-set period.

[0255] Specifically, the acceleration compensation process can be determined by detecting whether the number of times the accelerator pedal pressed by the driver exceeds a second threshold within a predetermined period is greater than or equal to a third threshold. If the number of times the accelerator pedal opening by the driver exceeds a second threshold within a predetermined period is greater than or equal to the third threshold, step S806c is performed. If the number of times the driver's accelerator pedal depression is greater than or equal to the second threshold within a predetermined period is less than or equal to the third threshold, it is determined that acceleration compensation is not necessary for the vehicle, and the compensation process in this method ends.

[0256] It should be understood that steps S805a to S805c described above may be performed simultaneously or sequentially. The specific execution method may be set based on the actual application of method 800.

[0257] Furthermore, if it is determined in steps S805a to S805c above that acceleration compensation in one method is not necessary for the vehicle, it should be understood that the compensation process in that method is terminated and acceleration compensation in the other method is unaffected.

[0258] S806a: Acceleration compensation based on slope.

[0259] Specifically, in the case of acceleration compensation based on a slope, see Figures 5(d), 5(f), 5(h), and 5(i), Figure 5 Any acceleration compensation solution described in the text sections of (a)-1 to Figure 5(j) may be used.

[0260] S806b: Acceleration compensation based on driving style.

[0261] Specifically, acceleration compensation based on driving style may use the acceleration compensation solution described in step S604' of Method 600.

[0262] S806c: Acceleration compensation based on driving operation.

[0263] Specifically, for acceleration compensation based on driving operation, the acceleration compensation solutions described in Table 6 or Table 7 of Method 700 may be used.

[0264] S807: Obtain the maximum compensation value and obtain the time point of the solution.

[0265] Specifically, when all of a plurality of methods satisfy the compensation conditions, the maximum compensation value in all compensation solutions may be used as the final acceleration compensation value, and the time when the vehicle enters and exits compensation is determined.

[0266] S808: Perform compensation by using the minimum value among the compensation values of the compensation solution and the maximum battery output capability.

[0267] The maximum power and / or maximum torque supported by the battery for acceleration compensation may be calculated by using the maximum battery output capability. The maximum power and maximum torque are compared with the maximum value among the compensation power and / or compensation torque obtained in step S807, and the minimum value of the two is used as the final compensation solution. The compensation process is automatically started and ended based on the entry time point and end time point of the compensation solution.

[0268] In the embodiments of the present application, a plurality of acceleration compensation solutions can be applied in combination, and the final acceleration compensation solution is determined based on the maximum battery output capability. In this way, the acceleration ability of the vehicle can immediately conform to the user's acceleration requirement within the ability range that the vehicle battery can reach, and the user's driving experience can be improved.

[0269] Embodiments of the present invention further provide an apparatus configured to implement any one of the above methods, for example, an apparatus including a unit (or means) configured to implement a step performed by the apparatus or vehicle in any one of the above methods.

[0270] Figure 9 shows an acceleration compensation device 900 according to an embodiment of the present application. The device 900 can be applied to the vehicle 100 shown in Figure 1.

[0271] The device 900 may include an acquisition unit 910, a storage unit 920, and a processing unit 930. The acquisition unit 910 is configured to acquire data and may also be called a communication interface or communication unit. The storage unit 920 implements a corresponding data storage function and may store corresponding instructions and / or data. The processing unit 930 is configured to perform data processing. The processing unit 930 may read instructions and / or data from the storage unit 920 so that the device carries out the method embodiment described above.

[0272] The device 900 may include an acquisition unit 910 configured to acquire movement environment information and / or movement parameter information of a vehicle running in a first mode, and a processing unit 930 configured to switch the vehicle from a first mode to a second mode when the movement environment information and / or movement parameter information satisfies pre-set conditions. At the same speed and / or accelerator pedal opening, the vehicle's acceleration capability in the second mode is greater than that in the first mode, and the vehicle's ECO mode or power saving mode includes both the first and second modes.

[0273] In possible implementations, the mobility environment information includes road gradient, and the processing unit 930 is specifically configured to switch the vehicle from a first mode to a second mode when the road gradient is greater than or equal to a first threshold.

[0274] In possible implementations, the mobility environment information further includes road type information, and the processing unit 930 is specifically configured to switch the vehicle's first mode to a second mode based on the road type information if the gradient is greater than or equal to a first threshold.

[0275] In a possible implementation, the motion parameter information includes one or more of average speed, acceleration, and accelerator pedal opening, and the processing unit 930 is particularly configured to switch the vehicle from a first mode to a second mode if the vehicle's current average speed is greater than or equal to the past average speed of vehicles moving on the road, and / or switch the vehicle from a first mode to a second mode if the vehicle's current acceleration is greater than or equal to the past average acceleration of vehicles moving on the road, and / or switch the vehicle from a first mode to a second mode if the vehicle's current average accelerator pedal opening is greater than or equal to the past average accelerator pedal opening of vehicles moving on the road.

[0276] In a possible implementation, the movement parameter information further includes the accelerator pedal opening of the vehicle during a pre-set period, and the processing unit 930 is particularly configured to switch the vehicle from a first mode to a second mode if the number of times the accelerator pedal opening is greater than or equal to a second threshold is greater than or equal to a third threshold is greater than or equal to a third threshold.

[0277] In a possible implementation, the processing unit 930 is particularly configured to determine a third mode in which the vehicle moves based on the charge state, the third mode being the vehicle's ECO mode or energy-saving mode, and the processing unit 930 is further configured to determine that the vehicle's acceleration capability in the second mode is less than the vehicle's acceleration capability in the third mode.

[0278] In a possible implementation, the processing unit 930 is particularly configured to adjust the first torque of a vehicle moving in the first mode to the second torque of a vehicle moving in the second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions, such that the second torque is greater than the first torque at the same speed and / or accelerator pedal opening.

[0279] In a possible implementation, the processing unit 930 is particularly configured to adjust the first power of a vehicle moving in the first mode to the second power of a vehicle moving in the second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions, wherein the second power is greater than the first power for the same speed and / or accelerator pedal opening.

[0280] In a possible implementation, the processing unit 930 is particularly configured to adjust the first torque change rate of a vehicle moving in the first mode to the second torque change rate of a vehicle moving in the second mode when the moving environment information and / or moving parameter information satisfies pre-set conditions, wherein, for the same speed and / or accelerator pedal opening, the second torque change rate is greater than the first torque change rate.

[0281] It should be understood that the above division of the device into units is merely a logical functional division, and in actual implementation, all or some of the units may be incorporated into a physical entity, or the units may be physically separated. Furthermore, the units of the device may be implemented in the form of software invoked by a processor. For example, the device may include a processor, the processor may be connected to memory, the memory may store instructions, and the processor may invoke the instructions stored in memory to perform one of the above methods or to perform the functions of the units of the device. For example, the processor may be a general-purpose processor, such as a graphics processing unit (GPU) or a microprocessor, and the memory may be in-device memory or external memory. Alternatively, the units of the device may be implemented in the form of hardware circuits, and the functions of some or all of the units may be implemented by designing the hardware circuits. A hardware circuit may be understood as one or more processors. For example, in implementation, the hardware circuit may be an application-specific integrated circuit (ASIC), and the functions of some or all of the units may be implemented by designing the logical relationships between the elements in the circuit. As another example, in other implementations, the hardware circuitry may be implemented using programmable logic devices (PLDs), such as field-programmable gate arrays (FPGAs), which may contain a number of logic gate circuits, and the connections between the logic gate circuits are configured using a configuration file to perform some or all of the functions of the above units. All units of the above device may be implemented in the form of software invoked by a processor, or in the form of hardware circuitry, or some units may be implemented in the form of software invoked by a processor and the remaining units may be implemented in the form of hardware circuitry.

[0282] Optionally, when the device 900 is located inside the vehicle, the processing unit 930 may be the processor 131 of FIG. 1.

[0283] Optionally, the processing unit 930 may be the processor 1020 of FIG. 10, and the memory unit 920 may be the memory 1010 of FIG. 10, and the acquisition unit 930 may be the communication interface 1030 of FIG. 10.

[0284] FIG. 10 is a diagram of an acceleration compensation device 1000 according to an embodiment of the present application. The device 1000 can be applied to the vehicle 100 of FIG. 1.

[0285] The acceleration compensation device 1000 includes a memory 1010, a processor 1020 , and a communication interface 1030. The memory 1010, the processor 1020 , and the communication interface 1030 are connected by using an internal connection path. The memory 1010 is configured to store instructions, and the processor 1020 is configured to execute the instructions stored in the memory 1010 so as to control the interface 1030 to transmit or receive data and / or instructions. Optionally, the memory 1010 may be coupled to the processor communication through an interface or may be integrated with the processor 1020 . 1020

[0286] It should be noted that the communication interface 1030 performs communication between 1000 and other devices or a communication network by using, for example, but without limitation, a transceiver device such as a transceiver. The communication interface Acceleration compensator 1030 may further include an input / output interface.

[0287] The processor 1010 stores one or more computer programs, and one or more computer programs include instructions. When an instruction is executed by the processor 1010, the acceleration compensation device 1000 can perform the technical solution of the acceleration compensation method in the above embodiment.

[0288] The device 900 or the device 1000 may optionally be located within the vehicle 100 in Figure 1.

[0289] Optionally, device 900 or device 1000 may be the vehicle computing platform 130 shown in Figure 1.

[0290] In the implementation process, the steps of the above method are performed by the processor 1020 This may be carried out by using hardware-integrated logic circuits or by using instructions in the form of software. The methods disclosed with reference to embodiments of this application may be carried out directly by a hardware processor or by a combination of hardware and software modules within the processor. The software modules may reside in mature storage media of the art, such as random-access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable read-only memory, or registers. The storage medium is located in memory 1010. Processor 1020 This reads the information in memory 1010 and, in combination with the processor hardware, performs the steps of the method described above. To avoid repetition, the details are not described again here.

[0291] Embodiments of the present invention further provide a computer-readable medium that stores program code. When the computer program code is executed by a computer, the computer can perform any of the methods shown in Figures 3 to 8B.

[0292] Embodiments of the present invention further provide computer program products, program The product includes a computer program. When the computer program is executed, the computer can perform any of the methods shown in Figures 3 through 8B.

[0293] Embodiments of the present invention further provide a chip including at least one processor and memory. The at least one processor is coupled to memory and configured to read and execute instructions in memory to perform any of the methods shown in Figures 3 to 8B.

[0294] Embodiments of the present invention further provide an intelligent vehicle comprising at least one processor and memory. The at least one processor is coupled to memory and configured to read and execute instructions in memory to perform any of the methods shown in Figures 3 to 8B.

[0295] Embodiments of the present invention further provide an intelligent vehicle including an acceleration compensation device as shown in either Figure 9 or Figure 10.

[0296] In embodiments of the present invention, the processor is a circuit with signal processing capabilities. In some embodiments, the processor may be a circuit capable of reading and executing instructions, such as a CPU, microprocessor, GPU, or digital signal processor (DSP). In other embodiments, the processor may perform specific functions by using logic relationships of hardware circuits, which may be fixed or reconfigurable. For example, the processor may be a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process by which the processor loads a configuration document and implements the hardware circuit may be understood as the process by which the processor loads instructions and implements some or all of the functions of the above-mentioned unit. The circuit may also be a hardware circuit designed for artificial intelligence and may be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), or a deep learning processing unit (DPU).

[0297] In the implementation process, the steps of the method described above may be carried out by using hardware-integrated logic circuits within the processor or by using instructions in the form of software. The methods disclosed with reference to embodiments of this application may be carried out directly by a hardware processor or by a combination of hardware and software modules within the processor. The software modules may reside in mature storage media of the art, such as random-access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable read-only memory, or registers. The storage media resides in memory, and the processor reads information from memory and, in combination with the processor's hardware, completes the steps of the method described above. To avoid repetition, further details are not described again here.

[0298] In the embodiments of this invention, it should be understood that the memory includes read-only memory and random-access memory, and is capable of supplying instructions and data to the processor.

[0299] Furthermore, the terms "and / or" in this specification only indicate an association relationship for describing related objects, and indicate that three relationships may exist. For example, A and / or B may represent three relationships: A exists only, both A and B exist, and B exists only. Also, the letter " / " in this specification generally represents an "OR" relationship between related objects.

[0300] It should be understood that the sequence numbers of the processes described above do not represent the execution order in the various embodiments of the present application. The execution order of the processes should be determined according to the function and internal logic of the processes and should not be construed as any limitation to the implementation processes of the embodiments of the present application.

[0301] As used herein, terms such as “component,” “module,” etc., refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or running software. For example, a component may be, but is not limited to, a process running on a processor, a processor, an object, an executable file, an execution thread, a program, and / or a computer. As illustrated, computing devices and applications running on computing devices may be components. One or more components may reside within a process and / or an execution thread, and components may be located on one computer and / or distributed between two or more computers. These components may also be executed from various computer-readable media storing various data structures. For example, components may communicate by using local and / or remote processes, for example, based on signals containing one or more data packets (e.g., data from two components interacting with other systems on a local system, a distributed system, and / or a network, e.g., the Internet, which interacts with other systems using signals).

[0302] Those skilled in the art will notice, in combination with the examples described in the embodiments disclosed herein, that the units and algorithmic steps may be implemented by electronic hardware or a combination of computer software and electronic hardware. Whether the functions are performed by hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art may use various methods to implement the described functions for specific applications, but implementation should not be considered to be beyond the scope of this application.

[0303] , For convenience and brevity, so as can be clearly understood by those skilled in the art, the detailed operating processes of the above systems, apparatuses, and units should be referred to the corresponding processes in the above-described method embodiments. Further details are not described here.

[0304] It should be understood that, in some embodiments provided herein, the disclosed systems, apparatus, and methods may be implemented in other ways. For example, the described apparatus embodiments are merely illustrative. For example, the division into units is merely a logical functional division, and other divisions may be used in actual implementation. For example, multiple units or components may be combined or integrated with other systems, or some features may be ignored or not performed. Also, the mutual coupling, direct coupling, or communication connection shown or discussed may be implemented by using some interface. Indirect coupling or communication connection between apparatus or units may be implemented electronically, mechanically, or in other forms.

[0305] Units described as separate parts may or may not be physically separated, and parts shown as units may or may not be physical units, and may be located in one place or distributed across multiple network units. Some or all units may be selected based on actual requirements to achieve the objectives of the solution of the embodiment.

[0306] Furthermore, the functional units in the embodiments of the present invention may be integrated into a single processing unit, or each unit may exist physically independently, or two or more units may be integrated into a single unit.

[0307] When a function is implemented in the form of a software function unit and sold or used as an independent product, the function may be stored on a computer-readable storage medium. Based on such understanding, the technical solution of the present application, in its essence, or in part, contributes to the prior art, or a part of the technical solution may be implemented in the form of a software product. The computer software product is stored on a storage medium and includes several instructions for instructing a computer device (which may be a personal computer, server, or network device) to perform all or part of the steps of the method described in the embodiments of the present application. The storage medium includes any medium capable of storing program code, such as a USB flash drive, removable hard disk, read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

Claims

1. An acceleration compensation method, To acquire information on the vehicle's movement environment and / or movement parameter information while it is running in the first mode, The system includes switching the first mode of the vehicle to the second mode when the aforementioned moving environment information and / or the aforementioned moving parameter information satisfies pre-set conditions, At the same speed and / or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the first mode, and the vehicle's ECO mode or power saving mode includes the first mode and the second mode. Switching the vehicle from the first mode to the second mode when the aforementioned movement environment information and / or the aforementioned movement parameter information satisfies pre-set conditions is: Based on the road type information included in the aforementioned mobility environment information, it is determined which type of road the vehicle is traveling on, which includes one or more of the following road types: expressways, suburban roads, urban roads, and mountain roads. This includes comparing the road gradient included in the mobility environment information with a gradient threshold corresponding to the determined road type, and switching the vehicle's first mode to a second mode based on the result of the comparison. method.

2. The aforementioned movement parameter information includes one or more of the following: average speed, acceleration, and accelerator pedal opening. Switching the vehicle from the first mode to the second mode when the aforementioned movement environment information and / or the aforementioned movement parameter information satisfies pre-set conditions is: Switching the vehicle's first mode to the second mode when the vehicle's current average speed is greater than or equal to the vehicle's past average speed while traveling on the road, and / or Switching the vehicle from the first mode to the second mode when the current acceleration of the vehicle is greater than or equal to the past average acceleration of the vehicle moving along the road, and / or The vehicle's first mode is switched to the second mode if the vehicle's current average accelerator pedal opening is greater than or equal to the vehicle's past average accelerator pedal opening while traveling on the road. The method according to claim 1.

3. The aforementioned movement parameter information further includes the accelerator pedal opening degree of the vehicle during a pre-set period, Switching the vehicle from the first mode to the second mode when the aforementioned movement environment information and / or the aforementioned movement parameter information satisfies pre-set conditions is: The vehicle's first mode is switched to the second mode when the number of times the accelerator pedal opening exceeds or equals a second threshold is greater than or equal to a third threshold, The method according to claim 1.

4. The aforementioned movement parameter information includes the charging status of the vehicle, and the method is Based on the charging state, a third mode in which the vehicle moves is determined, and the vehicle's ECO mode or power saving mode further includes the third mode. Before switching the first mode of the vehicle to the second mode, the method The further comprising determining that the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the vehicle in the third mode. The method according to claim 1.

5. Switching the vehicle from the first mode to the second mode when the aforementioned movement environment information and / or the aforementioned movement parameter information satisfies pre-set conditions is: The process includes adjusting the first torque of the vehicle moving in the first mode to the second torque of the vehicle moving in the second mode when the aforementioned moving environment information and / or the aforementioned moving parameter information satisfies the aforementioned pre-set conditions. At the same speed and / or accelerator pedal opening, the second torque is greater than the first torque. The method according to claim 1.

6. An acceleration compensation device, An acquisition unit configured to acquire information on the vehicle's movement environment and / or movement parameter information while it is running in the first mode, The system includes a processing unit configured to switch the first mode of the vehicle to a second mode when the aforementioned moving environment information and / or the aforementioned moving parameter information satisfies pre-set conditions, At the same speed and / or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the first mode, and the vehicle's ECO mode or power saving mode includes the first mode and the second mode. The aforementioned processing unit is Based on the road type information included in the aforementioned travel environment information, it is determined which type of road the vehicle is traveling on, which includes one or more of the following road types: expressways, suburban roads, urban roads, and mountain roads. The road gradient included in the aforementioned mobility environment information is compared with a gradient threshold corresponding to the determined road type, and based on the result of this comparison, the vehicle's first mode is switched to the second mode. It is particularly structured as follows: Device.

7. The aforementioned movement parameter information includes one or more of the following: average speed, acceleration, and accelerator pedal opening. The aforementioned processing unit is The vehicle switches from the first mode to the second mode when the current average speed of the vehicle is greater than or equal to the past average speed of the vehicle traveling on the road, and / or The vehicle switches from the first mode to the second mode when the current acceleration of the vehicle is greater than or equal to the past average acceleration of the vehicle moving along the road, and / or The vehicle is particularly configured to switch from the first mode to the second mode if the current average accelerator pedal opening of the vehicle is greater than or equal to the past average accelerator pedal opening of the vehicle traveling on the road. The apparatus according to claim 6.

8. The aforementioned movement parameter information further includes the accelerator pedal opening degree of the vehicle during a pre-set period, The processing unit is particularly configured to switch the first mode of the vehicle to the second mode when the number of times the accelerator pedal opening is greater than or equal to a second threshold is greater than or equal to a third threshold. The apparatus according to claim 6.

9. The processing unit is specifically configured to determine a third mode in which the vehicle moves based on the charging state of the vehicle, and the vehicle's ECO mode or power saving mode includes the third mode. The processing unit is further configured to determine that the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the vehicle in the third mode. The apparatus according to claim 6.

10. The processing unit is particularly configured to adjust the first torque of the vehicle moving in the first mode to the second torque of the vehicle moving in the second mode when the moving environment information and / or the moving parameter information satisfies the pre-set conditions. At the same speed and / or accelerator pedal opening, the second torque is greater than the first torque. The apparatus according to claim 6.

11. The program code is stored, and when the program code is executed on the computer, the computer can perform the method according to claim 1. Computer-readable media.

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