Vehicle Control Method, Device, Vehicle, and Storage Medium

Abstract

The present application provides a vehicle control method, device, vehicle, and storage medium. In this method, when it is detected that the speed of the vehicle is within a preset speed range, it is determined that the driver's driving style self-learning process is entered. During the driving style self-learning process, the acceleration of the vehicle is obtained, and according to the acceleration and the current driving style factor, a target driving style factor is determined. The target driving style factor is used to characterize the personalized power demand of the driver. The target throttle correction coefficient of the vehicle is obtained by adjusting the throttle correction coefficient of the vehicle using the target driving style factor, and the vehicle operation is controlled according to the target throttle correction coefficient and the throttle opening degree when the user steps on the vehicle. Starting from the driving style self-learning, this solution enables the driving mode to meet the power requirements of different users for the vehicle.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and in particular, to a vehicle control method, device, vehicle, and storage medium. Background Art

[0002] With the continuous progress of vehicle technology, drivers have higher requirements for the driving experience during the driving process. Considering the power requirements of different drivers, when designing a vehicle, set driving styles are provided for drivers to choose from, such as standard mode (normal mode), economy mode (eco mode), and sport mode (sport mode), etc. In this way, drivers who like power can choose the sport mode; drivers who like mild power and lower fuel consumption can choose the economy mode; drivers who like moderation can choose the standard mode.

[0003] However, the set driving modes cannot meet the power requirements of different users and cannot provide personalized services for users. Summary of the Invention

[0004] Embodiments of this application provide a vehicle control method, device, vehicle, and storage medium to meet the power requirements of different users and provide personalized services for users.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, including:

[0006] When it is detected that the speed of the vehicle is within a preset speed range, it is determined to enter the self-learning process of the driver's driving style;

[0007] During the self-learning process of the driving style, obtain the acceleration of the vehicle, and determine a target driving style factor based on the acceleration and the current driving style factor, where the target driving style factor is used to characterize the personalized power requirements of the driver;

[0008] Adjust the throttle correction coefficient of the vehicle using the target driving style factor to obtain the target throttle correction coefficient of the vehicle;

[0009] Control the operation of the vehicle according to the target throttle correction coefficient and the throttle opening degree when the user steps on the vehicle.

[0010] In a possible design of the first aspect, the determining the target driving style factor based on the acceleration and the current driving style factor includes:

[0011] Determine the acceleration state of the vehicle based on the acceleration and the current driving style factor;

[0012] According to the method for determining the driving style factor in the acceleration state, the target driving style factor is obtained, where the methods for determining the driving style factor corresponding to different acceleration states are different.

[0013] In this possible design, determining the acceleration state of the vehicle according to the acceleration and the current driving style factor includes:

[0014] When the acceleration is greater than the first acceleration threshold and less than the second acceleration threshold, and the current driving style factor is greater than the first style threshold, it is determined that the acceleration state of the vehicle is a low acceleration state, where the first acceleration threshold is less than the second acceleration threshold, and the method for determining the driving style factor in the low acceleration state is to decrease the current driving style factor at a first preset frequency.

[0015] Optionally, the method further includes:

[0016] In the low acceleration state, when the decrement is greater than or equal to the first decrement limit value, or the target driving style factor is less than or equal to the first style threshold, update the acceleration state of the vehicle to the maximum decrease state, where the method for determining the driving style factor in the maximum decrease state is the driving style factor when entering the maximum decrease state;

[0017] In the maximum decrease state, when the acceleration is less than the difference between the first acceleration threshold and the preset compensation value, or the acceleration is greater than the sum of the second acceleration threshold and the compensation value, update the acceleration state of the vehicle to the waiting evaluation state, where the method for determining the driving style factor in the waiting evaluation state is to increase the current driving style factor at a second preset frequency when no braking action is detected and the current driving style factor is less than the preset standard value, or to decrease the current driving style factor at a third preset frequency when the current driving style factor is greater than the preset standard value, or to update the acceleration state of the vehicle to the standard state when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold;

[0018] Alternatively, in the maximum decrease state, when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state;

[0019] Among them, the method for determining the driving style factor in the standard state is to increase the current driving style factor at a fourth preset frequency.

[0020] Optionally, the method further includes:

[0021] In the low acceleration state, when the acceleration is less than the first acceleration threshold or greater than the second acceleration threshold, it is determined that the acceleration state of the vehicle is the waiting evaluation state;

[0022] Wherein, the determination method of the driving style factor in the waiting evaluation state is that no braking action is detected, and when the current driving style factor is less than the preset standard value, the current driving style factor is incremented at a second preset frequency, or when the current driving style factor is greater than the preset standard value, the current driving style factor is decremented at a third preset frequency, or when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, the acceleration state of the vehicle is updated to the standard state.

[0023] Optionally, determining the acceleration state of the vehicle according to the acceleration and the current driving style factor includes:

[0024] When the acceleration is greater than or equal to the third acceleration threshold and the current driving style factor is less than the second style threshold, it is determined that the acceleration state of the vehicle is the high acceleration state, wherein the determination method of the driving style factor in the high acceleration state is to increment the current driving style factor at a fifth preset frequency, and the third acceleration threshold is greater than the second acceleration threshold.

[0025] Optionally, the method further includes:

[0026] In the high acceleration state, when the increment is greater than or equal to the second increment limit, or the target driving style factor is greater than or equal to the second style threshold, the acceleration state of the vehicle is updated to the maximum increase state, wherein the determination method of the driving style factor in the maximum increase state is the driving style factor when entering the maximum increase state, and the second style threshold is greater than the first style threshold;

[0027] In the maximum increase state, when the acceleration is less than the difference between the third acceleration threshold and the preset compensation value, the acceleration state of the vehicle is updated to the waiting evaluation state.

[0028] Or, in the maximum increase state, when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, the acceleration state of the vehicle is updated to the standard state;

[0029] Among them, the determination method of the driving style factor in the waiting evaluation state is as follows: when no braking action is detected and the current driving style factor is less than the preset standard value, the current driving style factor is incremented at a second preset frequency; or when the current driving style factor is greater than the preset standard value, the current driving style factor is decremented at a third preset frequency; or when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, the acceleration state of the vehicle is updated to the standard state.

[0030] Optionally, the method further includes:

[0031] In the high acceleration state, when the acceleration is less than the third acceleration threshold, it is determined that the acceleration state of the vehicle is the waiting evaluation state.

[0032] Optionally, the method further includes:

[0033] In the standard state, when the target driving style factor is equal to the preset standard value, the acceleration state of the vehicle is updated to the waiting evaluation state.

[0034] In another possible design of the first aspect, adjusting the throttle correction coefficient of the vehicle by using the target driving style factor to obtain the target throttle correction coefficient of the vehicle includes:

[0035] In the correspondence relationship between the driving style coefficient and the driving style factor, determining the target driving style coefficient corresponding to the target driving style factor;

[0036] In the correspondence relationship between the driving style coefficient and the throttle correction coefficient, determining the target throttle correction coefficient as the throttle correction coefficient corresponding to the target driving style coefficient.

[0037] In a second aspect, an embodiment of the present application provides a vehicle control device, including:

[0038] An acquisition module, configured to determine to enter the driving style self-learning process of the driver when it is detected that the speed of the vehicle is within a preset speed range;

[0039] A determination module, configured to acquire the acceleration of the vehicle during the driving style self-learning process, and determine a target driving style factor according to the acceleration and the current driving style factor, where the target driving style factor is used to characterize the personalized power demand of the driver;

[0040] A processing module, configured to adjust the throttle correction coefficient of the vehicle by using the target driving style factor to obtain the target throttle correction coefficient of the vehicle;

[0041] A control module, configured to control the operation of the vehicle according to the target throttle correction coefficient and the throttle opening degree at which the user steps on the vehicle.

[0042] In a possible design of the second aspect, the determining module determines a target driving style factor according to the acceleration and the current driving style factor, specifically:

[0043] Determine the acceleration state of the vehicle according to the acceleration and the current driving style factor;

[0044] Obtain the target driving style factor according to the driving style factor determination method in the acceleration state, where the driving style factor determination methods corresponding to different acceleration states are different.

[0045] In this possible design, the determining module determines the acceleration state of the vehicle according to the acceleration and the current driving style factor, specifically:

[0046] When the acceleration is greater than a first acceleration threshold and less than a second acceleration threshold, and the current driving style factor is greater than a first style threshold, determine that the acceleration state of the vehicle is a low acceleration state, where the first acceleration threshold is less than the second acceleration threshold, and the driving style factor determination method in the low acceleration state is to decrease the current driving style factor at a first preset frequency.

[0047] Optionally, the determining module is further configured to:

[0048] In the low acceleration state, when the decrement is greater than or equal to a first decrement limit value, or the target driving style factor is less than or equal to the first style threshold, update the acceleration state of the vehicle to a maximum decrease state, where the driving style factor determination method in the maximum decrease state is the driving style factor when entering the maximum decrease state;

[0049] In the maximum decrease state, when the acceleration is less than the difference between the first acceleration threshold and a preset compensation value, or the acceleration is greater than the sum of the second acceleration threshold and the compensation value, update the acceleration state of the vehicle to a waiting evaluation state, where the driving style factor determination method in the waiting evaluation state is that no braking action is detected, and when the current driving style factor is less than a preset standard value, increase the current driving style factor at a second preset frequency, or when the current driving style factor is greater than the preset standard value, decrease the current driving style factor at a third preset frequency, or when the current driving style factor is less than the preset standard value and the throttle opening degree is equal to a first throttle threshold, update the acceleration state of the vehicle to a standard state;

[0050] Alternatively, in the maximum decrease state, when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state;

[0051] Wherein, the determination method of the driving style factor in the standard state is to increment the current driving style factor at a fourth preset frequency.

[0052] Optionally, the determination module is further configured to:

[0053] In the low acceleration state, when the acceleration is less than the first acceleration threshold or greater than the second acceleration threshold, determine the acceleration state of the vehicle to be the waiting evaluation state;

[0054] Wherein, the determination method of the driving style factor in the waiting evaluation state is to increment the current driving style factor at a second preset frequency when no braking action is detected and the current driving style factor is less than the preset standard value, or to decrement the current driving style factor at a third preset frequency when the current driving style factor is greater than the preset standard value, or to update the acceleration state of the vehicle to the standard state when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold.

[0055] Optionally, the determination module determines the acceleration state of the vehicle according to the acceleration and the current driving style factor, and specifically is configured to:

[0056] When the acceleration is greater than or equal to the third acceleration threshold and the current driving style factor is less than the second style threshold, determine the acceleration state of the vehicle to be the high acceleration state, wherein the determination method of the driving style factor in the high acceleration state is to increment the current driving style factor at a fifth preset frequency, and the third acceleration threshold is greater than the second acceleration threshold.

[0057] Optionally, the determination module is further configured to:

[0058] In the high acceleration state, when the increment is greater than or equal to the second increment limit, or the target driving style factor is greater than or equal to the second style threshold, update the acceleration state of the vehicle to the maximum increase state, wherein the determination method of the driving style factor in the maximum increase state is the driving style factor when entering the maximum increase state, and the second style threshold is greater than the first style threshold;

[0059] In the maximum increase state, when the acceleration is less than the difference between the third acceleration threshold and the preset compensation value, update the acceleration state of the vehicle to the waiting evaluation state.

[0060] Alternatively, in the maximum increase state, when the current driving style factor is less than the preset standard value and the throttle opening is equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state;

[0061] Among them, the determination method of the driving style factor in the waiting evaluation state is that when no braking action is detected and the current driving style factor is less than the preset standard value, the current driving style factor is incremented at a second preset frequency, or when the current driving style factor is greater than the preset standard value, the current driving style factor is decremented at a third preset frequency, or when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state.

[0062] Optionally, the determination module is further configured to:

[0063] In the high acceleration state, when the acceleration is less than the third acceleration threshold, determine the acceleration state of the vehicle to be the waiting evaluation state.

[0064] Optionally, the determination module is further configured to:

[0065] In the standard state, when the target driving style factor is equal to the preset standard value, update the acceleration state of the vehicle to the waiting evaluation state.

[0066] In another possible design of the second aspect, the processing module is specifically configured to:

[0067] In the correspondence relationship between the driving style coefficient and the driving style factor, determine the target driving style coefficient corresponding to the target driving style factor;

[0068] In the correspondence relationship between the driving style coefficient and the throttle correction coefficient, determine the target throttle correction coefficient as the throttle correction coefficient corresponding to the target driving style coefficient.

[0069] In a third aspect, an embodiment of the present application provides a vehicle, including: a processor and a memory;

[0070] The memory stores computer execution instructions;

[0071] The processor executes the computer execution instructions, so that the vehicle executes the vehicle control method described in the first aspect and various possible designs above.

[0072] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium storing computer-executable instructions that, when executed by a processor, are used to implement the vehicle control method described in the first aspect and various possible designs above.

[0073] In a fifth aspect, an embodiment of the present application provides a computer program product including a computer program that, when executed by a processor, is used to implement the vehicle control method described in the first aspect and various possible designs above.

[0074] In the vehicle control method, device, vehicle, and storage medium provided by the embodiments of the present application, in this method, when it is detected that the speed of the vehicle is within a preset speed range, it is determined to enter the self-learning process of the driver's driving style. During the self-learning process of the driving style, the acceleration of the vehicle is obtained, and according to the acceleration and the current driving style factor, a target driving style factor is determined. The target driving style factor is used to characterize the personalized power demand of the driver. The target driving style factor is used to adjust the throttle correction coefficient of the vehicle to obtain the target throttle correction coefficient of the vehicle. According to the target throttle correction coefficient and the throttle opening degree when the user steps on the vehicle, the vehicle operation is controlled. This solution starts from the self-learning of the driving style and realizes that the driving mode can meet the power requirements of different users for the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0075] The accompanying drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present disclosure and used together with the specification to explain the principles of the present disclosure.

[0076] Figure 1 Schematic diagram of the application scenario of the vehicle control method provided by the embodiment of the present application;

[0077] Figure 2 Schematic diagram of the flowchart of the first embodiment of the vehicle control method provided by the embodiment of the present application;

[0078] Figure 3 Schematic diagram of the flowchart of the second embodiment of the vehicle control method provided by the embodiment of the present application;

[0079] Figure 4 Schematic diagram of the architecture of the self-learning process of the driving style provided by the embodiment of the present application;

[0080] Figure 5 Schematic diagram of the structure of the vehicle control device provided by the embodiment of the present application;

[0081] Figure 6 Schematic diagram of the structure of the vehicle provided by the embodiment of the present application.

[0082] Through the above-mentioned accompanying drawings, specific embodiments of the present disclosure have been shown, and will be described in more detail hereinafter. These drawings and the written description are not intended to limit the scope of the concept of the present disclosure in any way, but to illustrate the concept of the present disclosure to those skilled in the art by reference to specific embodiments. Detailed Description of Specific Embodiments

[0083] Here, exemplary embodiments will be described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0084] Before introducing the embodiments of the present application, first, the background technology of the present application will be explained:

[0085] Considering the needs of different drivers, vehicle designs provide a variety of driving modes for drivers to choose from, such as Normal mode, ECO mode, Sport mode, etc.

[0086] Traditional cars in the main driving mode are all switched through a selection switch or knob, and some new energy vehicles are provided with a soft switch on the in-vehicle multimedia. However, they are all for the switching of several preset driving modes, and the power system or the vehicle-related system follows the switching together. In terms of the power system, some drivers like strong power and can choose the Sport mode; some people like milder power and lower fuel consumption and can choose the ECO mode; the moderate choice is the Normal mode.

[0087] In recent years, some cars have provided a custom driving mode, mainly for the selection and combination of driving modes by subsystems; for example, the engine selects ECO, the braking system selects Normal, and the steering selects Sport, etc. This mode provides users with the right to personalized independent selection.

[0088] However, in terms of the power system that drivers are more concerned about, the three commonly used modes (Normal, ECO, Sport) cannot cover all drivers' power requirements.

[0089] In view of the above technical problems, the technical concept of the inventor is as follows: introducing a driving style factor, further continuously subdividing one or more driving modes through the driving style factor, which can be achieved by changing the opening degree of the throttle. The coefficient affecting the actual opening degree of the throttle can be measured according to the magnitude of the vehicle acceleration by the user during driving and the opening degree of the throttle stepped on by the user, so as to adjust the coefficient and further realize the setting of different driving styles.

[0090] Based on the problems existing in the above prior art, Figure 1 FIG. is a schematic diagram of an application scenario of the vehicle control method provided by an embodiment of the present application, used to solve the above technical problems. As Figure 1 shown, the application scenario schematic diagram includes: a vehicle 11 and a user 12.

[0091] Optionally, when the user 12 drives the vehicle 11 on the road, the vehicle 11 continuously adjusts the opening value of the actual throttle by detecting the opening degree of the throttle pedal stepped on by the user 12 and the magnitude of the acceleration, so as to make the operation of the vehicle 12 conform to the driving habit of the user 12.

[0092] Next, taking Figure 1 the application scenario schematic diagram shown as an example, the technical solution of the present application will be described in detail through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below with reference to the drawings.

[0093] Figure 2 FIG. is a schematic flowchart of the first embodiment of the vehicle control method provided by an embodiment of the present application. As Figure 2 shown, the vehicle control method includes the following steps:

[0094] Step 21: When it is detected that the speed of the vehicle is within a preset speed range, it is determined to enter the self-learning process of the driver's driving style.

[0095] In this step, when the user is driving the vehicle, the user is using a certain driving mode to control the operation of the vehicle (for example, the standard mode). At this time, the vehicle controller obtains the current speed of the vehicle, determines whether the speed is within the preset speed range. If so, the current driving style factor is set to an initial value (calibratable), and it is determined to enter the self-learning process of the driver's driving style, that is, enter the following process of adjusting the driving style factor. At this time, the acceleration state of the vehicle is in a waiting evaluation state.

[0096] Among them, the driving style factor is used to characterize the personalized power demand of the driver.

[0097] Optionally, self - learning is performed according to the current driving speed of the user. The self - learning process will only be carried out when the speed is within the preset speed range between v_VehSpdMin (calibratable) and v_VehSpdMax (calibratable).

[0098] Optionally, when the driving mode is the set driving mode (calibratable options: Normal\ECO\Sport), the driving style factor evaluation process is activated.

[0099] Step 22: During the driving style self - learning process, obtain the vehicle's acceleration, and determine the target driving style factor based on the acceleration and the current driving style factor.

[0100] Among them, the target driving style factor is used to represent the personalized power demand of the driver.

[0101] In this step, during the driving style self - learning process, the vehicle continuously updates the driving style factor based on the vehicle's acceleration and the current driving style factor to obtain the updated driving style factor, that is, the target driving style factor.

[0102] In a possible implementation, the vehicle's controller determines the vehicle's acceleration state based on the acceleration and the current driving style factor, and then obtains the target driving style factor according to the driving style factor determination method in the acceleration state.

[0103] The size of the target driving style factor has a certain impact on the determination of the subsequent actual throttle opening size in a certain driving mode, that is, the stepless subdivision of this timing mode is realized, meeting the driving style requirements of different users.

[0104] Step 23: Adjust the throttle correction coefficient of the vehicle using the target driving style factor to obtain the target throttle correction coefficient of the vehicle.

[0105] In this step, the target driving style factor affects the size of the throttle correction coefficient, and the throttle correction coefficient of the vehicle is continuously adjusted according to the value of the target driving style factor to achieve the determination of the actual throttle opening size.

[0106] In a possible implementation, this step can be achieved in the following ways:

[0107] Step 1: In the correspondence between the driving style coefficient and the driving style factor, determine the target driving style coefficient corresponding to the target driving style factor.

[0108] Optionally, after obtaining the target driving style factor, the target driving style factor DrEvalIndex (for example, a numerical value from 0 to 200) is input into a calibration table to obtain a driving style coefficient from 0 to 100 (similar to a progress bar value), with a default value of 50, that is, the target driving style coefficient is obtained.

[0109] Among them, the calibration table records the corresponding relationship between the driving style coefficient and the driving style factor.

[0110] Step 2: In the corresponding relationship between the driving style coefficient and the throttle correction coefficient, determine that the target throttle correction coefficient is the throttle correction coefficient corresponding to the target driving style coefficient.

[0111] Optionally, after obtaining the target driving style coefficient, the target driving style coefficient is input into a calibration three-dimensional table, corresponding to the calibration correction coefficient pedch0 between the driving style coefficient and the original throttle opening signal, to obtain the target throttle correction coefficient.

[0112] Taking the Normal mode as an example, the throttle correction coefficient corresponding to the driving style coefficient of 50 is 1, that is, corresponding to the original Normal mode; the maximum value of 100 corresponds to the maximum correction coefficient pedch0max, and this value can be calibrated. For example, the maximum value at the original 30% throttle opening position is calibrated to 1.4.

[0113] Step 24: Control the vehicle to run according to the target throttle correction coefficient and the throttle opening at which the user steps on the vehicle.

[0114] In this step, when the target throttle correction coefficient is determined above, the throttle opening at which the user steps on the vehicle is corrected to obtain the actual throttle opening, and the vehicle is controlled to run according to the pedal torque and shift speed corresponding to the actual throttle opening.

[0115] Optionally, the actual throttle opening is the product of the target throttle correction coefficient and the throttle opening.

[0116] In a possible implementation, combined with the above implementation, when the throttle opening is at the 30% position, a throttle opening signal of 30% * 1.4 (target throttle correction coefficient) = 42% is output, that is, when the throttle is stepped on to the 30% position, the pedal torque and shift speed corresponding to 42% are output, and at this time the vehicle driving style is more radical and sporty. On the contrary, the minimum value 0 of the driving style signal corresponds to the minimum correction coefficient pedch0min, and this value can be calibrated. For example, the maximum value at the original 30% throttle opening position is calibrated to 0.7 (target throttle correction coefficient), which means that when the throttle pedal is stepped on to the 30% position, a throttle opening signal of 30% * 0.7 = 21% is output, that is, when the throttle is stepped on to the 30% position, the pedal torque and shift speed corresponding to 21% are output, and at this time the vehicle driving style is more gentle and economical.

[0117] The vehicle control method provided by the embodiment of the present application determines to enter the self-learning process of the driver's driving style when it detects that the vehicle speed is within the preset speed range. During the self-learning process of the driving style, the acceleration of the vehicle is obtained, and the target driving style factor is determined according to the acceleration and the current driving style factor. The target driving style factor is used to represent the personalized power demand of the driver. The throttle correction coefficient of the vehicle is adjusted by using the target driving style factor to obtain the target throttle correction coefficient of the vehicle, and the vehicle operation is controlled according to the target throttle correction coefficient and the throttle opening degree when the user steps on the vehicle. This solution starts from the self-learning of the driving style and realizes that the existing driving mode can meet the power requirements of different users for the vehicle.

[0118] Based on the above embodiment, Figure 3 It is a schematic flowchart of the second embodiment of the vehicle control method provided by the embodiment of the present application. As Figure 3 shown, step 22 in this vehicle control method can be implemented through the following steps:

[0119] Step 31: Determine the acceleration state of the vehicle according to the acceleration and the current driving style factor.

[0120] Among them, the determination methods of the driving style factors corresponding to different acceleration states are different.

[0121] In this step, according to the acceleration and the current driving style factor, it can be determined which acceleration state the vehicle enters. In different acceleration states, the calculation methods of the target driving style factors are different.

[0122] Optionally, the acceleration states may include the following: waiting for evaluation state, low acceleration state, high acceleration state, maximum decrease state, standard state, and maximum increase state.

[0123] As an example, the representations of each acceleration state can be as follows: the waiting for evaluation state is DrvEvalState, the low acceleration state is EvalAccLow, the high acceleration state is EvalAccHigh, the maximum decrease state is MaxDecreaseInst, the standard state is EvalGotoNorm, and the maximum increase state is MaxIncreaseInst.

[0124] In a possible implementation, when the acceleration is greater than the first acceleration threshold and less than the second acceleration threshold, and the current driving style factor is greater than the first style threshold, it is determined that the acceleration state of the vehicle is the low acceleration state, where the first acceleration threshold is less than the second acceleration threshold, and the determination method of the driving style factor in the low acceleration state is to decrease the current driving style factor at the first preset frequency.

[0125] Specifically, when the acceleration is between the first acceleration threshold a_VccLowOff (calibrated according to the vehicle speed) and the second acceleration threshold a_VccLowOn (calibrated according to the vehicle speed), and the current driving style factor DrEvalIndex is greater than 0, the vehicle enters the low acceleration state.

[0126] This state indicates that the customer's driving habit is relatively weak. The driving style factor DrEvalIndex will decrease according to a predefined time t_AccDecr (calibratable), with a decrease of 1 each time, that is, the current driving style factor is decreased at the first preset frequency.

[0127] Further, in the low acceleration state, when the decrease amount is greater than or equal to the first decrease limit value, or the target driving style factor is less than or equal to the first style threshold, the acceleration state of the vehicle is updated to the maximum decrease state. Among them, the determination method of the driving style factor in the maximum decrease state is the driving style factor when entering the maximum decrease state.

[0128] Specifically, when the decrease amount reaches the first decrease limit value CntMax1 (calibratable), or the target driving style factor decreases to 0 (the first style threshold), the vehicle enters the maximum decrease state.

[0129] In the maximum decrease state, when the acceleration is less than the difference between the first acceleration threshold and the preset compensation value, or the acceleration is greater than the sum of the second acceleration threshold and the compensation value, the acceleration state of the vehicle is updated to the waiting evaluation state. Among them, the determination method of the driving style factor in the waiting evaluation state is as follows: when no braking action is detected and the current driving style factor is less than the preset standard value, the current driving style factor is increased at the second preset frequency; or when the current driving style factor is greater than the preset standard value, the current driving style factor is decreased at the third preset frequency; or when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, the acceleration state of the vehicle is updated to the standard state. Among them, the determination method of the driving style factor in the standard state is to increase the current driving style factor at the fourth preset frequency.

[0130] Specifically, in the MaxDecreaseInst state, if the acceleration is less than the first acceleration threshold a_VccLowOff - compensation value offset or greater than a_VccLowOn + offset, then exit this MaxDecreaseInst and return to the waiting evaluation state DrvEvalState.

[0131] Among them, there are three possible implementations of the waiting evaluation state DrvEvalState (when not stepping on the brake):

[0132] 1. If the driving style factor DrEvalIndex is less than the preset standard value NormIndex, it will increase at a unit time t_LowToNorm (calibratable), adding 1 each time, that is, increasing the current driving style factor at the second preset frequency until it equals NormIndex.

[0133] 2. If the driving style factor DrEvalIndex is greater than the preset standard value NormIndex, it will decrease at a unit time t_HighToNorm (calibratable), subtracting 1 each time, that is, decreasing the current driving style factor at the third preset frequency until it equals NormIndex.

[0134] 3. When the current driving style factor DrEvalIndex is less than the preset standard value NormIndex and the throttle opening equals the first throttle threshold, update the acceleration state of the vehicle to the standard state, that is, increase it at a fixed time t_GotoNorm with an increment step of IndexInc, which is also to increase the current driving style factor at the fourth preset frequency.

[0135] Or, in the maximum reduction state, when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold InitMaxPed, update the acceleration state of the vehicle to the standard state.

[0136] Specifically, if the large throttle is pressed at this time, the throttle opening reaches the first throttle threshold InitMaxPed (calibratable), and the target driving style factor DrEvalIndex is less than the NormIndex standard value, then enter the EvalGotoNorm state.

[0137] In the low acceleration state, when the acceleration is less than the first acceleration threshold or greater than the second acceleration threshold, determine the acceleration state of the vehicle as the waiting evaluation state.

[0138] Specifically, when the acceleration is less than the first acceleration threshold a_VccLowOff (calibrated according to vehicle speed) or greater than the second acceleration threshold a_VccLowOn (calibrated according to vehicle speed), enter the waiting evaluation state.

[0139] In another possible implementation, when the acceleration is greater than or equal to the third acceleration threshold and the current driving style factor is less than the second style threshold, determine the acceleration state of the vehicle as the high acceleration state, where the determination method of the driving style factor in the high acceleration state is to increase the current driving style factor at the fifth preset frequency.

[0140] Specifically, when the acceleration is greater than the third acceleration threshold a_VccHighOn (calibrated according to the vehicle speed), and the driving style factor DrEvalIndex is less than the second style threshold (e.g., 200), it enters the high acceleration state EvalAccHigh, determining that the customer's driving habit is relatively radical. The driving style factor DrEvalIndex will increase according to a predetermined time t_AccIncr (calibratable), increasing by 1 each time, that is, increasing the current driving style factor according to the fifth preset frequency.

[0141] Furthermore, in the high acceleration state, when the increment is greater than or equal to the second increment limit, or the target driving style factor is greater than or equal to the second style threshold, update the acceleration state of the vehicle to the maximum increase state. Among them, the determination method of the driving style factor in the maximum increase state is the driving style factor when entering the maximum increase state, and the second style threshold is greater than the first style threshold.

[0142] Specifically, when the increment reaches the second increment limit CntMax2 (calibratable), or when the driving factor increases to 200, it enters the maximum increase state MaxIncreaseInst.

[0143] In the maximum increase state, when the acceleration is less than the difference between the third acceleration threshold and the preset compensation value, update the acceleration state of the vehicle to the waiting evaluation state.

[0144] Specifically, in the maximum increase state MaxIncreaseInst, if the acceleration is less than the third acceleration threshold a_VccHighOn - the preset compensation value offset, then exit this maximum increase state and return to the waiting evaluation state DrvEvalState.

[0145] Or, in the maximum increase state, when the current driving style factor is less than the preset standard value, and the throttle opening is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state.

[0146] Specifically, if at this time the user steps on the large throttle, the throttle opening reaches the first throttle threshold InitMaxPed (calibratable), and the driving style factor DrEvalIndex is less than the preset standard value NormIndex, then it enters the standard state EvalGotoNorm.

[0147] In the high acceleration state, when the acceleration is less than the third acceleration threshold, determine the acceleration state of the vehicle as the waiting evaluation state.

[0148] Specifically, if the acceleration is less than the third acceleration threshold a_VccHighOn, then exit this state and return to the waiting evaluation state DrvEvalState.

[0149] Under standard conditions, when the target driving style factor is equal to the preset standard value, update the acceleration state of the vehicle to the waiting evaluation state.

[0150] Specifically, in the standard state EvalGotoNorm, when the driving style factor reaches the preset standard value NormIndex, exit this state and return to the waiting evaluation state DrvEvalState.

[0151] It should be understood that the acceleration thresholds involved in the embodiments of the present application can all be calibrated according to the vehicle speed.

[0152] Step 32: Determine the target driving style factor according to the determination method of the driving style factor in the acceleration state.

[0153] In this step, according to the corresponding driving style factor determination method in the driving state of the vehicle described above, the target driving style factor can be obtained.

[0154] Among them, the determination methods of the driving style factors in different acceleration states have been described in the above embodiments and will not be elaborated here.

[0155] The vehicle control method provided by the embodiments of the present application determines the acceleration state of the vehicle by according to the acceleration and the current driving style factor, and then obtains the target driving style factor according to the determination method of the driving style factor in the acceleration state. Starting from the determination of the acceleration state, it provides a basis for the subsequent realization of the actual opening of the throttle.

[0156] Based on the above embodiments, Figure 4 This is a schematic diagram of the architecture of the driving style self-learning process provided by the embodiments of the present application. As Figure 4 shown, the schematic diagram of the architecture includes: waiting evaluation state 41, low acceleration state 42, high acceleration state 43, maximum reduction state 421, standard state 44, and maximum increase state 431.

[0157] Optionally, when the acceleration is greater than the first acceleration threshold and less than the second acceleration threshold, and the current driving style factor is greater than the first style threshold, determine that the acceleration state of the vehicle is the low acceleration state 42.

[0158] In the low acceleration state 42, when the decrement is greater than or equal to the first decrement limit value, or the target driving style factor is less than or equal to the first style threshold, update the acceleration state of the vehicle to the maximum reduction state 421.

[0159] In the maximum decrease state 421, when the acceleration is less than the difference between the first acceleration threshold and the preset compensation value, or the acceleration is greater than the sum of the second acceleration threshold and the compensation value, update the acceleration state of the vehicle to the waiting evaluation state 41. Or, when the current driving style factor is less than the preset standard value and the throttle opening is equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state 44.

[0160] Alternatively, in the maximum decrease state 421, when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state 44.

[0161] In the low acceleration state 42, when the acceleration is less than the first acceleration threshold or greater than the second acceleration threshold, determine the acceleration state of the vehicle to be the waiting evaluation state 41.

[0162] Optionally, when the acceleration is greater than or equal to the third acceleration threshold and the current driving style factor is less than the second style threshold, determine the acceleration state of the vehicle to be the high acceleration state 43.

[0163] In the high acceleration state 43, when the increment is greater than or equal to the second increment limit, or the target driving style factor is greater than or equal to the second style threshold, update the acceleration state of the vehicle to the maximum increase state 431.

[0164] In the maximum increase state 431, when the acceleration is less than the difference between the third acceleration threshold and the preset compensation value, update the acceleration state of the vehicle to the waiting evaluation state 41.

[0165] Or, in the maximum increase state 431, when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state 44.

[0166] In the high acceleration state 43, when the acceleration is less than the third acceleration threshold, determine the acceleration state of the vehicle to be the waiting evaluation state 41.

[0167] In the standard state, when the target driving style factor is equal to the preset standard value, update the acceleration state of the vehicle to the waiting evaluation state 41.

[0168] Generally: The vehicle obtains signals such as throttle opening, acceleration, and vehicle speed. Through the driving style self-learning process in the architecture schematic diagram, the target driving style factor is calculated, the driving style coefficient is obtained by looking up the table, and the engine control module (ECM) obtains the correction coefficient by looking up the table according to the driving style coefficient, and further obtains the actual throttle opening, so as to realize the operation of the vehicle.

[0169] The driving style self-learning process corresponding to the vehicle control method provided by the embodiments of the present application. In this process, according to the limitation of acceleration and some thresholds, the change of the target driving style factor in different acceleration states is realized, so as to realize the learning and control of the vehicle operation according to the driving habits of users.

[0170] Based on the above method embodiments, Figure 5 It is a schematic structural diagram of the vehicle control device provided by the embodiments of the present application. As Figure 5 shown, the vehicle control device includes:

[0171] An acquisition module 51, configured to determine to enter the driving style self-learning process of the driver when it is detected that the speed of the vehicle is within a preset speed range;

[0172] A determination module 52, configured to obtain the acceleration of the vehicle during the driving style self-learning process, and determine a target driving style factor according to the acceleration and the current driving style factor, where the target driving style factor is used to characterize the personalized power demand of the driver;

[0173] A processing module 53, configured to adjust the throttle correction coefficient of the vehicle by using the target driving style factor to obtain the target throttle correction coefficient of the vehicle;

[0174] A control module 54, configured to control the operation of the vehicle according to the target throttle correction coefficient and the throttle opening degree of the user stepping on the vehicle.

[0175] In a possible design of the embodiments of the present application, the determination module 52 determines the target driving style factor according to the acceleration and the current driving style factor, and specifically is used for:

[0176] Determine the acceleration state of the vehicle according to the acceleration and the current driving style factor;

[0177] Obtain the target driving style factor according to the driving style factor determination method in the acceleration state, where the driving style factor determination methods corresponding to different acceleration states are different.

[0178] In this possible design, the determination module 52 determines the acceleration state of the vehicle according to the acceleration and the current driving style factor, and specifically is used for:

[0179] When the acceleration is greater than the first acceleration threshold and less than the second acceleration threshold, and the current driving style factor is greater than the first style threshold, determine that the acceleration state of the vehicle is a low acceleration state, where the first acceleration threshold is less than the second acceleration threshold, and the driving style factor determination method in the low acceleration state is to decrease the current driving style factor at a first preset frequency.

[0180] Optionally, the determination module 52 is further used for:

[0181] In the low acceleration state, when the decrement is greater than or equal to the first decrement limit value, or the target driving style factor is less than or equal to the first style threshold value, update the acceleration state of the vehicle to the maximum reduction state, where the determination method of the driving style factor in the maximum reduction state is the driving style factor when entering the maximum reduction state;

[0182] In the maximum reduction state, when the acceleration is less than the difference between the first acceleration threshold value and the preset compensation value, or the acceleration is greater than the sum of the second acceleration threshold value and the compensation value, update the acceleration state of the vehicle to the waiting evaluation state, where the determination method of the driving style factor in the waiting evaluation state is: when no braking action is detected and the current driving style factor is less than the preset standard value, increment the current driving style factor according to the second preset frequency, or when the current driving style factor is greater than the preset standard value, decrement the current driving style factor according to the third preset frequency, or when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold value, update the acceleration state of the vehicle to the standard state;

[0183] Or, in the maximum reduction state, when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold value, update the acceleration state of the vehicle to the standard state;

[0184] Among them, the determination method of the driving style factor in the standard state is to increment the current driving style factor according to the fourth preset frequency.

[0185] Optionally, the determination module 52 is further configured to:

[0186] In the low acceleration state, when the acceleration is less than the first acceleration threshold value or greater than the second acceleration threshold value, determine that the acceleration state of the vehicle is the waiting evaluation state;

[0187] Among them, the determination method of the driving style factor in the waiting evaluation state is: when no braking action is detected and the current driving style factor is less than the preset standard value, increment the current driving style factor according to the second preset frequency, or when the current driving style factor is greater than the preset standard value, decrement the current driving style factor according to the third preset frequency, or when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold value, update the acceleration state of the vehicle to the standard state.

[0188] Optionally, the determination module 52 determines the acceleration state of the vehicle according to the acceleration and the current driving style factor, and specifically is configured to:

[0189] When the acceleration is greater than or equal to the third acceleration threshold and the current driving style factor is less than the second style threshold, determine that the acceleration state of the vehicle is a high-acceleration state. Among them, the determination method of the driving style factor in the high-acceleration state is to increment the current driving style factor at the fifth preset frequency, and the third acceleration threshold is greater than the second acceleration threshold.

[0190] Optionally, the determination module 52 is further configured to:

[0191] In the high-acceleration state, when the increment is greater than or equal to the second increment limit, or the target driving style factor is greater than or equal to the second style threshold, update the acceleration state of the vehicle to the maximum increase state. Among them, the determination method of the driving style factor in the maximum increase state is the driving style factor when entering the maximum increase state, and the second style threshold is greater than the first style threshold;

[0192] In the maximum increase state, when the acceleration is less than the difference between the third acceleration threshold and the preset compensation value, update the acceleration state of the vehicle to the waiting evaluation state.

[0193] Alternatively, in the maximum increase state, when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state;

[0194] Among them, the determination method of the driving style factor in the waiting evaluation state is to increment the current driving style factor at the second preset frequency when no braking action is detected and the current driving style factor is less than the preset standard value, or to decrement the current driving style factor at the third preset frequency when the current driving style factor is greater than the preset standard value, or to update the acceleration state of the vehicle to the standard state when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold.

[0195] Optionally, the determination module 52 is further configured to:

[0196] In the high-acceleration state, when the acceleration is less than the third acceleration threshold, determine that the acceleration state of the vehicle is the waiting evaluation state.

[0197] Optionally, the determination module 52 is further configured to:

[0198] In the standard state, when the target driving style factor is equal to the preset standard value, update the acceleration state of the vehicle to the waiting evaluation state.

[0199] In another possible design of the embodiment of the present application, the processing module 53 is specifically configured to:

[0200] In the correspondence relationship between the driving style coefficient and the driving style factor, determine the target driving style coefficient corresponding to the target driving style factor;

[0201] In the corresponding relationship between the driving style coefficient and the throttle correction coefficient, determine the target throttle correction coefficient as the throttle correction coefficient corresponding to the target driving style coefficient.

[0202] The vehicle control device provided by the embodiments of the present application can be used to execute the technical solutions corresponding to the vehicle control method in the above embodiments. The implementation principles and technical effects are similar and will not be elaborated here.

[0203] It should be noted that it should be understood that the division of each module of the above device is only a logical function division. In actual implementation, it can be fully or partially integrated into a physical entity, or physically separated. And these modules can all be implemented in the form of software called by processing elements; they can also all be implemented in the form of hardware; some modules can also be implemented in the form of software called by processing elements, and some modules can be implemented in the form of hardware. In addition, all or part of these modules can be integrated together or can be independently implemented. The processing element mentioned here can be an integrated circuit with signal processing capabilities. In the implementation process, each step of the above method or each of the above modules can be completed by the integrated logic circuit in the processor element or the instruction in the form of software.

[0204] Figure 6 It is a schematic structural diagram of a vehicle provided by an embodiment of the present application. As Figure 6 shown, the vehicle may include: a processor 60, a memory 61, and computer program instructions stored on the memory 61 and executable on the processor 60.

[0205] Among them, the vehicle can be a sedan, an off-road vehicle, a bus, a sports car, etc.

[0206] The processor 60 executes the computer execution instructions stored in the memory 61, so that the processor 60 executes the solutions in the above embodiments. The processor 60 can be a general-purpose processor, including a central processing unit CPU, a network processor (NP), etc.; it can also be a digital signal processor DSP, an application specific integrated circuit ASIC, a field programmable gate array FPGA, or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0207] The memory 61 is connected to the processor 60 through a system bus and completes communication with each other. The memory 61 is used to store computer program instructions.

[0208] The system bus can be a CAN bus, or a Flexray, Ethernet bus, etc. The system bus can be divided into an address bus, a data bus, a control bus, etc. For the sake of convenience of representation, only a thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0209] The vehicle provided by the embodiment of the present application can be used to implement the technical solution corresponding to the driving mode adjustment method in the above embodiment. The implementation principle and technical effect are similar and will not be elaborated here.

[0210] The embodiment of the present application also provides a chip for operating instructions. The chip is used to execute the technical solution of the driving mode adjustment method in the above embodiment.

[0211] The embodiment of the present application also provides a computer-readable storage medium. Computer instructions are stored in the computer-readable storage medium. When the computer instructions run on a computer device, the computer device is enabled to execute the technical solution of the driving mode adjustment method in the above embodiment.

[0212] The embodiment of the present application also provides a computer program product, including a computer program. When the computer program is executed by a processor, it is used to execute the technical solution of the driving mode adjustment method in the above embodiment.

[0213] The above computer-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, a magnetic disk or an optical disc. The readable storage medium can be any available medium accessible by a general or special computer device.

[0214] It should be understood that the present disclosure is not limited to the exact structure already described and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present disclosure is only limited by the appended claims.

Claims

1. A vehicle control method, characterized in that, it includes: When it is detected that the speed of the vehicle is within a preset speed range, determine to enter the self-learning process of the driver's driving style; During the self-learning process of the driving style, obtain the acceleration of the vehicle; According to the acceleration and the current driving style factor, determine the acceleration state of the vehicle; According to the determination method of the driving style factor in the acceleration state, determine the target driving style factor; The target driving style factor is used to characterize the personalized power demand of the driver; The determination methods of the driving style factors corresponding to different acceleration states are different; Adjust the throttle correction coefficient of the vehicle by using the target driving style factor to obtain the target throttle correction coefficient of the vehicle; Control the operation of the vehicle according to the target throttle correction coefficient and the throttle opening degree when the user steps on the vehicle.

2. The method according to claim 1, characterized in that, The determining the acceleration state of the vehicle according to the acceleration and the current driving style factor includes: When the acceleration is greater than the first acceleration threshold and less than the second acceleration threshold, and the current driving style factor is greater than the first style threshold, determine that the acceleration state of the vehicle is a low acceleration state, where the first acceleration threshold is less than the second acceleration threshold, and the determination method of the driving style factor in the low acceleration state is to decrease the current driving style factor at a first preset frequency.

3. The method according to claim 2, characterized in that, The method further includes: In the low acceleration state, when the decreasing amount is greater than or equal to the first decreasing limit value, or the target driving style factor is less than or equal to the first style threshold, update the acceleration state of the vehicle to the maximum decrease state, where the determination method of the driving style factor in the maximum decrease state is the driving style factor when entering the maximum decrease state; In the maximum decrease state, when the acceleration is less than the difference between the first acceleration threshold and the preset compensation value, or the acceleration is greater than the sum of the second acceleration threshold and the compensation value, update the acceleration state of the vehicle to the waiting evaluation state, where the determination method of the driving style factor in the waiting evaluation state is to increase the current driving style factor at a second preset frequency when no braking action is detected and the current driving style factor is less than the preset standard value, or to decrease the current driving style factor at a third preset frequency when the current driving style factor is greater than the preset standard value, or to update the acceleration state of the vehicle to the standard state when the current driving style factor is less than the preset standard value and the throttle opening degree is greater than or equal to the first throttle threshold; Or, in the maximum decrease state, when the current driving style factor is less than the preset standard value and the throttle opening degree is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state; Among them, the determination method of the driving style factor under the standard state is to increment the current driving style factor at a fourth preset frequency.

4. The method according to claim 2, wherein, the method further includes: In the low acceleration state, when the acceleration is less than the first acceleration threshold or greater than the second acceleration threshold, determine that the acceleration state of the vehicle is a state to be evaluated; Among them, the determination method of the driving style factor in the state to be evaluated is that when no braking action is detected and the current driving style factor is less than the preset standard value, increment the current driving style factor at a second preset frequency, or when the current driving style factor is greater than the preset standard value, decrement the current driving style factor at a third preset frequency, or when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state.

5. The method according to claim 1, wherein, determining the acceleration state of the vehicle according to the acceleration and the current driving style factor includes: When the acceleration is greater than or equal to the third acceleration threshold and the current driving style factor is less than the second style threshold, determine that the acceleration state of the vehicle is a high acceleration state, where the determination method of the driving style factor in the high acceleration state is to increment the current driving style factor at a fifth preset frequency, and the third acceleration threshold is greater than the second acceleration threshold.

6. The method according to claim 5, wherein, the method further includes: In the high acceleration state, when the increment is greater than or equal to the second increment limit, or the target driving style factor is greater than or equal to the second style threshold, update the acceleration state of the vehicle to the maximum increase state, where the determination method of the driving style factor in the maximum increase state is the driving style factor when entering the maximum increase state, and the second style threshold is greater than the first style threshold; In the maximum increase state, when the acceleration is less than the difference between the third acceleration threshold and the preset compensation value, update the acceleration state of the vehicle to the state to be evaluated; Or, in the maximum increase state, when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state; Among them, the determination method of the driving style factor in the state to be evaluated is that when no braking action is detected and the current driving style factor is less than the preset standard value, increment the current driving style factor at a second preset frequency, or when the current driving style factor is greater than the preset standard value, decrement the current driving style factor at a third preset frequency, or when the current driving style factor is less than the preset standard value and the throttle opening is greater than or equal to the first throttle threshold, update the acceleration state of the vehicle to the standard state.

7. The method according to claim 6, wherein, the method further includes: In the high-acceleration state, when the acceleration is less than the third acceleration threshold, determine that the acceleration state of the vehicle is the waiting-to-be-evaluated state.

8. The method according to claim 6, wherein, the method further includes: In the standard state, when the target driving style factor is equal to the preset standard value, update the acceleration state of the vehicle to the waiting-to-be-evaluated state.

9. The method according to any one of claims 1-8, wherein, the adjustment of the throttle correction coefficient of the vehicle by using the target driving style factor to obtain the target throttle correction coefficient of the vehicle includes: In the correspondence relationship between the driving style coefficient and the driving style factor, determine the target driving style coefficient corresponding to the target driving style factor; In the correspondence relationship between the driving style coefficient and the throttle correction coefficient, determine the target throttle correction coefficient as the throttle correction coefficient corresponding to the target driving style coefficient.

10. A vehicle control device, wherein, it includes: An acquisition module, configured to determine to enter the driving style self-learning process of the driver when it detects that the speed of the vehicle is within a preset speed range; A determination module, configured to acquire the acceleration of the vehicle during the driving style self-learning process; Determine the acceleration state of the vehicle according to the acceleration and the current driving style factor; determine the target driving style factor according to the driving style factor determination method in the acceleration state; The target driving style factor is used to characterize the personalized power demand of the driver; The driving style factor determination methods corresponding to different acceleration states are different; A processing module, configured to adjust the throttle correction coefficient of the vehicle by using the target driving style factor to obtain the target throttle correction coefficient of the vehicle; A control module, configured to control the operation of the vehicle according to the target throttle correction coefficient and the throttle opening degree when the user steps on the vehicle.

11. A vehicle, wherein, it includes: A processor, a memory, and computer program instructions stored on the memory and executable on the processor. When the processor executes the computer program instructions, the vehicle control method according to any one of claims 1 to 9 above is implemented.

12. A computer-readable storage medium, wherein, computer-executable instructions are stored in the computer-readable storage medium, and when the computer-executable instructions are executed by a processor, the vehicle control method according to any one of claims 1 to 9 above is implemented.

13. A computer program product, including a computer program, wherein, when the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 9 above is implemented.

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