Throttle adjustment method, device, equipment, system and storage medium

Abstract

The present invention discloses a throttle adjustment method, device, equipment, system and storage medium. The throttle adjustment method includes: obtaining throttle state data of a vehicle during at least one historical trip, the throttle state data including the first actual value of at least one throttle state factor during each historical trip; analyzing the throttle state data to obtain a throttle adjustment coefficient for a target trip; wherein the target trip is a trip after the historical trip, and the throttle adjustment coefficient for the target trip is used to adjust the throttle during the target trip. In the above manner, the throttle can be intelligently adjusted according to the driver's throttle habits during the vehicle's target trip, thereby improving the throttle adjustment effect.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a throttle adjustment method, device, equipment, system and storage medium. Background Art

[0002] The throttle is an important speed control device during vehicle driving. The driver can control the throttle amplitude by stepping on the throttle to control the engine speed and thus control the vehicle speed.

[0003] However, the driver may make accelerator errors such as accidentally stepping on the accelerator hard during driving, which may easily cause problems such as sudden changes in vehicle speed, resulting in mixed experiences for the driver or other people in the car, and even leading to vehicle safety accidents.

[0004] Therefore, how to control the throttle more stably has become an important issue in the current field of vehicle control. Summary of the invention

[0005] The main technical problem solved by the present invention is to provide a throttle adjustment method, device, equipment, system and storage medium, which can adjust the throttle according to the driver's throttle habits during vehicle driving and improve the throttle adjustment effect.

[0006] In order to solve the above technical problems, a technical solution adopted in the present application is: to provide a throttle adjustment method, the method comprising: obtaining throttle status data of a vehicle during at least one historical trip, the throttle status data comprising a first actual value of at least one throttle status factor during each of the historical trips; analyzing the throttle status data to obtain a throttle adjustment coefficient for a target trip; wherein the target trip is a trip after the at least one historical trip, and the throttle adjustment coefficient for the target trip is used to adjust the throttle during the target trip.

[0007] The at least one throttle state factor includes at least one of a throttle amplitude and a throttle speed.

[0008] Among them, the analyzing of the throttle state data to obtain the throttle adjustment coefficient of the target stroke includes: for each of the throttle state factors, statistics are taken on the first actual value of the throttle state factor of the at least one historical stroke to obtain a comprehensive stroke value of the vehicle with respect to the throttle state factor; and using the comprehensive stroke value of each of the throttle state factors to obtain the throttle adjustment coefficient of the target stroke with respect to each of the throttle state factors.

[0009] Among them, the statistics of the first actual value of the throttle state factor of the at least one historical trip to obtain the comprehensive value of the vehicle's trip with respect to the throttle state factor include: weighting the first actual value of the throttle state factor of the at least one historical trip to obtain the comprehensive value of the vehicle's trip with respect to the throttle state factor, and the weighting coefficient of the historical trip is inversely proportional to the time interval from the target trip.

[0010] Among them, the use of the stroke comprehensive value of each throttle state factor to obtain the throttle adjustment coefficient of the target stroke with respect to each throttle state factor includes: for each throttle state factor, weighting the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor to obtain the throttle adjustment coefficient of the throttle state factor.

[0011] Among them, the weighting coefficient between the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor has at least one of the following relationships: the sum of the weighting coefficient corresponding to the stroke comprehensive value of the throttle state factor and the weighting coefficient corresponding to the reference value of the throttle state factor is a preset value, and the weighting coefficient corresponding to the stroke comprehensive value of the throttle state factor is greater than the weighting coefficient corresponding to the reference value of the throttle state factor; and / or, the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor are weighted to obtain the adjustment coefficient of the throttle state factor, including: weighted summing the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor, and taking the quotient of the sum and the stroke comprehensive value of the throttle state factor as the throttle adjustment coefficient of the throttle state factor.

[0012] The first actual value of the throttle state factor during the historical travel process is: the maximum value of the second actual values ​​of the throttle state factor corresponding to different moments during the historical travel process.

[0013] Wherein, the obtaining of the throttle status data of the vehicle during at least one historical trip comprises: obtaining the collected values ​​of each of the throttle status factors at different times during the historical trip, the collected values ​​being obtained by the throttle sensor collecting the throttle of the vehicle; detecting the end of the historical trip, selecting the maximum collected value corresponding to each of the throttle status factors from the collected values ​​of each of the throttle status factors at different times during the historical trip; and obtaining the first actual value of each of the throttle status factors during the historical trip by using the maximum collected value corresponding to each of the throttle status factors and the throttle adjustment coefficient of the historical trip.

[0014] Among them, after analyzing the throttle status data to obtain the throttle adjustment coefficient of the target stroke, the method also includes: using the throttle adjustment coefficient of the target stroke to adjust the throttle during the target stroke, or detecting whether the throttle adjustment switch is turned on during the target stroke, and in response to determining that the throttle adjustment switch is turned on, using the throttle adjustment coefficient of the target stroke to adjust the throttle during the target stroke.

[0015] In order to solve the above technical problems, another technical solution adopted in the present application is: to provide a throttle adjustment device, which includes: an acquisition module, used to obtain throttle status data of the vehicle during at least one historical stroke, the throttle status data including the first actual value of at least one throttle status factor during each of the historical strokes; an analysis module, used to analyze the throttle status data to obtain a throttle adjustment coefficient for a target stroke; wherein the target stroke is a stroke after the at least one historical stroke, and the throttle adjustment coefficient of the target stroke is used to adjust the throttle during the target stroke.

[0016] The at least one throttle state factor includes at least one of a throttle amplitude and a throttle speed.

[0017] Among them, the analysis module is used to, for each of the throttle state factors, perform statistics on the first actual value of the at least one historical trip with respect to the throttle state factor, to obtain a comprehensive trip value of the vehicle with respect to the throttle state factor; and use the comprehensive trip value of each of the throttle state factors to obtain a throttle adjustment coefficient of the target trip with respect to each of the throttle state factors.

[0018] The analysis module is used to weight the first actual value of the at least one historical trip with respect to the throttle state factor to obtain a comprehensive trip value of the vehicle with respect to the throttle state factor, and the weighting coefficient of the historical trip is inversely proportional to the time interval from the target trip.

[0019] The analysis module is used to perform weighted processing on the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor for each of the throttle state factors to obtain the throttle adjustment coefficient of the throttle state factor.

[0020] Among them, the weighting coefficient between the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor has at least one of the following relationships: the sum of the weighting coefficient corresponding to the stroke comprehensive value of the throttle state factor and the weighting coefficient corresponding to the reference value of the throttle state factor is a preset value, and the weighting coefficient corresponding to the stroke comprehensive value of the throttle state factor is greater than the weighting coefficient corresponding to the reference value of the throttle state factor; and / or, the analysis module is used to perform weighted summation of the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor, and use the quotient of the sum and the stroke comprehensive value of the throttle state factor as the throttle adjustment coefficient of the throttle state factor.

[0021] The first actual value of the throttle state factor during the historical travel process is: the maximum value of the second actual values ​​of the throttle state factor corresponding to different moments during the historical travel process.

[0022] Among them, the acquisition module is used to obtain the collected values ​​of each throttle state factor at different times during the historical journey, and the collected values ​​are obtained by the throttle sensor collecting the throttle of the vehicle; when the end of the historical journey is detected, the maximum collected value corresponding to each throttle state factor is selected from the collected values ​​of each throttle state factor at different times during the historical journey; using the maximum collected value corresponding to each throttle state factor and the throttle adjustment coefficient of the historical journey, the first actual value of each throttle state factor during the historical journey is obtained.

[0023] The device further includes a throttle adjustment module, which is used to adjust the throttle during the target stroke by using the throttle adjustment coefficient of the target stroke, or to detect whether a throttle adjustment switch is turned on during the target stroke, and in response to determining that the throttle adjustment switch is turned on, adjust the throttle during the target stroke by using the throttle adjustment coefficient of the target stroke.

[0024] To solve the above technical problems, another technical solution adopted in the present application is: providing a processing device, including a memory and a processor coupled to each other, the memory storing program instructions; the processor is used to execute the program instructions stored in the memory to implement the above throttle adjustment method.

[0025] In order to solve the above technical problems, another technical solution adopted in the present application is: to provide a throttle adjustment system, including a processing device, a throttle sensor arranged on a vehicle, and a throttle adjustment device; wherein the throttle adjustment device is used to collect at least one throttle state factor of the throttle of the vehicle; the processing device executes the above throttle adjustment method; the throttle adjustment device is used to adjust the throttle during the target stroke according to the throttle adjustment coefficient of the target stroke obtained by the processing device.

[0026] In order to solve the above technical problem, another technical solution adopted by the present application is: providing a computer-readable storage medium, wherein the computer-readable storage medium is used to store program instructions, and the program instructions can be executed to implement the above throttle adjustment method.

[0027] In the above scheme, the throttle state data in at least one historical trip process before the target trip is analyzed to obtain the throttle adjustment coefficient of the target trip, so as to realize the intelligent adjustment of the throttle in the target trip process through the throttle adjustment coefficient. Moreover, since the throttle state data includes the first actual value of at least one throttle state factor in each historical trip process, it can reflect the throttle habit of the driver in at least one historical trip process, so that the throttle can be intelligently adjusted according to the throttle habit of the driver in the target trip of the vehicle, thereby improving the throttle adjustment effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a flowchart of an embodiment of a throttle adjustment method provided by the present application;

[0029] Figure 2 is a flow chart of another embodiment of the throttle adjustment method provided by the present application;

[0030] Figure 3 It is a schematic diagram of the framework of an embodiment of a throttle adjustment device provided by the present application;

[0031] Figure 4 It is a schematic diagram of a framework of an embodiment of a processing device provided by the present application;

[0032] Figure 5 It is a schematic diagram of the framework of an embodiment of a throttle adjustment system provided by the present application;

[0033] Figure 6 It is a schematic diagram of a framework of an embodiment of a computer-readable storage medium provided by the present application. DETAILED DESCRIPTION

[0034] In order to make the purpose, technical solution and effect of the present application clearer and more specific, the present application is further described in detail below with reference to the accompanying drawings and examples.

[0035] It should be noted that if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0036] See also Figure 1 , Figure 1 1 is a flow chart of an embodiment of the throttle adjustment method provided by the present application. It should be noted that if there is substantially the same result, the method of the present invention is not limited to Figure 1 The process sequence shown is limited. Figure 1 As shown, the method comprises the following steps:

[0037] S101: Acquire throttle status data of a vehicle during at least one historical travel process.

[0038] In this embodiment, the throttle state data includes the first actual value of at least one throttle state factor in each historical travel process. The first actual value of at least one throttle state factor in each historical travel process is used to reflect the driving habits of the driver in each historical travel process.

[0039] The throttle state factor represents a factor affecting the throttle state. In some embodiments, at least one throttle state factor includes at least one of a throttle amplitude and a throttle speed. It is understood that in other embodiments, the throttle state factor may also include other factors that can affect or characterize the throttle state, which are not limited here.

[0040] In some embodiments, the first actual value of the throttle state factor during the historical trip is used to characterize the numerical state of the throttle state factor during the historical trip, and may specifically include the second actual value of the throttle state factor corresponding to one or more moments in the historical trip, or obtained by performing a preset operation on the second actual value of the throttle state factor corresponding to one or more moments in the historical trip, and the preset operation is, for example, weighted summation, averaging, etc. In a specific application, the first actual value of the throttle state factor during the historical trip is: the maximum value of the second actual value of the throttle state factor corresponding to different moments in the historical trip.

[0041] The second actual value may be a collected value of the throttle state factor collected by the throttle sensor. Of course, considering that the collected value collected by the throttle sensor may not necessarily represent the actual value of the throttle state factor, the second actual value may be obtained by processing the collected value of the throttle state factor according to the relationship between the actual collected value and the actual value. For example, the throttle of the historical trip is also adjusted according to the throttle adjustment coefficient of the historical trip, that is, the second actual value of the throttle state factor during the historical trip may be obtained by adjusting the collected value of the throttle state factor using the throttle adjustment coefficient of the historical trip.

[0042] S102: Analyze the throttle status data to obtain a throttle adjustment coefficient for a target stroke.

[0043] The target trip is a trip after at least one historical trip. Exemplarily, the target trip is a next trip after at least one historical trip.

[0044] The throttle adjustment coefficient of the target stroke is used to adjust the throttle during the target stroke.

[0045] Specifically, by analyzing the throttle travel data of at least one historical trip, the driver's habitual values ​​for each throttle state factor are determined, for example, the driver's habitual values ​​for the throttle speed are 60km / h-80km / h. Furthermore, based on the driver's habitual values ​​for each throttle state factor, the throttle adjustment coefficient of each throttle state factor is determined, so that after the throttle in the subsequent trip is adjusted using the throttle adjustment coefficient, the throttle state factors corresponding to the throttle meet the driver's habits. Furthermore, the throttle adjustment coefficient of the throttle factor can also be determined by combining the driver's habitual values ​​for the throttle state factor and the reasonable values ​​of the throttle state factor, so that the throttle state factor corresponding to the throttle adjusted using the throttle adjustment coefficient meets the driver's habits and is within a reasonable range to a certain extent.

[0046] In this embodiment, the throttle state data in at least one historical trip before the target trip is analyzed to obtain the throttle adjustment coefficient of the target trip, so as to adjust the throttle in the target trip by the throttle adjustment coefficient. Moreover, since the throttle state data includes the first actual value of at least one throttle state factor in each historical trip, it can reflect the throttle habit of the driver in at least one historical trip. In this way, the throttle can be intelligently adjusted according to the throttle habit of the driver in the target trip of the vehicle, thereby improving the throttle adjustment effect.

[0047] See also Figure 2 , Figure 2 FIG. 1 is a flow chart of another embodiment of the throttle adjustment method provided by the present application. Figure 2As shown, the method comprises the following steps:

[0048] S201: Acquire throttle status data of a vehicle during at least one historical trip.

[0049] The throttle state data includes a first actual value of at least one throttle state factor during each historical travel process.

[0050] In some embodiments, at least one throttle state factor includes at least one of a throttle amplitude and a throttle speed. For example, at least one throttle state factor includes only a throttle amplitude, or at least one throttle state factor includes only a throttle speed, or at least one throttle state factor includes both a throttle amplitude and a throttle speed. The throttle amplitude refers to the opening of the throttle pedal. The throttle speed refers to the amount of change in the throttle amplitude per unit time, and the unit time is a set value, such as 1s.

[0051] In some embodiments, the first actual value of the throttle state factor during the historical travel process is the maximum value of the second actual value of the throttle state factor corresponding to different moments in the historical travel process. It should be noted that in this embodiment, the first actual value is the maximum value of the second actual value of the throttle state factor corresponding to different moments in the historical travel process for exemplary description. In other embodiments, the first actual value may also be the average value of the second actual value of the throttle state factor corresponding to different moments in the historical travel process, etc., which is not specifically limited in this embodiment.

[0052] In some embodiments, the second actual value of the throttle state factor during the historical trip may be the actual value of the collected value of the throttle state factor after being adjusted by the throttle adjustment coefficient of the historical trip. It should be noted that, in this embodiment, the throttle adjustment coefficient of the target trip is obtained based on the analysis of the throttle state data of at least one historical trip before the target trip, and the throttle adjustment coefficient of the historical trip is obtained based on the analysis of the throttle state data of the trip before the historical trip. The processing device that executes the method of this embodiment may store the throttle adjustment coefficient corresponding to each historical trip, or send an acquisition request to the device storing the throttle adjustment coefficient corresponding to the relevant historical trip during or before obtaining the second actual value during the historical trip, so as to obtain the throttle adjustment coefficient corresponding to the relevant historical trip.

[0053] In some implementations, step S201 may include the following sub-steps:

[0054] Sub-step 1: obtaining the collected values ​​of each throttle state factor at different times during the historical travel process.

[0055] For example, the collected values ​​of each throttle state factor during the historical travel process are obtained at a set time interval, which may be 1s, 0.5s, or the like.

[0056] The collected value of the throttle state factor is obtained by the throttle sensor collecting the throttle of the vehicle. When it is detected that the vehicle starts to start, it is determined that the historical trip begins, and the throttle sensor starts to collect data. Exemplarily, the throttle sensor is a throttle position sensor, which is located inside the throttle pedal.

[0057] When controlling the vehicle, the driver may misoperate the throttle, causing the throttle amplitude and / or throttle speed to exceed the specified maximum safety threshold. By eliminating abnormal values ​​in the collected values ​​of each throttle state factor at different times during the historical travel process, the first actual value of at least one throttle state factor during each historical travel process can be made more consistent with the driver's normal driving habits.

[0058] Sub-step 2: When the end of the historical trip is detected, the maximum collected value corresponding to each throttle state factor is selected from the collected values ​​of each throttle state factor at different times during the historical trip.

[0059] Exemplarily, when it is detected that the vehicle is turned off, it is determined that the historical trip ends.

[0060] Exemplarily, the maximum collected value corresponding to the throttle amplitude is selected from the collected values ​​of the throttle amplitude at different times during the historical journey, and / or the maximum collected value corresponding to the throttle speed is selected from the collected values ​​of the throttle speed at different times during the historical journey.

[0061] Sub-step three: using the maximum collected value corresponding to each throttle state factor and the throttle adjustment coefficient of the historical travel, the first actual value of each throttle state factor in the historical travel process is obtained.

[0062] For example, the maximum collected value corresponding to each throttle state factor is multiplied by the throttle adjustment coefficient of the historical travel to obtain the first actual value of each throttle state factor during the historical travel.

[0063] It is understandable that in other embodiments, step S201 may also be implemented in other ways. For example, after acquiring the collected values ​​of each throttle state factor at different times during the historical travel process, the throttle adjustment coefficient of the historical travel and the collected values ​​of each throttle state factor at different times during the historical travel process may be used to obtain the second actual value of each throttle state factor at different times during the historical travel process, and then for each throttle state factor, the maximum value is selected from the second actual values ​​of the throttle state factor at different times during the historical travel process as the first actual value of the throttle state factor during the historical travel process.

[0064] Optionally, in order to facilitate the subsequent use of the first actual value of each historical trip, step S201 may further include: storing the first actual value of at least one throttle state factor during each historical trip, or sending the first actual value of at least one throttle state factor during each historical trip to an associated storage device for storage. Specifically, the relevant data of each historical trip may be stored according to the date of each historical trip.

[0065] S202: For each throttle state factor, statistics are collected on a first actual value of at least one historical trip with respect to the throttle state factor to obtain a comprehensive trip value of the vehicle with respect to the throttle state factor.

[0066] In this embodiment, by collecting statistics on the first actual value of the throttle state factor of at least one historical trip, a comprehensive value of the vehicle's trip with respect to the throttle state factor can be obtained as a habitual value to reflect the driver's habit with respect to the throttle state factor.

[0067] In some implementations, at least one historical trip may be weighted with respect to the first actual value of the throttle state factor to obtain a comprehensive trip value of the vehicle with respect to the throttle state factor, and the weighting coefficient of the historical trip is inversely proportional to the time interval from the target trip. That is, the longer the time interval from the target trip is, the smaller the corresponding weighting coefficient is; the shorter the time interval from the target trip is, the larger the corresponding weighting coefficient is.

[0068] For example, the at least one historical trip is multiple historical trips of the vehicle within one year, wherein the weighting coefficient corresponding to the historical trip closest to the target trip is 1, the weighting coefficient corresponding to the historical trip two months away from the target trip is 0.9 (except the historical trip closest to the target trip), the weighting coefficient corresponding to the historical trip three to four months away from the target trip is 0.8, the weighting coefficient corresponding to the historical trip five to six months away from the target trip is 0.7, the weighting coefficient corresponding to the historical trip within seven to eight months away from the target trip is 0.6, the weighting coefficient corresponding to the historical trip nine to ten months away from the target trip is 0.5, and the weighting coefficient corresponding to the historical trip eleven to twelve months away from the target trip is 0.4.

[0069] The stroke comprehensive value of the throttle state factor can be obtained by weighting at least one historical stroke with respect to the first actual value of the throttle state factor using formula (1). Formula (1) is as follows:

[0070] A=r1*x1+r2*x2+……+rn*xn (1)

[0071] In formula (1), A represents the comprehensive travel value of the throttle state factor, x1, x2, ..., xn represent multiple historical travels of the vehicle, and r1, r2, ..., rn represent the weighting coefficients corresponding to the multiple historical travels.

[0072] Since the driver's driving habits may change over time, the stroke comprehensive value of each throttle state factor obtained according to the above implementation method is more in line with the driver's recent driving habits.

[0073] In other embodiments, the average value of the first actual value of the throttle state factor of at least one historical trip, or the median of the first actual value of the throttle state factor of at least one historical trip, may be determined as the vehicle's comprehensive trip value of the throttle state factor. Here, the statistical method of the first actual value of the throttle state factor of at least one historical trip is not specifically limited.

[0074] S203: Using the stroke comprehensive value of each throttle state factor, a throttle adjustment coefficient of the target stroke with respect to each throttle state factor is obtained.

[0075] In this embodiment, for each throttle state factor, the throttle adjustment coefficient of the throttle state factor can be determined by combining the comprehensive value of the throttle state factor that represents the driver's habit and the reference value that represents the rationality. Exemplarily, the reference value of the throttle state factor is the maximum safety threshold that does not affect the safe driving of the vehicle. The reference values ​​of the throttle state factors corresponding to different models are the same or different.

[0076] In some implementations, the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor may be weighted to obtain the throttle adjustment coefficient of the throttle state factor. For example, the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor are weightedly summed, and the quotient of the sum and the stroke comprehensive value of the throttle state factor is used as the throttle adjustment coefficient of the throttle state factor.

[0077] In some examples, the sum of the weighted coefficient corresponding to the stroke comprehensive value of the throttle state factor and the weighted coefficient corresponding to the reference value of the throttle state factor is a preset value, which can be but is not limited to 1. For example, the weighted coefficient corresponding to the stroke comprehensive value of the throttle state factor is 0.5, and the weighted coefficient corresponding to the reference value of the throttle state factor is 0.5.

[0078] In some examples, the sum of the weighted coefficient corresponding to the stroke comprehensive value of the throttle state factor and the weighted coefficient corresponding to the reference value of the throttle state factor is a preset value, which may be, but is not limited to, 1, and the weighted coefficient corresponding to the stroke comprehensive value of the throttle state factor is greater than the weighted coefficient corresponding to the reference value of the throttle state factor. For example, the weighted coefficient corresponding to the stroke comprehensive value of the throttle state factor is 0.8, and the weighted coefficient corresponding to the reference value of the throttle state factor is 0.2; or, the stroke comprehensive value of the throttle state factor is 0.9, and the weighted coefficient corresponding to the reference value of the throttle state factor is 0.1.

[0079] In a specific application, the throttle adjustment coefficient of the target stroke with respect to each throttle state factor may be calculated using formula (2), and formula (2) is as follows:

[0080]

[0081] In formula (2), r represents the throttle adjustment coefficient, A represents the stroke comprehensive value of the throttle state factor, B represents the reference value of the throttle state factor, k1 represents the weighted coefficient corresponding to the stroke comprehensive value of the throttle state factor, and k2 represents the weighted coefficient corresponding to the reference value of the throttle state factor. The sum of k1 and k2 is 1 and k1 is greater than k2. For example, k1 is 0.8 and k2 is 0.2.

[0082] The following is a brief description of the throttle adjustment effect in this example:

[0083] First, by making a simple transformation of formula (2), we can obtain formula (3) and formula (4) as follows:

[0084]

[0085]

[0086] In one case, for at least one given historical stroke, the stroke comprehensive value A of the throttle state factor is greater than the reference value B of the throttle state factor, and the ratio between the reference value B of the throttle state factor and the stroke comprehensive value A of the throttle state factor is less than 1. Therefore, it can be seen from formula (3) that the value of the throttle adjustment coefficient r is greater than the sum of k1 and k2, that is, the value of the throttle adjustment coefficient r is less than a given preset value such as 1. It can be seen from formula (4) that the value of the throttle adjustment coefficient r is positively proportional to the weighting coefficient k1 corresponding to the stroke comprehensive value of the throttle state factor. That is, the larger the value of the weighting coefficient k1 corresponding to the stroke comprehensive value of the throttle state factor, the larger the corresponding value of the throttle adjustment coefficient r, and the smaller the corresponding throttle adjustment degree; the smaller the value of the weighting coefficient k1 corresponding to the stroke comprehensive value of the throttle state factor, the smaller the corresponding value of the throttle adjustment coefficient r, and the larger the corresponding throttle adjustment degree.

[0087] In another case, for at least one given historical stroke, the stroke comprehensive value A of the throttle state factor is less than or equal to the reference value B of the throttle state factor, and the ratio between the reference value B of the throttle state factor and the stroke comprehensive value A of the throttle state factor is greater than 1. Therefore, it can be seen from formula (3) that the value of the throttle adjustment coefficient r is greater than the sum of k1 and k2, that is, the value of the throttle adjustment coefficient r is greater than a given preset value such as 1. It can be seen from formula (4) that the value of the throttle adjustment coefficient r is inversely proportional to the weighting coefficient k1 corresponding to the stroke comprehensive value of the throttle state factor. That is, the larger the value of the weighting coefficient k1 corresponding to the stroke comprehensive value of the throttle state factor, the smaller the corresponding value of the throttle adjustment coefficient r, and the smaller the corresponding throttle adjustment degree; the smaller the value of the weighting coefficient k1 corresponding to the stroke comprehensive value of the throttle state factor, the larger the corresponding value of the throttle adjustment coefficient r, and the larger the corresponding throttle adjustment degree.

[0088] In summary, the larger the value of the weighted coefficient k1 corresponding to the comprehensive value of the throttle stroke, the smaller the degree of throttle adjustment. Therefore, in the above example, by limiting the weighted coefficient corresponding to the comprehensive value of the stroke of the throttle state factor to be greater than the weighted coefficient corresponding to the reference value of the throttle state factor, on the one hand, the throttle during the target stroke can be gradually fine-tuned in combination with the driver's previous driving habits, so that the vehicle can travel stably during the target stroke and the throttle change process tends to be imperceptible, thereby improving the driver's driving experience; on the other hand, even if the driver slams on the accelerator during the target stroke, it will not cause the vehicle to rush or jerk, which can reduce vehicle damage and fuel consumption, and at the same time reduce vehicle traffic risks.

[0089] Step S204: using the throttle adjustment coefficient of the target stroke, adjusting the throttle during the target stroke.

[0090] In this embodiment, the processing device executing the method of this embodiment also has a throttle adjustment function. After obtaining the throttle adjustment coefficient of each throttle factor for the target stroke, the throttle adjustment coefficient of each throttle factor for the target stroke is used to adjust the throttle in real time during the target stroke. Specifically, the collected value of the throttle speed during the target stroke is multiplied by the throttle adjustment coefficient of the throttle speed, and / or the collected value of the throttle amplitude during the target stroke is multiplied by the throttle adjustment coefficient of the throttle amplitude, and the throttle is controlled according to the throttle speed and throttle amplitude adjusted by the throttle adjustment coefficient, so as to adjust the throttle during the target stroke.

[0091] It can be understood that in other embodiments, the processing device may not have the throttle adjustment function. For example, the vehicle is provided with a throttle adjustment device capable of communicating with the processing device. After obtaining the throttle adjustment coefficient of the target stroke, the processing device sends the throttle adjustment coefficient of the target stroke to the throttle adjustment device, so that the throttle adjustment device uses the throttle adjustment coefficient of the target stroke to adjust the throttle during the target stroke.

[0092] Optionally, to achieve more flexible throttle adjustment, the vehicle may be equipped with a throttle adjustment switch, which may be a physical switch on the vehicle or a virtual switch, which may be a virtual button displayed on an electronic device on the vehicle, such as the above-mentioned processing device. The processing device or the throttle adjustment device detects whether the throttle adjustment switch is turned on during the target travel process, and in response to determining that the throttle adjustment switch is turned on, the throttle during the target travel process is adjusted using the throttle adjustment coefficient of the target travel.

[0093] In this embodiment, the throttle adjustment coefficients of the target travel with respect to the throttle state factors are obtained by using the travel comprehensive values ​​of the throttle state factors. Moreover, since the travel comprehensive values ​​of the vehicle with respect to the throttle state factors are obtained by statistically analyzing the first actual values ​​of the throttle state factors with respect to at least one historical travel, the throttle habits of the driver during at least one historical travel can be reflected. In this way, the throttle can be intelligently adjusted according to the throttle habits of the driver during the target travel of the vehicle, thereby improving the throttle adjustment effect.

[0094] See also Figure 3 , Figure 3 3 is a schematic diagram of a framework of an embodiment of a throttle adjustment device provided by the present application. In this embodiment, the throttle adjustment device 30 includes: an acquisition module 31 and an analysis module 32.

[0095] The acquisition module 31 is used to obtain the throttle status data of the vehicle during at least one historical trip, and the throttle status data includes the first actual value of at least one throttle status factor during each historical trip; the analysis module 32 is used to analyze the throttle status data to obtain the throttle adjustment coefficient of the target trip; wherein the target trip is the trip after at least one historical trip, and the throttle adjustment coefficient of the target trip is used to adjust the throttle during the target trip.

[0096] Optionally, the at least one throttle state factor includes at least one of a throttle amplitude and a throttle speed.

[0097] Optionally, the analysis module 32 is used to collect statistics on the first actual value of the throttle state factor of at least one historical trip for each throttle state factor, so as to obtain a comprehensive trip value of the vehicle with respect to the throttle state factor; and use the comprehensive trip value of each throttle state factor to obtain a throttle adjustment coefficient of the target trip with respect to each throttle state factor.

[0098] Optionally, the analysis module 32 is used to weight at least one historical trip with respect to a first actual value of a throttle state factor to obtain a comprehensive value of the vehicle's trip with respect to the throttle state factor, wherein the weighting coefficient of the historical trip is inversely proportional to the time interval to the target trip.

[0099] Optionally, the analysis module 32 is used for weighting the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor for each throttle state factor to obtain the throttle adjustment coefficient of the throttle state factor.

[0100] Optionally, the weighting coefficient between the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor has at least one of the following relationships: the sum of the weighting coefficient corresponding to the stroke comprehensive value of the throttle state factor and the weighting coefficient corresponding to the reference value of the throttle state factor is a preset value, and the weighting coefficient corresponding to the stroke comprehensive value of the throttle state factor is greater than the weighting coefficient corresponding to the reference value of the throttle state factor; and / or, the analysis module 32 is used to perform weighted summation of the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor, and use the quotient of the sum and the stroke comprehensive value of the throttle state factor as the throttle adjustment coefficient of the throttle state factor.

[0101] Optionally, the first actual value of the throttle state factor during the historical travel process is: the maximum value of the second actual values ​​of the throttle state factor corresponding to different moments in the historical travel process.

[0102] Optionally, the acquisition module 31 is used to obtain the collected values ​​of each throttle state factor at different times during the historical journey, and the collected values ​​are obtained by the throttle sensor collecting the throttle of the vehicle; when the end of the historical journey is detected, the maximum collected value corresponding to each throttle state factor is selected from the collected values ​​of each throttle state factor at different times during the historical journey; using the maximum collected value corresponding to each throttle state factor and the throttle adjustment coefficient of the historical journey, the first actual value of each throttle state factor during the historical journey is obtained.

[0103] Optionally, the throttle adjustment device 30 also includes: a throttle adjustment module 33, which is used to use the throttle adjustment coefficient of the target stroke to adjust the throttle during the target stroke, or to detect whether the throttle adjustment switch is turned on during the target stroke, and in response to determining that the throttle adjustment switch is turned on, use the throttle adjustment coefficient of the target stroke to adjust the throttle during the target stroke.

[0104] It should be noted that the device of this embodiment can execute the steps in the above method. For detailed description of the relevant content, please refer to the above method part, which will not be repeated here.

[0105] See also Figure 4 , Figure 4 4 is a schematic diagram of a processing device according to an embodiment of the present application. In this embodiment, the processing device 40 includes a memory 41 and a processor 42 .

[0106] The processor 42 may also be referred to as a CPU (Central Processing Unit). The processor 42 may be an integrated circuit chip having signal processing capabilities. The processor 42 may also be a general-purpose processor, 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. The general-purpose processor may be a microprocessor or the processor 42 may also be any conventional processor 42, etc.

[0107] The memory 41 in the processing device 40 is used to store program instructions required for the processor 42 to run.

[0108] The processor 42 is used to execute program instructions to implement the throttle adjustment method in the present application.

[0109] See also Figure 5 , Figure 5 Schematic diagram of the framework of an embodiment of the throttle adjustment system provided by the present application. In this embodiment, the throttle adjustment system 50 includes: a processing device 51, a throttle sensor 52 provided on the vehicle, and a throttle adjustment device 53.

[0110] The throttle sensor 52 is used to collect at least one throttle state factor of the throttle of the vehicle. The relevant contents of the throttle sensor 52 can be found in the aforementioned step S201, which will not be described in detail here.

[0111] The processing device 51 is used to obtain the throttle state data of the vehicle during at least one historical trip, the throttle state data including the first actual value of at least one throttle state factor during each historical trip; the throttle state data is analyzed to obtain the throttle adjustment coefficient of the target trip; wherein the target trip is the trip after at least one historical trip, and the throttle adjustment coefficient of the target trip is used to adjust the throttle during the target trip. Figure 1 The embodiment shown or Figure 2 The embodiments shown will not be described in detail here.

[0112] The throttle adjustment device 53 is used to adjust the throttle during the target stroke according to the throttle adjustment coefficient of the target stroke obtained by the processing device 51 .

[0113] It should be noted that, in this embodiment, the processing device 51 and the throttle adjustment device 53 can also be the same, and the throttle adjustment device 53 is not provided separately. That is, the throttle adjustment parameter is determined by the processing device 51 and the throttle is adjusted using the throttle adjustment parameter. Exemplarily, the processing device 51 can be an on-board processor or a remote server.

[0114] See also Figure 6 , Figure 6 It is a schematic diagram of a framework of an embodiment of a computer-readable storage medium provided by the present application. The computer-readable storage medium 60 of the embodiment of the present application stores a program instruction 61, and the throttle adjustment method provided by the present application is implemented when the program instruction 61 is executed. Among them, the program instruction 61 can form a program file and be stored in the above-mentioned computer-readable storage medium 60 in the form of a software product, so that a computer device (which can be a personal computer, a server, or a network device, etc.) executes all or part of the steps of each implementation method of the present application. The aforementioned computer-readable storage medium 60 includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a disk or an optical disk, or a terminal device such as a computer, a server, a mobile phone, and a tablet.

[0115] In the above scheme, the throttle state data in at least one historical travel process before the target travel is analyzed to obtain the throttle adjustment coefficient of the target travel process, so as to adjust the throttle in the target travel process by the throttle adjustment coefficient. Moreover, since the throttle state data includes the first actual value of at least one throttle state factor in each historical travel process, it can reflect the throttle habit of the driver in at least one historical travel process, so that the throttle can be intelligently adjusted according to the throttle habit of the driver in the target travel of the vehicle, thereby improving the throttle adjustment effect.

[0116] In some embodiments, the functions or modules included in the device provided by the embodiments of the present disclosure can be used to execute the method described in the above method embodiments. The specific implementation can refer to the description of the above method embodiments, and for the sake of brevity, it will not be repeated here.

[0117] The above description of various embodiments tends to emphasize the differences between the various embodiments. The same or similar aspects can be referenced to each other, and for the sake of brevity, they will not be repeated herein.

[0118] In the several embodiments provided in the present application, it should be understood that the disclosed methods, devices and systems can be implemented in other ways. For example, the device implementation described above is only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0119] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0120] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0121] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) or a processor (processor) to perform all or part of the steps of each implementation method of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program code.

[0122] The above description is only an implementation method of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly used in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A throttle adjustment method, characterized in that: The method comprises: Acquire throttle state data of the vehicle during at least one historical travel process, the throttle state data comprising a first actual value of at least one throttle state factor during each of the historical travel processes; For each of the throttle state factors, weighting the first actual value of the at least one historical trip with respect to the throttle state factor to obtain a comprehensive trip value of the vehicle with respect to the throttle state factor, wherein the weighting coefficient of the historical trip is inversely proportional to the time interval from the target trip; Using the stroke comprehensive value of each throttle state factor, a throttle adjustment coefficient of the target stroke with respect to each throttle state factor is obtained; The target stroke is a stroke after the at least one historical stroke, and each throttle adjustment coefficient of the target stroke is used to adjust the throttle during the target stroke.

2. The method according to claim 1, characterized in that The at least one throttle state factor includes at least one of a throttle amplitude and a throttle speed.

3. The method according to claim 1 or 2, characterized in that: The method of using the stroke comprehensive value of each throttle state factor to obtain the throttle adjustment coefficient of the target stroke with respect to each throttle state factor includes: For each of the throttle state factors, a stroke comprehensive value of the throttle state factor and a reference value of the throttle state factor are weighted to obtain a throttle adjustment coefficient of the throttle state factor.

4. The method according to claim 3, characterized in that The weighting coefficient between the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor has at least one of the following relationships: the sum of the weighting coefficient corresponding to the stroke comprehensive value of the throttle state factor and the weighting coefficient corresponding to the reference value of the throttle state factor is a preset value, and the weighting coefficient corresponding to the stroke comprehensive value of the throttle state factor is greater than the weighting coefficient corresponding to the reference value of the throttle state factor; And / or, the weighted processing of the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor to obtain the adjustment coefficient of the throttle state factor includes: Performing weighted summation on the stroke comprehensive value of the throttle state factor and the reference value of the throttle state factor to obtain a weighted sum; determining a quotient of the weighted sum and a stroke integrated value of the throttle state factor; The quotient is used as the throttle adjustment coefficient of the throttle state factor.

5. The method according to claim 1 or 2, characterized in that: The first actual value of the throttle state factor during the historical travel process is: the maximum value of the second actual values ​​of the throttle state factor corresponding to different moments during the historical travel process.

6. The method according to claim 5, characterized in that The step of obtaining the throttle status data of the vehicle during at least one historical trip includes: Acquire the collected values ​​of each throttle state factor at different times during the historical travel process, wherein the collected values ​​are obtained by a throttle sensor collecting the throttle of the vehicle; Upon detecting that the historical trip has ended, selecting the maximum collected value corresponding to each throttle state factor from the collected values ​​of each throttle state factor at different times during the historical trip; By using the maximum collected value corresponding to each throttle state factor and the throttle adjustment coefficient of the historical travel, the first actual value of each throttle state factor during the historical travel is obtained.

7. The method according to claim 1, characterized in that After analyzing the throttle state data to obtain the throttle adjustment coefficient of the target stroke, the method further includes: Using the throttle adjustment coefficient of the target stroke, the throttle during the target stroke is adjusted, or, It is detected whether a throttle adjustment switch is turned on during the target stroke, and in response to determining that the throttle adjustment switch is turned on, the throttle during the target stroke is adjusted using a throttle adjustment coefficient of the target stroke.

8. A throttle adjustment device, characterized in that: The device comprises: An acquisition module, used for acquiring throttle state data of the vehicle during at least one historical trip, wherein the throttle state data includes a first actual value of at least one throttle state factor during each of the historical trips; an analysis module, for weighting the first actual value of the at least one historical trip with respect to each throttle state factor to obtain a comprehensive trip value of the vehicle with respect to the throttle state factor, wherein the weighting coefficient of the historical trip is inversely proportional to the time interval from the target trip; and for obtaining a throttle adjustment coefficient of the target trip with respect to each throttle state factor using the comprehensive trip value of each throttle state factor; The target stroke is a stroke after the at least one historical stroke, and each throttle adjustment coefficient of the target stroke is used to adjust the throttle during the target stroke.

9. A processing device, characterized in that: comprising a memory and a processor coupled to each other, The memory stores program instructions; The processor is used to execute the program instructions stored in the memory to implement the method according to any one of claims 1 to 7.

10. A throttle adjustment system, characterized in that: It includes a processing device, a throttle sensor and a throttle adjustment device arranged on a vehicle; wherein, The throttle adjustment device is used to collect at least one throttle state factor of the vehicle's throttle; the processing device executes the method described in any one of claims 1 to 7; the throttle adjustment device is used to adjust the throttle during the target stroke according to the throttle adjustment coefficient of the target stroke obtained by the processing device.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium is used to store program instructions, and the program instructions can be executed to implement the method according to any one of claims 1 to 7.

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