Control method and device of vehicle and vehicle

Abstract

The application discloses a kind of vehicle control method, device and vehicle, it is related to vehicle technical field.The method comprises: obtaining driving information, wherein, driving information is used to determine the acceleration of vehicle, throttle opening state and brake pedal state;In the preset time interval, target driving mode is determined based on driving information, wherein, target driving mode is used to represent driving style;Target torque is determined based on target driving mode;Vehicle is controlled based on target torque.The application solves the technical problem that the driver is intervened or reminded by analyzing driving habits in the related art, which leads to poor comprehensiveness, poor learning, low efficiency and poor driving experience.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a vehicle control method, device, and vehicle. Background Technology

[0002] With the rapid development of vehicle technology, drivers' demands for diverse driving styles are increasing. Different drivers have different needs for driving styles, and a driving style that meets these needs can enhance the driving experience. Therefore, methods for controlling the vehicle are essential.

[0003] Currently, different methods of statistical analysis of driving habits are used to intervene or remind drivers. However, these methods only analyze driving behavior data within a certain driving time, resulting in poor comprehensiveness, poor learning ability, low efficiency improvement, and a poor driver experience.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This invention provides a vehicle control method, device, and vehicle to at least solve the technical problems in related technologies where analyzing driving habits to intervene or remind the driver results in poor comprehensiveness, poor learning ability, low efficiency improvement, and poor driver experience.

[0006] According to one embodiment of the present invention, a vehicle control method is provided, comprising: acquiring driving information, wherein the driving information is used to determine the vehicle's acceleration, throttle opening state, and brake pedal state; determining a target driving mode based on the driving information within a preset time interval, wherein the target driving mode is used to characterize driving style; determining a target torque based on the target driving mode; and controlling the vehicle based on the target torque.

[0007] Optionally, determining the target driving mode based on driving information within a preset time interval includes: calculating the throttle opening change rate per unit time based on the throttle opening state; and determining the target driving mode based on acceleration, throttle opening state, brake pedal state, and throttle opening change rate within a preset time interval.

[0008] Optionally, the target driving mode includes at least one of the following: a relaxed mode, a normal mode, and an aggressive mode. Determining the target driving mode within a preset time interval based on acceleration, throttle opening state, brake pedal state, and throttle opening change rate includes: determining the target driving mode as a relaxed mode in response to the throttle opening state meeting a first preset condition and the throttle opening change rate being less than or equal to a first change rate threshold; or, determining the target driving mode as a relaxed mode in response to the brake pedal state meeting a second preset condition and the acceleration being greater than or equal to a first acceleration threshold.

[0009] Optionally, determining the target driving mode based on acceleration, throttle opening state, brake pedal state, and throttle opening change rate within a preset time interval includes: in response to the throttle opening state meeting a first preset condition and the throttle opening change rate being greater than a first change rate threshold and less than or equal to a second change rate threshold; or, in response to the brake pedal state meeting a second preset condition and the acceleration being less than a first acceleration threshold and greater than or equal to a second acceleration threshold, determining the target driving mode as a normal mode.

[0010] Optionally, determining the target driving mode based on acceleration, throttle opening state, brake pedal state, and throttle opening change rate within a preset time interval includes: in response to the throttle opening state meeting a first preset condition and the throttle opening change rate being greater than a second change rate threshold and less than or equal to a third change rate threshold; or, in response to the brake pedal state meeting a second preset condition and the acceleration being less than a second acceleration threshold and greater than or equal to a third acceleration threshold, determining the target driving mode as an aggressive mode.

[0011] Optionally, determining the target torque based on the target driving mode includes: determining the wheel-end required torque based on the target driving mode; and determining the target torque based on the wheel-end required torque.

[0012] Optionally, determining the wheel-end torque requirement based on the target driving mode includes: determining the corresponding drivability parameters and weighting coefficients based on the target driving mode; and calculating the wheel-end torque requirement based on the drivability parameters and weighting coefficients.

[0013] Optionally, determining the target torque based on the wheel-end demand torque includes: calculating the target torque based on driving information and wheel-end demand torque in response to the vehicle being a first type of vehicle; or, calculating a first target torque and a second target torque based on the wheel-end demand torque and a preset coefficient in response to the vehicle being a second type of vehicle.

[0014] According to one embodiment of the present invention, a vehicle control device is also provided, characterized in that it includes: an acquisition module for acquiring driving information, wherein the driving information is used to determine the vehicle's acceleration, throttle opening state, and brake pedal state; a first determination module for determining a target driving mode based on the driving information within a preset time interval, wherein the target driving mode is used to characterize driving style; a second determination module for determining a target torque based on the target driving mode; and a control module for controlling the vehicle based on the target torque.

[0015] Optionally, the first determining module is further configured to calculate the throttle opening change rate per unit time based on the throttle opening state; and determine the target driving mode based on acceleration, throttle opening state, brake pedal state and throttle opening change rate within a preset time interval.

[0016] Optionally, the first determining module is further configured to determine the target driving mode as a soothing mode in response to the throttle opening state meeting a first preset condition and the throttle opening change rate being less than or equal to a first change rate threshold; or, in response to the brake pedal state meeting a second preset condition and the acceleration being greater than or equal to a first acceleration threshold.

[0017] Optionally, the first determining module is further configured to respond to a throttle opening state meeting a first preset condition, and the throttle opening change rate being greater than a first change rate threshold and less than or equal to a second change rate threshold; or,

[0018] In response to the brake pedal state meeting the second preset condition, and the acceleration being greater than the first acceleration threshold and less than or equal to the second acceleration threshold, the target driving mode is determined to be the normal mode.

[0019] Optionally, the first determining module is further configured to respond to a throttle opening state meeting a first preset condition, and the throttle opening change rate being greater than a second change rate threshold and less than or equal to a third change rate threshold; or,

[0020] In response to the brake pedal state meeting the second preset condition, and the acceleration being greater than the second acceleration threshold and less than or equal to the third acceleration threshold, the target driving mode is determined to be the aggressive mode.

[0021] Optionally, the second determining module is further configured to determine the wheel-end required torque based on the target driving mode; and to determine the target torque based on the wheel-end required torque.

[0022] Optionally, the second determining module is also used to determine the corresponding drivability parameters and weighting coefficients according to the target driving mode; and to calculate the wheel-end torque demand based on the drivability parameters and weighting coefficients.

[0023] Optionally, the second determining module is further configured to calculate a target torque based on driving information and wheel-end torque demand in response to the vehicle being a first type of vehicle; or, in response to the vehicle being a second type of vehicle, calculate a first target torque and a second target torque based on wheel-end torque demand and a preset coefficient.

[0024] According to one embodiment of this application, a vehicle is also provided, which is used to perform the vehicle control method described in any of the above claims.

[0025] According to one embodiment of the present invention, a computer-readable storage medium is also provided, wherein the storage medium stores a computer program, wherein the computer program is configured to execute the vehicle control method described above when run on a computer or processor.

[0026] According to one embodiment of the present invention, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle control method described in any of the preceding claims.

[0027] In this embodiment of the invention, by acquiring driving information, which is used to determine the vehicle's acceleration, throttle opening state, and brake pedal state, and determining a target driving mode based on the driving information within a preset time interval, wherein the target driving mode is used to characterize the driving style, determining a target torque based on the target driving mode, and finally controlling the vehicle based on the target torque, the vehicle's drivability can be made close to the driver's driving style, meeting the needs of users with different driving styles, improving the driving experience, and achieving better comprehensiveness, higher learningability, higher efficiency, and better driver experience. This solves the technical problem in related technologies where intervention or reminders to the driver based on analyzing driving habits result in poor comprehensiveness, poor learningability, low efficiency, and poor driver experience. Attached Figure Description

[0028] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0029] Figure 1 This is a flowchart of a vehicle control method according to one embodiment of the present invention;

[0030] Figure 2 This is a schematic diagram illustrating the calculation of drivability parameter weighting coefficients according to one embodiment of the present invention;

[0031] Figure 3 This is a schematic flowchart of a vehicle control method according to one embodiment of the present invention;

[0032] Figure 4 This is a structural diagram of a vehicle control device according to one embodiment of the present invention;

[0033] Figure 5 This is a structural block diagram of a vehicle control device according to one embodiment of the present invention. Detailed Implementation

[0034] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0035] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0036] According to one embodiment of the present invention, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0037] This method embodiment can be executed in an electronic device, similar control device, or system that includes a memory and a processor. Taking an electronic device as an example, the electronic device may include one or more processors and a memory for storing data. Optionally, the electronic device may also include a communication device for communication functions and a display device. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the electronic device. For example, the electronic device may include more or fewer components than described above, or have a different configuration than described above.

[0038] A processor may include one or more processing units. For example, a processor may include a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microcontroller unit (MCU), a field-programmable gate array (FPGA), a neural network processing unit (NPU), a tensor processing unit (TPU), or an artificial intelligence (AI) processor. Different processing units may be independent components or integrated into one or more processors. In some instances, electronic devices may also include one or more processors.

[0039] The memory can be used to store computer programs, such as the computer program corresponding to the vehicle control method in this embodiment of the invention. The processor implements the vehicle control method by running the computer program stored in the memory. The memory may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, and these remote memories can be connected to electronic devices via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0040] Communication devices are used to receive or send data via a network. Specific examples of such networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the communication device includes a network interface controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the communication device may be a radio frequency (RF) module used for wireless communication with the Internet.

[0041] The display device can be, for example, a touchscreen liquid crystal display (LCD) and a touch display (also referred to as a "touchscreen" or "touch screen"). This LCD allows the user to interact with the user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI), which allows the user to interact with the GUI by touching and / or gesturing on a touch-sensitive surface. Optional human-computer interaction functions include: creating web pages, drawing, word processing, creating electronic documents, playing games, video conferencing, instant messaging, sending and receiving emails, a call interface, playing digital video, playing digital music, and / or web browsing, etc. Executable instructions for performing the above human-computer interaction functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0042] This embodiment provides a method for controlling a vehicle operating on an electronic device. Figure 1 This is a flowchart of a vehicle control method according to one embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps:

[0043] Step S10: Obtain driving information;

[0044] Among them, driving information is used to determine the vehicle's acceleration, throttle opening status, and brake pedal status.

[0045] Driving information can be understood as vehicle information used to indicate the vehicle's driving status, such as vehicle speed, gear position, accelerator pedal sensor voltage, brake switch sensor level, etc., which are not limited in this embodiment of the invention. Accelerator pedal opening status can be understood as indicating the current accelerator pedal opening of the vehicle, and brake pedal status can be understood as indicating whether the brake pedal of the vehicle is currently depressed, which are not limited in this embodiment of the invention.

[0046] Optionally, driving information can be obtained through vehicle body sensors, such as a driving information acquisition device; this embodiment of the invention is not limited to this. For example, the vehicle's speed, gear, throttle voltage, and brake switch voltage can be obtained through the driving information acquisition device.

[0047] Driving information is used to determine the vehicle's acceleration, throttle opening status, and brake pedal status. Optionally, the vehicle's acceleration can be determined by the vehicle's speed, the throttle opening status can be determined by the throttle pedal sensor voltage, and the brake pedal status can be determined by the brake switch sensor level. This embodiment of the invention is not limited to these parameters.

[0048] For example, the vehicle's acceleration can be determined by calculating the change in vehicle speed per unit time. The throttle opening state can be calculated using the voltages of multiple throttle pedal sensors and their characteristic curves. The brake pedal state can be determined using the levels of multiple brake switch sensors; however, this embodiment of the invention is not limited to these methods.

[0049] Specifically, the voltages of multiple accelerator pedal sensors can be denoted as a1 and a2, and the characteristic curves of the accelerator pedal sensors can be denoted as f(). The characteristic curves of the accelerator pedal sensors can be obtained from the technical specifications of the matching sensor model. This embodiment of the invention does not limit this. The accelerator opening state α_acc can be determined by mathematical formula. The specific calculation process is shown in the following formula (1):

[0050] α_acc=f(a1,a2) (1)

[0051] The levels of multiple brake switch sensors can be denoted as b1 and b2, and the characteristic curves of the brake sensors can be denoted as f(). The characteristic curves of the brake sensors can be obtained from the technical specifications of the matching sensor models. This embodiment of the invention does not impose any restrictions. The brake pedal state β_brk can be determined by mathematical formula. The specific calculation process is shown in the following formula (2):

[0052] β_brk=f(b1,b2) (2)

[0053] Step S11: Determine the target driving mode based on driving information within a preset time interval;

[0054] Among them, the target driving mode is used to characterize driving style.

[0055] The preset time interval can be understood as a certain time range of operating conditions, such as five minutes, but this embodiment of the invention is not limited thereto. This step can be understood as determining a target driving mode to characterize driving style based on driving information within a certain time range of operating conditions.

[0056] Optionally, the target driving mode can be determined by statistically analyzing the proportion of driving modes within a preset time interval. This embodiment of the invention is not limited in this respect. For example, a driving condition segment can be determined every 5 minutes as a target driving mode. When the proportion of a certain driving mode in a single driving condition segment exceeds 65%, the driving mode is considered valid. At the end of the driving condition segment, a validity flag of a certain driving mode is output, and the driving mode is determined to be the target driving mode. This embodiment of the invention is not limited in this respect.

[0057] Step S12: Determine the target torque based on the target driving mode;

[0058] The target torque can be understood as the torque at the vehicle assembly end in the current target driving mode, used to represent the torque requirement at the assembly end of the vehicle in the current target driving mode.

[0059] This step can be understood as determining the target torque to represent the powertrain torque demand of the vehicle in the current target driving mode, based on the target driving mode used to characterize the driving style.

[0060] Through the above steps, the assembly-side torque requirement of the vehicle in the current target driving mode can be determined based on the current driving mode, providing an accurate control basis for controlling the vehicle.

[0061] Step S13: Control the vehicle based on the target torque.

[0062] This step can be understood as controlling the vehicle based on the powertrain torque demand of the vehicle in the current target driving mode.

[0063] Optionally, the vehicle can be controlled by a controller within the vehicle, and this embodiment of the invention is not limited thereto. For example, when the vehicle type is a new energy vehicle, control can be performed by the vehicle controller based on the assembly-side torque demand of the vehicle in the current target driving mode; when the vehicle type is a traditional fuel vehicle, control can be performed by the engine controller based on the assembly-side torque demand of the vehicle in the current target driving mode, and this embodiment of the invention is not limited thereto.

[0064] In one alternative embodiment, the vehicle can be controlled by transmitting the target torque to a message signal line in the vehicle and then to the controller in the vehicle. This embodiment of the invention is not limited to this.

[0065] Through the above steps, by acquiring driving information—which is used to determine the vehicle's acceleration, throttle opening, and brake pedal status—and determining a target driving mode based on this information within a preset time interval, the target driving mode characterizes the driving style. Based on this target driving mode, a target torque is determined, and finally, the vehicle is controlled based on the target torque. This allows the vehicle's drivability to closely approximate the driver's driving style, meeting the needs of users with different driving styles, improving the driving experience, and demonstrating good comprehensiveness, high learning efficiency, high improvement efficiency, and superior driver experience. This solves the technical problem in related technologies where analyzing driving habits to intervene or remind the driver results in poor comprehensiveness, poor learning efficiency, low improvement efficiency, and a poor driver experience.

[0066] Optionally, in step S11, determining the target driving mode based on driving information within a preset time interval may include the following execution steps:

[0067] Step S110: Calculate the rate of change of throttle opening per unit time based on the throttle opening status;

[0068] The throttle opening change rate can be understood as the rate at which the throttle opening changes. This step can be understood as calculating the rate of change of the throttle opening per unit time based on the throttle opening state used to represent the current throttle opening size of the vehicle.

[0069] Specifically, after determining the current throttle opening of the vehicle, the rate of change of the throttle opening per unit time is calculated, that is, the throttle opening change rate is determined.

[0070] Step S111: Determine the target driving mode based on acceleration, throttle opening status, brake pedal status, and throttle opening change rate within a preset time interval.

[0071] This step can be understood as determining the target driving mode within a preset time interval based on the acceleration used to represent the rate of change of vehicle speed, the throttle opening state used to represent the current throttle opening size of the vehicle, the brake pedal state used to represent whether the current brake pedal is depressed, and the rate of change of throttle opening.

[0072] Optionally, in step S111, the target driving mode includes at least one of the following: ease mode, normal mode, and aggressive mode. Determining the target driving mode based on acceleration, throttle opening state, brake pedal state, and throttle opening change rate within a preset time interval may include the following execution steps:

[0073] Step S1110: In response to the throttle opening state meeting a first preset condition, and the throttle opening change rate being less than or equal to a first change rate threshold; or,

[0074] Step S1111: In response to the brake pedal state meeting the second preset condition and the acceleration being greater than or equal to the first acceleration threshold, the target driving mode is determined to be the easing mode.

[0075] The target driving mode includes at least one of the following: Relaxed mode, Normal mode, and Aggressive mode. Relaxed mode can be understood as a driving mode with a relatively smooth and stable driving style. Normal mode can be understood as a driving mode with a moderate and normal driving style. Aggressive mode can be understood as a driving mode with a more dynamic and enthusiastic driving style.

[0076] The first preset condition can be understood as a condition used to determine whether the throttle opening is open. For example, it can be that the throttle opening is greater than 0. This embodiment of the invention is not limited to this. When the throttle opening meets the first preset condition, it means that the throttle opening is greater than 0, that is, the throttle is in the open state. The first rate of change threshold can be understood as the maximum throttle opening rate of change threshold for a relatively smooth and stable driving style of the vehicle. That is, when the rate of change of the throttle opening is less than or equal to the maximum throttle opening rate of change threshold, it means that the driving style of the vehicle is relatively smooth and stable.

[0077] The second preset condition can be understood as a condition used to determine whether the brake pedal is depressed. When the brake pedal state meets the second preset condition, it indicates that the brake pedal is depressed. The first acceleration threshold can be understood as the minimum acceleration threshold for a relatively smooth and stable driving style. Optionally, the first acceleration threshold can be an acceleration value opposite to the vehicle speed, that is, it represents the rate of vehicle deceleration, with a negative sign. The smaller the value, the larger the negative value. This embodiment of the invention does not impose any restrictions. When the acceleration is greater than or equal to the minimum acceleration threshold, it indicates that the vehicle's driving style is relatively smooth and stable.

[0078] This step can be understood as follows: when the throttle opening meets the conditions for an open throttle opening, and the rate of change of the throttle opening is less than or equal to the maximum throttle opening rate of change threshold for a relatively smooth and stable driving style, it indicates that the throttle is open and the vehicle's driving style is relatively smooth and stable. Alternatively,

[0079] When the brake pedal is in a depressed state and the acceleration is greater than or equal to the minimum acceleration threshold for a relatively smooth and stable driving style, it indicates that the brake pedal is depressed and the driving style is relatively smooth and stable. In this case, the target driving mode is determined to be a relatively smooth and stable driving mode, i.e., the soothing mode.

[0080] Optionally, in step S111, determining the target driving mode based on acceleration, throttle opening state, brake pedal state, and throttle opening change rate within a preset time interval may include the following execution steps:

[0081] Step S1112, in response to the throttle opening state meeting the first preset condition, and the throttle opening change rate being greater than the first change rate threshold and less than or equal to the second change rate threshold; or,

[0082] In step S1113, in response to the brake pedal state meeting the second preset condition and the acceleration being less than the first acceleration threshold and greater than or equal to the second acceleration threshold, the target driving mode is determined to be the normal mode.

[0083] The second rate of change threshold can be understood as the maximum throttle opening rate of change threshold for a vehicle with a relatively moderate and normal driving style. That is, when the throttle opening rate of change is greater than the first rate of change threshold and less than or equal to the maximum throttle opening rate of change threshold, it indicates that the vehicle's driving style is moderate and normal.

[0084] The second acceleration threshold can be understood as the minimum acceleration threshold for a vehicle's driving style to be moderate and normal. Optionally, the second acceleration threshold can be an acceleration value opposite to the vehicle speed, that is, representing the rate of vehicle deceleration. This embodiment of the invention does not impose any limitation. When the acceleration is less than the minimum acceleration threshold for a relatively smooth and stable driving style but greater than or equal to the minimum acceleration threshold, it indicates that the vehicle's driving style is relatively moderate and normal.

[0085] This step can be understood as follows: when the throttle opening meets the conditions for being open, and the rate of change of the throttle opening is greater than the maximum rate of change of the throttle opening for a relatively smooth and stable driving style, but less than or equal to the maximum rate of change of the throttle opening for a relatively moderate and normal driving style, it indicates that the throttle is in the open state, and the driving style of the vehicle is relatively moderate and normal. Alternatively,

[0086] When the brake pedal is in the depressed state, and the acceleration is less than the minimum acceleration threshold for a smooth and stable driving style and greater than or equal to the minimum acceleration threshold for a moderate and normal driving style, it indicates that the brake pedal is depressed and the driving style is moderate and normal. In this case, the target driving mode is determined to be the driving mode with a moderate and normal driving style, i.e., the normal mode.

[0087] Optionally, in step S111, determining the target driving mode based on acceleration, throttle opening state, brake pedal state, and throttle opening change rate within a preset time interval may include the following execution steps:

[0088] Step S1114, in response to the throttle opening state meeting the first preset condition, and the throttle opening change rate being greater than the second change rate threshold and less than or equal to the third change rate threshold; or,

[0089] In response to the brake pedal state meeting the second preset condition, and the acceleration being less than the second acceleration threshold and greater than or equal to the third acceleration threshold, the target driving mode is determined to be the aggressive mode.

[0090] The third rate of change threshold can be understood as the maximum throttle opening rate of change threshold for a vehicle with a more dynamic and enthusiastic driving style. That is, when the throttle opening rate of change is greater than the second rate of change threshold and less than or equal to the maximum throttle opening rate of change threshold, it indicates that the driving style of the vehicle is dynamic and enthusiastic.

[0091] The third acceleration threshold can be understood as the minimum acceleration threshold for a vehicle's driving style to be relatively dynamic and enthusiastic. Optionally, the third acceleration threshold can be an acceleration value opposite to the vehicle speed, that is, representing the rate of vehicle deceleration. This embodiment of the invention does not impose any restrictions. When the acceleration is less than the minimum acceleration threshold for a vehicle's driving style to be relatively moderate and normal, but greater than or equal to the minimum acceleration threshold, it indicates that the vehicle's driving style is relatively dynamic and enthusiastic.

[0092] This step can be understood as follows: when the throttle opening meets the conditions for being open, and the rate of change of the throttle opening is greater than the maximum throttle opening rate of change threshold for a moderate and normal driving style, but less than or equal to the maximum throttle opening rate of change threshold for a dynamic and enthusiastic driving style, it indicates that the throttle is open and the driving style is dynamic and enthusiastic. Alternatively,

[0093] When the brake pedal is in the depressed state, and the acceleration is less than the minimum acceleration threshold for a moderate driving style and greater than or equal to the minimum acceleration threshold for a dynamic driving style, it indicates that the brake pedal is depressed and the driving style is dynamic. In this case, the target driving mode is determined to be a dynamic driving mode, i.e., the aggressive mode.

[0094] It is understandable that the first rate of change threshold is less than the second rate of change threshold, which is less than the third rate of change threshold, and the first acceleration threshold is greater than the second acceleration threshold, which is greater than the third acceleration threshold.

[0095] Optionally, when the rate of change of throttle opening is greater than a third rate of change threshold, it indicates an emergency depressing of the accelerator pedal and is not included in the driving mode determination process; this embodiment of the invention is not restrictive. When the acceleration reaches a third acceleration threshold, it indicates emergency braking and is not included in the driving mode determination process; this embodiment of the invention is not restrictive.

[0096] In one optional embodiment, the above steps are performed when the vehicle is in drive gear. It is understood that when the vehicle is in non-drive gear, it indicates that the vehicle is not in normal driving state and is not included in the driving mode determination process. This embodiment of the present invention does not limit this.

[0097] Optionally, in step S12, determining the target torque based on the target driving mode may include the following steps:

[0098] Step S120: Determine the required wheel-end torque based on the target driving mode;

[0099] Wheel-end torque requirement can be understood as the torque required by the tires during vehicle operation to maintain drivability and stability. This step can be understood as determining the required torque by the tires during vehicle operation based on the target driving mode that characterizes the driving style.

[0100] Step S121: Determine the target torque based on the required torque at the wheel end.

[0101] The target torque can be understood as the torque requirement of the assembly end during vehicle operation. This step can be understood as determining the torque requirement of the assembly end during vehicle operation based on the torque required by the tires during vehicle operation.

[0102] Optionally, the torque requirement at the assembly end, i.e., the target torque, can be calculated based on the required torque at the wheel end using mathematical formulas. This embodiment of the invention does not impose any limitations on this.

[0103] Optionally, in step S120, determining the wheel-end torque requirement based on the target driving mode may include the following steps:

[0104] Step S1200: Determine the corresponding drivability parameters and weighting coefficients based on the target driving mode;

[0105] Driving performance parameters can be understood as parameters of driving style corresponding to the target driving mode, and weighting coefficients can be understood as weighting coefficients of driving style corresponding to the target driving mode.

[0106] It is understood that the weighting coefficient is calculated only between adjacent driving style parameters. When activated once in each data collection segment, that is, when the target driving mode is determined, the effective driving style weighting coefficient is increased by Δ = 0.001, and the adjacent driving style weighting coefficient is decreased by Δ = 0.001. This embodiment of the invention does not limit this.

[0107] Optionally, driving performance parameters corresponding to the target driving mode can be determined, and weighting coefficients can be determined based on the driving performance parameters. This embodiment of the invention does not impose any limitations.

[0108] Figure 2 This is a schematic diagram illustrating the calculation of drivability parameter weighting coefficients according to one embodiment of the present invention, such as... Figure 2 As shown in the figure, the specific implementation process of determining the corresponding weight coefficients is explained in general. For example, the weight coefficient of the soothing mode can be denoted as γ1, the driving performance parameter of the soothing mode can be denoted as f2, the weight coefficient of the normal mode can be denoted as γ2, the driving performance parameter of the normal mode can be denoted as f3, the weight coefficient of the aggressive mode can be denoted as γ3, and the driving performance parameter of the aggressive mode can be denoted as f1. The specific calculation process can be shown in the following formulas (3)-(10):

[0109] When the learned values ​​of the drivability parameters are between [relaxed, normal], the weighting coefficients γ1, γ2, and γ3 can be determined by mathematical formulas. The specific calculation process can be shown in the following formulas (3)-(6):

[0110] γ1(N)=γ1(N-1)+△ (3)

[0111] γ2(N)=γ2(N-1)-△ (4)

[0112] γ3(N)=0 (5)

[0113] γ1(N)+γ2(N)=1 (6)

[0114] When the learning values ​​of the driving performance parameters are between [normal and aggressive], the weighting coefficients γ1, γ2, and γ3 can be determined by mathematical formulas. The specific calculation process can be shown in the following formulas (7)-(10):

[0115] γ1(N)=0 (7)

[0116] γ2(N)=γ2(N-1)+△ (8)

[0117] γ3(N)=γ3(N-1)+△ (9)

[0118] γ2(N)+γ3(N)=1 (10)

[0119] In the above formulas (3)-(10), γ(N) represents the weight coefficient learning value of the current working condition segment, γ(N-1) is the learning value of the previous working condition segment, and Δ is ±0.001. When the driving style is judged to be normal, Δ = 0.001. When the driving style is judged to be relaxed or intense, Δ = -0.001. Thus, the corresponding driving performance parameters and weight coefficients are determined. This embodiment of the invention does not impose any restrictions.

[0120] Step S1201: Calculate the wheel-end torque demand based on drivability parameters and weighting coefficients.

[0121] This step can be understood as calculating the torque required by the tires during vehicle operation based on the parameters of the driving style corresponding to the target driving mode and the corresponding weighting coefficient of the driving style.

[0122] Specifically, the weighting coefficient of the soothing mode can be denoted as γ1, the drivability parameter of the soothing mode can be denoted as f2, the weighting coefficient of the normal mode can be denoted as γ2, the drivability parameter of the normal mode can be denoted as f3, the weighting coefficient of the aggressive mode can be denoted as γ3, and the drivability parameter of the aggressive mode can be denoted as f1. Then the wheel end required torque T_req can be determined by mathematical formula. This embodiment of the invention does not limit the calculation. The specific calculation process can be shown in the following formula (11):

[0123] T_req=γ1*f1+γ2*f2+γ3*f3 (11)

[0124] The torque required by the tires during vehicle operation is thus calculated, i.e., the wheel-end torque requirement. This embodiment of the invention is not limited thereto.

[0125] Optionally, in step S121, determining the target torque based on the wheel-end required torque may include the following steps:

[0126] Step S1210, in response to the vehicle being a first type of vehicle, calculate the target torque based on driving information and wheel-end torque demand; or,

[0127] It is understandable that different vehicle types have different constructions, such as different drive types, which will affect the different torque requirements at the powertrain end. The first type of vehicle can be understood as a front-wheel drive or rear-wheel drive vehicle.

[0128] This step can be understood as follows: when the vehicle is a type 1 vehicle, it means that the vehicle is a front-wheel drive or rear-wheel drive vehicle type. The target torque is calculated based on the driving information and the wheel-end torque requirement. Optionally, the transmission ratio can be determined based on the driving information, and the target torque can be calculated based on the transmission ratio and the wheel-end torque requirement. This embodiment of the invention does not limit this.

[0129] Specifically, the required torque at the wheel end can be denoted as T_req, and the transmission ratio can be M. The target torque T can then be calculated using a mathematical formula, as shown in the following formula (12):

[0130] T = T_req / M (12)

[0131] This determines the powertrain torque requirement for front-wheel drive or rear-wheel drive vehicles, i.e., the target torque, which is not limited in this embodiment of the invention.

[0132] Step S1211: In response to the vehicle being a second type of vehicle, calculate the first target torque and the second target torque based on the wheel-end required torque and a preset coefficient.

[0133] The second type of vehicle can be understood as a four-wheel drive vehicle. The preset coefficient can be understood as the four-wheel drive distribution coefficient corresponding to the four-wheel drive vehicle type. The first target torque can be understood as the torque required by the front-wheel drive assembly, and the second target torque can be understood as the torque required by the rear-wheel drive assembly. This step can be understood as follows: when the vehicle is a second type of vehicle, it means that the vehicle is a four-wheel drive vehicle type. The torque required by the front-wheel drive assembly and the torque required by the rear-wheel drive assembly are calculated based on the torque required at the wheel ends and the corresponding four-wheel drive distribution coefficient.

[0134] Specifically, the wheel-end torque requirement can be denoted as T_req, and the four-wheel drive distribution coefficient can be denoted as λ. Then, the front-wheel drive assembly torque requirement T1 can be calculated using a mathematical formula. The specific calculation process is shown in the following formula (13):

[0135] T1=T_req*λ (13)

[0136] Therefore, the required torque for the front-wheel drive assembly, i.e., the first target torque, is determined, and this embodiment of the invention is not limited thereto. The required torque T2 for the rear-wheel drive assembly can then be calculated using a mathematical formula, the specific calculation process of which is shown in the following formula (14):

[0137] T2=T_req*(1-λ) (14)

[0138] This determines the required torque for the rear-drive assembly, i.e., the second target torque, which is not limited in the embodiments of the present invention.

[0139] Figure 3 This is a schematic flowchart of a vehicle control method according to one embodiment of the present invention, such as... Figure 3 The diagram illustrates the specific implementation process of the above steps. Figure 3 After the control method process begins execution, it first initializes the controller, reads the self-learning data of driving parameters from the storage module, and collects driving information such as accelerator pedal voltage, brake sensor level, vehicle speed, gear, and acceleration (i.e., step S10). Then, it identifies valid driving style scenarios within the controller, determines whether the current scenario is valid, and if so, determines the driving style for the current operating condition segment, outputting it at the end of the operating condition (i.e., step S11). It then calculates the weighting coefficients for different driving styles, calculates the wheel-end torque demand, converts the wheel-end torque demand into the assembly torque demand, and stores the self-learning parameters in the storage module (i.e., steps S12-S13). The process then ends, completing the control of the vehicle.

[0140] Figure 4 This is a structural diagram of a vehicle control device according to one embodiment of the present invention, such as... Figure 4 The diagram illustrates the specific implementation process of the above steps. Figure 4 It includes a driving information collection module, a driving style analysis module, a driving performance control module, a power output module, and a storage module.

[0141] The system comprises several modules: a driving information acquisition module for acquiring vehicle speed, gear position, throttle opening, brake pedal position, and acceleration information; a driving style analysis module for analyzing user driving behavior based on driving operation information; a drivability control module for adjusting the weights of drivability parameters based on the driving style output from the driving style analysis module, learning the user's driving habits, and calculating the final output power demand based on the weighting coefficients; a power output module for outputting the power demand calculated by the drivability control module to the message signal line; and a storage module for storing self-learning drivability parameter data (a power-off storage module).

[0142] Figure 4 During vehicle operation, the control unit acquires driving information such as vehicle speed, gear position, throttle sensor voltage, brake pedal sensor level, and acceleration information through the driving information acquisition module. It converts the throttle sensor voltage into throttle opening information and the brake pedal sensor level into brake pedal information. The vehicle speed, gear position, and input message signal lines are then validated. The driving information acquisition module inputs these data to the driving style analysis module. Through valid scenario determination and driving style analysis, the module outputs the driving style to the drivability control module, which adjusts the weights of drivability parameters. Specifically, the storage module acquires self-learning data of drivability parameters. The drivability control module adjusts the weights of drivability parameters for relaxed driving, normal driving, and aggressive driving based on the driving style, calculates and outputs the wheel-end torque demand. This wheel-end torque demand is input to the power output module, which converts the wheel-end torque demand calculated by the drivability control module into the assembly-side torque demand and outputs it to the message signal lines to complete vehicle control.

[0143] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of the present invention.

[0144] This embodiment also provides a vehicle control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0145] Figure 5 This is a structural block diagram of a vehicle control device according to one embodiment of the present invention, such as... Figure 5 As shown, a vehicle control device 500 is used as an example. This device includes: an acquisition module 501, which is used to acquire driving information, wherein the driving information is used to determine the vehicle's acceleration, throttle opening state, and brake pedal state; a first determination module 502, which is used to determine a target driving mode based on the driving information within a preset time interval, wherein the target driving mode is used to characterize driving style; a second determination module 503, which is used to determine a target torque based on the target driving mode; and a control module 504, which is used to control the vehicle based on the target torque.

[0146] Optionally, the first determining module 502 is further configured to calculate the throttle opening change rate per unit time based on the throttle opening state; and determine the target driving mode based on acceleration, throttle opening state, brake pedal state and throttle opening change rate within a preset time interval.

[0147] Optionally, the first determining module 502 is further configured to determine the target driving mode as a soothing mode in response to the throttle opening state meeting a first preset condition and the throttle opening change rate being less than or equal to a first change rate threshold; or, in response to the brake pedal state meeting a second preset condition and the acceleration being greater than or equal to a first acceleration threshold.

[0148] Optionally, the first determining module 502 is further configured to determine the target driving mode as normal mode in response to the throttle opening state meeting the first preset condition and the throttle opening change rate being greater than the first change rate threshold and less than or equal to the second change rate threshold; or, in response to the brake pedal state meeting the second preset condition and the acceleration being less than the first acceleration threshold and greater than or equal to the second acceleration threshold.

[0149] Optionally, the first determining module 502 is further configured to determine the target driving mode as aggressive mode in response to the throttle opening state meeting the first preset condition and the throttle opening change rate being greater than the second change rate threshold and less than or equal to the third change rate threshold; or, in response to the brake pedal state meeting the second preset condition and the acceleration being less than the second acceleration threshold and greater than or equal to the third acceleration threshold.

[0150] Optionally, the second determining module 503 is further configured to determine the wheel-end required torque based on the target driving mode; and to determine the target torque based on the wheel-end required torque.

[0151] Optionally, the second determining module 503 is further configured to determine the corresponding drivability parameters and weighting coefficients according to the target driving mode; and calculate the wheel-end torque demand based on the drivability parameters and weighting coefficients.

[0152] Optionally, the second determining module 503 is further configured to calculate a target torque based on driving information and wheel-end torque demand in response to the vehicle being a first type of vehicle; or, in response to the vehicle being a second type of vehicle, calculate a first target torque and a second target torque based on wheel-end torque demand and a preset coefficient.

[0153] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0154] Embodiments of this application also provide a vehicle for performing the steps in any of the above method embodiments.

[0155] Optionally, in this embodiment, the vehicle may be configured to store a computer program for performing the following steps:

[0156] Step S1: Obtain driving information;

[0157] Step S2: Determine the target driving mode based on driving information within a preset time interval;

[0158] Step S3: Determine the target torque based on the target driving mode;

[0159] Step S4: Control the vehicle based on the target torque.

[0160] Embodiments of the present invention also provide a computer-readable storage medium storing a computer program, wherein the computer program is configured to perform the steps in any of the above method embodiments when run on a computer or processor.

[0161] Optionally, in this embodiment, the computer-readable storage medium may be configured to store a computer program for performing the following steps:

[0162] Step S1: Obtain driving information;

[0163] Step S2: Determine the target driving mode based on driving information within a preset time interval;

[0164] Step S3: Determine the target torque based on the target driving mode;

[0165] Step S4: Control the vehicle based on the target torque.

[0166] Optionally, in this embodiment, the computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0167] Embodiments of the present invention also provide an electronic device including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above method embodiments.

[0168] Optionally, in this embodiment, the processor in the above-described electronic device may be configured to run a computer program to perform the following steps:

[0169] Step S1: Obtain driving information;

[0170] Step S2: Determine the target driving mode based on driving information within a preset time interval;

[0171] Step S3: Determine the target torque based on the target driving mode;

[0172] Step S4: Control the vehicle based on the target torque.

[0173] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0174] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0175] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0176] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0177] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0178] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0179] If the integrated unit is implemented as 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 invention, in essence, 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. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0180] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for controlling a vehicle, characterized in that, include: Acquire driving information, wherein the driving information is used to determine the vehicle's acceleration, throttle opening status, and brake pedal status; Within a preset time interval, a target driving mode is determined based on the driving information, wherein the target driving mode is used to characterize driving style, and the target driving mode includes: relaxed mode, normal mode and aggressive mode; In response to the fact that the proportion of the target driving mode exceeds a preset proportion value within the preset time interval, the target driving mode is determined to be valid; Determine the corresponding drivability parameters based on the target driving mode; In response to the target driving mode being valid and the target driving mode being a soothing mode, the current weight coefficient learning value corresponding to the soothing mode is determined as the weight coefficient learning value of the previous driving condition segment corresponding to the soothing mode plus a preset value; the current weight coefficient learning value corresponding to the normal mode is determined as the weight coefficient learning value of the previous driving condition segment corresponding to the normal mode minus the preset value; and the weight coefficient learning value corresponding to the aggressive mode is determined as zero. Here, the previous driving condition segment is the driving condition segment preceding the preset time interval, and the sign of the preset value is determined according to the target driving mode. The wheel-end torque requirement is calculated based on the drivability parameters, the current weight coefficient learning value corresponding to the soothing mode, the current weight coefficient learning value corresponding to the normal mode, and the weight coefficient learning value corresponding to the aggressive mode. In response to the vehicle being a first type of vehicle, a target torque is calculated based on the driving information and the wheel-end torque demand; the vehicle is then controlled based on the target torque. Alternatively, in response to the vehicle being a second type of vehicle, a first target torque and a second target torque are calculated based on the wheel-end required torque and a preset coefficient; the vehicle is then controlled based on the first target torque and the second target torque.

2. The method according to claim 1, characterized in that, The step of determining the target driving mode based on the driving information within a preset time interval includes: Calculate the rate of change of throttle opening per unit time based on the throttle opening state; The target driving mode is determined within a preset time interval based on the acceleration, the throttle opening state, the brake pedal state, and the throttle opening change rate.

3. The method according to claim 2, characterized in that, The step of determining the target driving mode based on the acceleration, the throttle opening state, the brake pedal state, and the throttle opening change rate within a preset time interval includes: In response to the throttle opening state meeting a first preset condition, and the throttle opening change rate being less than or equal to a first change rate threshold; or, In response to the brake pedal state meeting the second preset condition and the acceleration being greater than or equal to the first acceleration threshold, the target driving mode is determined to be the soothing mode.

4. The method according to claim 3, characterized in that, The step of determining the target driving mode based on the acceleration, the throttle opening state within a preset time interval, the brake pedal state, and the throttle opening change rate includes: In response to the throttle opening state meeting a first preset condition, and the throttle opening change rate being greater than a first change rate threshold and less than or equal to a second change rate threshold; or, In response to the brake pedal state meeting the second preset condition, and the acceleration being less than the first acceleration threshold and greater than or equal to the second acceleration threshold, the target driving mode is determined to be the normal mode.

5. The method according to claim 3, characterized in that, The step of determining the target driving mode based on the acceleration, the throttle opening state, the brake pedal state, and the throttle opening change rate within a preset time interval includes: In response to the throttle opening state meeting a first preset condition, and the throttle opening change rate being greater than a second change rate threshold and less than or equal to a third change rate threshold; or, In response to the brake pedal state meeting the second preset condition, and the acceleration being less than the second acceleration threshold and greater than or equal to the third acceleration threshold, the target driving mode is determined to be the aggressive mode.

6. A vehicle control device, characterized in that, include: The acquisition module is used to acquire driving information, wherein the driving information is used to determine the vehicle's acceleration, throttle opening state, and brake pedal state. The first determining module is used to determine a target driving mode based on the driving information within a preset time interval, wherein the target driving mode is used to characterize driving style, and the target driving mode includes: relaxed mode, normal mode and aggressive mode; The device is further configured to determine that the target driving mode is valid in response to the fact that the proportion of the target driving mode exceeds a preset proportion value within the preset time interval; The second determining module is used to determine the corresponding drivability parameters according to the target driving mode; in response to the target driving mode being valid and the target driving mode being a relaxed mode, the current weight coefficient learning value corresponding to the relaxed mode is determined as the weight coefficient learning value of the previous operating condition segment corresponding to the relaxed mode plus a preset value, the current weight coefficient learning value corresponding to the normal mode is determined as the weight coefficient learning value of the previous operating condition segment corresponding to the normal mode minus the preset value, and the weight coefficient learning value corresponding to the aggressive mode is determined to be zero, wherein the previous operating condition segment is the operating condition segment preceding the preset time interval, and the sign of the preset value is determined according to the target driving mode; the wheel-end torque demand is calculated based on the drivability parameters, the current weight coefficient learning value corresponding to the relaxed mode, the current weight coefficient learning value corresponding to the normal mode, and the weight coefficient learning value corresponding to the aggressive mode; in response to the vehicle being a first type of vehicle, the target torque is calculated based on the driving information and the wheel-end torque demand. A control module is configured to control the vehicle based on the target torque; or, The second determining module is used to calculate a first target torque and a second target torque based on the wheel end required torque and a preset coefficient in response to the vehicle being a second type of vehicle; the control module is used to control the vehicle based on the first target torque and the second target torque.

7. A vehicle, characterized in that, The vehicle is used to perform the vehicle control method described in any one of claims 1 to 5.

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