Method and device for detecting vehicle acceleration weakness, vehicle

Abstract

The application discloses a kind of vehicle acceleration powerless detection method and detection device, vehicle.Therein, the method comprises the following steps: collecting the working condition information of vehicle and the environmental information of vehicle travel, working condition information at least includes the gear of vehicle, the opening of acceleration pedal, vehicle speed, actual acceleration a, environmental information at least includes road slope angle and altitude;Determine a plurality of target accelerations based on working condition information, environmental information;Multiple target accelerations are corrected, and the expected acceleration a of vehicle is obtained ′ ;In the case where actual acceleration a and expected acceleration a ′ Meet the preset condition, determine that vehicle is in acceleration powerless state.The present application solves the technical problem of inaccurate and untimely vehicle acceleration powerless evaluation in the related art.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a method and device for detecting weak acceleration in a vehicle, and a vehicle. Background Technology

[0002] Sometimes, drivers may perceive that their acceleration needs are within the vehicle's responsiveness, yet they still experience a noticeable lack of acceleration and reduced power. Alternatively, the vehicle may indeed be accelerating poorly for some reason, but the driver doesn't perceive it, and the vehicle doesn't issue any warnings. These situations can lead to: ① a deteriorating driving experience and reduced product acceptance; ② the vehicle operating in abnormal modes for extended periods, resulting in further or irreversible damage; ③ potential traffic accident risks arising from driver distraction or deteriorating vehicle performance.

[0003] Current research on detecting weak acceleration in vehicles is relatively limited, with most studies focusing on diagnostic methods for specific possible causes. For example, existing technology provides an engine misfire diagnosis method and vehicle, proposing the concept of a cylinder misfire characteristic value, comparing this value with a misfire threshold to determine if a misfire has occurred. Another existing technology provides an engine misfire diagnosis method, device, electronic equipment, and storage medium, specifically for hybrid vehicles, proposing a method to diagnose engine misfire using generator torque.

[0004] The aforementioned existing technologies have the following shortcomings:

[0005] 1) Most methods are based on fault diagnosis, but fault diagnosis methods often have special requirements for vehicle structure and sensors, and are not universally applicable.

[0006] 2) Some algorithms are complex, slow to compute, and consume a lot of computing resources.

[0007] 3) Most methods are only diagnostic methods for one possible cause of weak vehicle acceleration, while the causes of weak vehicle acceleration are diverse and complex, and the above methods cannot effectively detect weak vehicle acceleration.

[0008] Therefore, in existing vehicle control technologies, how to accurately and promptly detect insufficient vehicle acceleration has become a key issue. Currently, no effective solution has been proposed to address this problem. Summary of the Invention

[0009] This invention provides a method, device, and vehicle for detecting vehicle acceleration weakness, thereby addressing at least the technical problems of inaccurate and untimely evaluation of vehicle acceleration weakness in related technologies.

[0010] According to one aspect of the present invention, a method for detecting vehicle acceleration weakness is provided, comprising the following steps: collecting vehicle operating condition information and vehicle driving environment information, wherein the operating condition information includes at least the vehicle's gear position, accelerator pedal opening, vehicle speed, and actual acceleration a, and the environment information includes at least the road slope angle and altitude; determining multiple target accelerations based on the operating condition information and the environment information; correcting the multiple target accelerations to obtain the vehicle's desired acceleration a′; and determining that the vehicle is in a state of acceleration weakness when the actual acceleration a and the desired acceleration a′ meet preset conditions.

[0011] Optionally, multiple target accelerations are determined based on the operating condition information and the environmental information, and the multiple target accelerations are corrected to obtain the vehicle's desired acceleration a′, including the following steps: obtaining a first calculation model, a second calculation model, a third calculation model, and a correction model from the model library, wherein there are multiple first calculation models, second calculation models, and third calculation models, and each vehicle's gear corresponds to at least one first calculation model, at least one second calculation model, and at least one third calculation model; determining the vehicle's first target acceleration a1 based on the accelerator pedal opening, vehicle speed, and the first calculation model; determining the vehicle's second target acceleration a2 based on the accelerator pedal opening, road slope angle, and the second calculation model; determining the vehicle's third target acceleration a3 based on the accelerator pedal opening, altitude, and the third calculation model; and inputting the first target acceleration a1, the second target acceleration a2, and the third target acceleration a3 into the correction model to obtain the desired acceleration a′.

[0012] Optionally, if the actual acceleration *a* and the desired acceleration *a′* satisfy preset conditions, determining that the vehicle is in a state of insufficient acceleration includes the following steps: calculating the average value of the desired acceleration *a′* over a preset time period. The average value of the vehicle's actual acceleration 'a' over a preset time period Calculate the average value Compared with the average The difference σ a ; at the difference σ a If the value exceeds the preset threshold δ, the vehicle is determined to be in a state of insufficient acceleration.

[0013] Optionally, the preset time period is the period 1.5 seconds before the current time.

[0014] Optionally, the modified model is obtained using the following formula: Where a1 is the first target acceleration, a2 is the second target acceleration, a3 is the third target acceleration, and a′ is the desired acceleration.

[0015] Optionally, the first calculation model is a first pulse spectrum. Before collecting the vehicle's operating condition information and the vehicle's driving environment information, the method further includes: obtaining ideal acceleration curves under standard conditions. There are multiple ideal acceleration curves, each corresponding to a vehicle gear. The X-axis of the ideal acceleration curve represents the accelerator pedal opening, and the Y-axis represents the ideal acceleration a. _std The ambient temperature under standard conditions is 25℃, altitude is 0, and road slope angle is 0; the wind resistance F experienced by the vehicle at different speeds is obtained. w and rolling resistance F f ; reduce wind resistance F w Rolling resistance F f The ideal acceleration curve is input into the first calculation model to obtain multiple first pulse spectrum diagrams. Each first pulse spectrum diagram corresponds to a vehicle gear. The X-axis of the first pulse spectrum diagram is the accelerator pedal opening, the Y-axis is the vehicle speed, and the Z-axis is the first target acceleration a1.

[0016] Optionally, the second calculation model is a second pulse spectrum. Before collecting the vehicle's operating condition information and the vehicle's driving environment information, the method further includes the following steps: obtaining the slope resistance experienced by the vehicle when driving at different road slope angles; inputting the slope resistance and ideal acceleration curves into the second calculation model to obtain multiple second pulse spectrums, each second pulse spectrum corresponding to a vehicle gear, the X-axis of the second pulse spectrum being the accelerator pedal opening, the Y-axis being the road slope angle, and the Z-axis being the second target acceleration a2.

[0017] Optionally, the third calculation model is a third pulse spectrum. Before collecting the vehicle's operating condition information and the environmental information of the vehicle's driving, the method further includes the following steps: obtaining an altitude-oxygen content curve, where the horizontal axis of the altitude-oxygen content curve is altitude and the vertical axis is oxygen content; determining the vehicle's power efficiency η based on the ratio of oxygen content O1 at different altitudes to oxygen content O0 at 0 altitude, where the vehicle's power efficiency η changes with altitude; inputting the vehicle's power efficiency η and the ideal acceleration curve into the third calculation model, and outputting multiple third pulse spectrums, each corresponding to a vehicle gear, where the X-axis of the third pulse spectrum is the accelerator pedal opening, the Y-axis is the altitude, and the Z-axis is the third target acceleration a3.

[0018] According to another aspect of the present invention, a detection device for vehicle acceleration weakness is also provided, comprising: a data acquisition module for acquiring vehicle operating condition information and vehicle driving environment information, wherein the operating condition information includes at least the vehicle's gear position, accelerator pedal opening, vehicle speed, and actual acceleration a, and the environment information includes at least the road slope angle and altitude; a first determination module for determining multiple target accelerations based on the operating condition information and the environment information; a correction module for correcting the multiple target accelerations to obtain the vehicle's desired acceleration a′; and a second determination module for determining that the vehicle is in a state of acceleration weakness when the actual acceleration a and the desired acceleration a′ meet preset conditions.

[0019] According to another aspect of the present invention, a vehicle is also provided, wherein the vehicle is detected using the above-described method for detecting weak acceleration.

[0020] In this embodiment of the invention, vehicle operating condition information and vehicle driving environment information are collected. The operating condition information includes at least the vehicle's gear position, accelerator pedal opening, vehicle speed, and actual acceleration 'a'. The environmental information includes at least the road slope angle and altitude. Based on the operating condition information and environmental information, multiple target accelerations are determined. The multiple target accelerations are corrected to obtain the vehicle's desired acceleration 'a'. If the actual acceleration 'a' and the desired acceleration 'a' meet preset conditions, it is determined that the vehicle is in a state of weak acceleration. The vehicle acceleration weakness detection method in this embodiment combines driver needs, the vehicle's current driving environment, and the vehicle's current state to obtain the desired vehicle acceleration, and compares and evaluates it with the vehicle's actual acceleration to determine whether the vehicle is experiencing weak acceleration. This solves the technical problem of inaccurate and untimely evaluation of vehicle acceleration weakness in related technologies. Attached Figure Description

[0021] 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:

[0022] Figure 1 This is a hardware structure block diagram of an electronic device for a vehicle according to one embodiment of the present invention;

[0023] Figure 2 This is a flowchart of a method for detecting vehicle acceleration weakness according to an optional embodiment of the present invention;

[0024] Figure 3 This is a structural block diagram of a vehicle acceleration failure detection device according to one embodiment of the present invention;

[0025] Figure 4This is a flowchart of the preparation work for a method for detecting vehicle acceleration weakness according to one optional embodiment of the present invention;

[0026] Figure 5 This is an accelerator pedal opening-vehicle acceleration curve of a vehicle in 1st to nth gears under standard conditions according to one optional embodiment of the present invention;

[0027] Figure 6 It is a pulse spectrum of standard "accelerator pedal opening, vehicle-acceleration" according to one optional embodiment of the present invention;

[0028] Figure 7 It is a pulse spectrum diagram of standard "accelerator pedal opening, ramp angle-acceleration" according to one optional embodiment of the present invention;

[0029] Figure 8 This is an altitude-oxygen content correspondence curve according to one optional embodiment of the present invention;

[0030] Figure 9 It is a pulse spectrum of standard "accelerator pedal opening, altitude-acceleration" according to one optional embodiment of the present invention;

[0031] Figure 10 This is a flowchart of a vehicle acceleration weakness detection method according to one optional embodiment of the present invention; Detailed Implementation

[0032] 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.

[0033] 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.

[0034] According to one embodiment of the present invention, an embodiment of a method for detecting vehicle acceleration weakness 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.

[0035] This method embodiment can be executed in an electronic device or similar computing device that includes memory and a processor within a vehicle. Taking an electronic device running in a vehicle as an example, such as... Figure 1 As shown, the vehicle's electronic devices may include one or more processors 102 (processors may include, but are not limited to, central processing units (CPUs), graphics processing units (GPUs), digital signal processing (DSP) chips, microprocessors (MCUs), programmable logic devices (FPGAs), neural network processors (NPUs), tensor processors (TPUs), artificial intelligence (AI) type processors, etc.) and a memory 104 for storing data. Optionally, the vehicle's electronic devices may also include a transmission device 106 for communication functions, an input / output device 108, and a display 110. Those skilled in the art will understand that... Figure 1 The structures shown are for illustrative purposes only and do not limit the structure of the electronic devices in the vehicle described above. For example, the electronic devices in a vehicle may include more or fewer components than those described above, or have a different configuration than those described above.

[0036] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the vehicle acceleration weakness detection method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby realizing the aforementioned vehicle acceleration weakness detection method. The memory 104 may include high-speed random access memory and may also include 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 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to a mobile terminal 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.

[0037] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the mobile terminal's communication provider. In one example, the transmission device 106 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 transmission device 106 may be a Radio Frequency (RF) module used for wireless communication with the Internet.

[0038] Display 110 may be, for example, a touchscreen liquid crystal display (LCD). This LCD allows a 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 via finger contact and / or gestures on a touch-sensitive surface. The human-computer interaction functions may optionally 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-mentioned human-computer interaction functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0039] This embodiment provides a method for detecting the lack of acceleration in the vehicle due to an electronic device operating in the aforementioned vehicle. Figure 2 This is a flowchart of a method for detecting vehicle acceleration weakness according to one embodiment of the present invention, as follows: Figure 2 As shown, the process includes the following steps:

[0040] Step S21: Collect vehicle operating condition information and vehicle driving environment information. The operating condition information includes at least the vehicle's gear, accelerator pedal opening, vehicle speed, and actual acceleration a. The environmental information includes at least the road slope angle and altitude.

[0041] Specifically, in step S21, the vehicle gear is the vehicle's real-time operating gear, the accelerator pedal opening is the vehicle's real-time accelerator pedal opening and closing degree, which can represent the driver's driving needs, the vehicle speed is the vehicle's real-time operating speed, the actual acceleration 'a' is the vehicle's real-time acceleration, the road slope angle is the slope angle of the road where the vehicle is currently located, and the altitude is the altitude of the road where the vehicle is currently located.

[0042] Preferably, the standard environment is an ambient temperature of 25°C, an altitude of 0°C, and a slope of 0°C.

[0043] Step S22: Determine the acceleration of multiple targets based on operating condition information and environmental information;

[0044] Specifically, in step S22, controlling variables such as different working conditions and different environmental information can obtain multiple target accelerations under different conditions.

[0045] Step S23: Correct the multiple target accelerations to obtain the vehicle's desired acceleration a′;

[0046] Specifically, in step S23, the standard power effect is corrected to obtain the current desired vehicle power performance.

[0047] Step S24: If the actual acceleration a and the desired acceleration a′ meet the preset conditions, determine that the vehicle is in a state of weak acceleration.

[0048] Specifically, in step S24, the current expected vehicle power performance is compared and evaluated with the actual power performance to determine whether the vehicle is experiencing a lack of acceleration. The data is then uploaded to the cloud for technical personnel to analyze and make judgments, and to take immediate measures.

[0049] Through the above steps, vehicle operating condition information and vehicle driving environment information are collected. The operating condition information includes at least the vehicle's gear position, accelerator pedal opening, vehicle speed, and actual acceleration 'a'. The environmental information includes at least the road slope angle and altitude. Based on the operating condition information and environmental information, multiple target accelerations are determined. The multiple target accelerations are corrected to obtain the vehicle's desired acceleration 'a'. If the actual acceleration 'a' and the desired acceleration 'a' meet preset conditions, it is determined that the vehicle is in a state of weak acceleration. The vehicle acceleration weakness detection method in this embodiment combines driver needs, the vehicle's current driving environment, and the vehicle's current state to obtain the desired vehicle acceleration, and compares and evaluates it with the vehicle's actual acceleration to determine whether the vehicle is experiencing weak acceleration. This solves the technical problem of inaccurate and untimely evaluation of vehicle acceleration weakness in related technologies.

[0050] Optionally, in steps S22-S23, multiple target accelerations are determined based on operating condition information and environmental information, and the multiple target accelerations are corrected to obtain the vehicle's desired acceleration a′, including the following execution steps:

[0051] Step S221: Obtain the first calculation model, the second calculation model, the third calculation model, and the correction model from the model library. There are multiple first calculation models, second calculation models, and third calculation models. The gear of each vehicle corresponds to at least one first calculation model, at least one second calculation model, and at least one third calculation model.

[0052] It should be noted that in step S221, the first, second, and third calculation models in the model library can be pre-set fixed models or models that are corrected in real time during actual testing. Each vehicle's gear corresponds to at least one first, one second, and one third calculation model. The influencing factors corresponding to the first, second, and third calculation models are different. For example, the influencing factor in the first calculation model is mainly vehicle speed, the influencing factor in the second calculation model is mainly road slope angle, and the influencing factor in the third calculation model is mainly altitude. According to actual needs, more calculation models can be set in the model library to consider the influence of more factors on vehicle acceleration. For example, a fourth calculation model with ambient temperature as the influencing factor, a fifth calculation model with the number of passengers as the influencing factor, and a sixth calculation model with the remaining fuel level of the vehicle as the influencing factor can also be set. It should be understood that the influencing factors refer to multiple factors that affect vehicle acceleration. Each calculation model contains the same influencing factors such as accelerator pedal opening, as well as influencing factors that are different from other calculation models, such as vehicle speed, poster height, and road slope angle.

[0053] Step S222: Based on the accelerator pedal opening, vehicle speed, and the first calculation model, determine the vehicle's first target acceleration a1;

[0054] Step S223: Based on the accelerator pedal opening, road slope angle, and second calculation model, determine the vehicle's second target acceleration a2;

[0055] Step S224: Based on the accelerator pedal opening, altitude, and third calculation model, determine the vehicle's third target acceleration a3;

[0056] Step S225: Input the first target acceleration a1, the second target acceleration a2, and the third target acceleration a3 into the correction model to obtain the desired acceleration a′.

[0057] Through steps S221-S225, the first target acceleration a1, the second target acceleration a2, and the third target acceleration a3 are obtained respectively. Finally, a1, a2, and a3 are input into the correction model, and the desired acceleration a′ is obtained after correction calculation. Since the first target acceleration a1, the second target acceleration a2, and the third target acceleration a3 each correspond to different variables, the final corrected desired acceleration a′ is more in line with the current needs of the vehicle and the current driving environment, making the subsequent vehicle acceleration weakness detection results more accurate.

[0058] Optionally, in step S24, if the actual acceleration a and the desired acceleration a′ meet a preset condition, it is determined that the vehicle is in a state of insufficient acceleration, including the following steps:

[0059] Step S241: Calculate the average value of the expected acceleration a′ within the preset time period. The average value of the vehicle's actual acceleration 'a' over a preset time period

[0060] The preset time period is the period 1.5 seconds before the current time.

[0061] Those skilled in the art should understand that in step S241, the preset time period is set to 1.5 seconds before the current moment. Due to the continuous change in vehicle operating conditions, the acceleration 'a' is a continuously changing value within this 1.5-second continuous time period. Therefore, it is necessary to use the average value of the expected acceleration 'a' within the preset time period. The average value of the vehicle's actual acceleration 'a' over the preset time period Perform descriptions and calculations. The preset time period can be extended or shortened according to actual needs.

[0062] Step S242, calculate the average value Compared with the average The difference σ a ;

[0063] Step S243, at the difference σ a If the value exceeds the preset threshold δ, the vehicle is determined to be in a state of insufficient acceleration.

[0064] Those skilled in the art should understand that the calculated σ a Compare with a preset acceleration difference threshold δ, if σ a If the value is greater than δ, it means that the actual power performance of the vehicle is lower than expected, and there is a lack of acceleration. The preset threshold δ is a pre-set value. Different thresholds δ can be preset under different operating conditions and environments. Optionally, the threshold δ can also be a judgment standard based on a comprehensive analysis of the vehicle's operating conditions and operating environment.

[0065] Through steps S241-S243, the difference σ is... a Different conditions require different analyses and judgments, prompting technical personnel to develop further response strategies.

[0066] Optionally, in step S221, the modified model is obtained using the following formula: Where a1 is the first target acceleration, a2 is the second target acceleration, a3 is the third target acceleration, and a′ is the desired acceleration.

[0067] It should be noted that the first target acceleration a1, the second target acceleration a2, and the third target acceleration a3 exhibited by the vehicle under the current environment are obtained using the method in steps S222-S224. The obtained accelerations are then corrected using the above formula to obtain the accurate desired acceleration a′.

[0068] Optionally, the first calculation model is a first pulse spectrum. Before collecting the vehicle's operating condition information and the environmental information of the vehicle's operation, the method further includes:

[0069] Step S2221: Obtain the ideal acceleration curve under standard conditions. There are multiple ideal acceleration curves, each corresponding to a vehicle gear. The X-axis of the ideal acceleration curve represents the accelerator pedal opening, and the Y-axis represents the ideal acceleration a. _std The ambient temperature under standard conditions is 25℃, the altitude is 0, and the road slope angle is 0.

[0070] Specifically, design based on vehicle dynamics equations, such as Figure 5 The accelerator pedal opening-vehicle acceleration curve shown is for the vehicle in gears 1 through n (i.e., D_1 to D_n in the figure). _std By fitting and calibrating the curves under standard conditions, ideal acceleration response curves for different gears can be obtained. Furthermore, based on the ideal acceleration curves under standard conditions, the pulse spectrum diagrams (such as the first pulse spectrum diagram, the second pulse spectrum diagram, and the third pulse spectrum diagram) corresponding to the target acceleration at each gear can be obtained using the control variable method.

[0071] Step S2222: Obtain the wind resistance F experienced by the vehicle at different speeds. w and rolling resistance F f ;

[0072] Alternatively, the following formula can be used to approximate the wind resistance and rolling resistance experienced by the vehicle:

[0073] Among them, F w Indicates wind resistance, C D Where A is the air resistance coefficient, V is the vehicle's frontal area, and v is the vehicle speed.

[0074] F f = mg(f0+f1v), where F f Let m represent rolling resistance, g represent vehicle mass, f0 represent rolling resistance constant, f1 represent rolling resistance coefficient of the first-order term, v represent vehicle speed, and g = 9.8 m / s². 2 .

[0075] Among them, m and A can be measured and calculated, and C Df1 and f0 can be obtained by fitting and calibrating the coefficients of a quadratic function of velocity v. Specifically, the drag coefficient C of a car... D The typical value range is between 0.3 and 0.4, the windward area A is generally around 3 square meters, and the fitted result of the rolling resistance first-order term coefficient f1 is 10. -6 The magnitude is negligible, and the fitted value of the rolling resistance constant term f0 is approximately 0.004.

[0076] Step S2223, reduce wind resistance F w Rolling resistance F f The ideal acceleration curve is input into the first calculation model to obtain multiple first pulse spectrum diagrams. Each first pulse spectrum diagram corresponds to a vehicle gear. The X-axis of the first pulse spectrum diagram is the accelerator pedal opening, the Y-axis of the first pulse spectrum diagram is the vehicle speed, and the Z-axis of the first pulse spectrum diagram is the first target acceleration a1.

[0077] In one exemplary embodiment of this application, by combining the ideal acceleration curve under standard conditions and the calculated wind resistance and rolling resistance at different vehicle speeds, the drag acceleration value 'a' caused by the drag value can be calculated using the following formula. v : The vehicle acceleration a1 can be calculated using the following formula: a1 = a std -a v And thus obtain such Figure 6 The first pulse spectrum shown is the standard "accelerator pedal opening, vehicle-acceleration" pulse spectrum.

[0078] By going through steps S2221-S2223, the target acceleration at different vehicle speeds can be obtained, which provides a reference for determining whether the vehicle is unable to accelerate due to a lack of acceleration by taking into account other reference factors, making the judgment of the vehicle's lack of acceleration more accurate.

[0079] Optionally, the second calculation model is a second pulse spectrum. Before collecting the vehicle's operating condition information and the environmental information of the vehicle's operation, the method further includes:

[0080] Step S2231: Obtain the slope resistance experienced by the vehicle when driving under different road slope angles;

[0081] Specifically, the gradient resistance experienced by the vehicle can be calculated using the following formula: F i = mgi,i = tanα≈sinα, where α represents the angle between the road and the horizontal plane, i.e., the road slope angle, which can be measured by sensors such as vehicle inertial navigation.

[0082] Step S2232: Input the slope resistance and ideal acceleration curves into the second calculation model to obtain multiple second pulse spectrum diagrams. Each second pulse spectrum diagram corresponds to a vehicle gear. The X-axis of the second pulse spectrum diagram is the accelerator pedal opening, the Y-axis of the second pulse spectrum diagram is the road slope angle, and the Z-axis of the second pulse spectrum diagram is the second target acceleration a2.

[0083] In one exemplary embodiment of this application, the second computational model includes: and a2 = a std +a α , where a α a is the drag acceleration value corresponding to the slope resistance. std To obtain the ideal acceleration, by calculating the resistance acceleration values ​​under different slope resistances, and then calculating the second target acceleration a2 under the corresponding slope, we can obtain the following: Figure 7 The second pulse spectrum shown is the standard pulse spectrum of "accelerator pedal opening, road slope angle-acceleration".

[0084] By going through steps S2231-S2232, the target acceleration under different road slope angles can be obtained, which provides a reference for determining whether the vehicle is unable to accelerate due to a lack of acceleration by taking into account other reference factors, making the judgment of the vehicle's lack of acceleration more accurate.

[0085] Optionally, the third calculation model is a third pulse spectrum. Before collecting the vehicle's operating condition information and the environmental information of the vehicle's operation, the method further includes:

[0086] Step S2241: Obtain the altitude-oxygen content curve. The horizontal axis of the altitude-oxygen content curve is the altitude, and the vertical axis is the oxygen content.

[0087] It's important to note that changes in altitude cause changes in air density. This means that when an engine takes in the same volume of air, the actual amount of oxygen entering the cylinder varies at different altitudes. Setting the fuel injection amount based on the intake air volume would result in poor combustion. Therefore, the engine's electronic control software adjusts the fuel injection amount. However, throttle opening is related to accelerator pedal opening; therefore, at higher altitudes and lower air pressures, vehicle power will decrease. Based on an altitude-oxygen content comparison table, linear interpolation of oxygen content at different altitudes yields... Figure 8 The curve shown corresponds to "altitude - oxygen content".

[0088] Step S2242: Based on the ratio of oxygen content O1 at different altitudes to oxygen content O0 at 0 altitude, determine the vehicle power efficiency η, which varies with altitude.

[0089] Specifically, by comparing the oxygen content O1 at different altitudes with the oxygen content O0 at 0 altitude, the vehicle dynamic efficiency η as a function of altitude is obtained, i.e.:

[0090] Step S2243: Input the vehicle power efficiency η and ideal acceleration curve into the third calculation model, and output multiple third pulse spectrum diagrams. Each third pulse spectrum diagram corresponds to a vehicle gear. The X-axis of the third pulse spectrum diagram is the accelerator pedal opening, the Y-axis of the third pulse spectrum diagram is the altitude, and the Z-axis of the third pulse spectrum diagram is the third target acceleration a3.

[0091] In one exemplary embodiment of this application, the third operational model is a3 = a std η, multiplying the ideal acceleration by the vehicle's dynamic efficiency, yields the third pulse spectrum, as shown below. Figure 9 The standard "accelerator pedal opening, altitude-acceleration" pulse spectrum is shown.

[0092] By going through steps S2241-S2243, the target acceleration at different altitudes can be obtained, which provides a reference for determining whether the vehicle is unable to accelerate due to a lack of acceleration by taking into account other reference factors, making the judgment of the vehicle's lack of acceleration more accurate.

[0093] According to another aspect of the present invention, a vehicle acceleration failure detection device is also provided, which is controlled by the above-described vehicle acceleration failure detection and control method.

[0094] Figure 3 This is a structural block diagram of a vehicle acceleration weakness detection device according to one embodiment of the present invention, such as... Figure 3 As shown, the detection device includes: a data acquisition module 42, which is used to acquire vehicle operating condition information and environmental information of the vehicle driving, wherein the operating condition information includes at least the vehicle's gear position, accelerator pedal opening, vehicle speed, and actual acceleration a, and the environmental information includes at least the road slope angle and altitude; a first determination module 44, which is used to determine multiple target accelerations based on the operating condition information and the environmental information; a correction module 46, which is used to correct the multiple target accelerations to obtain the vehicle's desired acceleration a′; and a second determination module 48, which is used to determine that the vehicle is in a state of weak acceleration when the actual acceleration a and the desired acceleration a′ meet preset conditions.

[0095] The aforementioned acceleration weakness detection device collects vehicle operating condition information and environmental information. Operating condition information includes at least the vehicle's gear position, accelerator pedal opening, vehicle speed, and actual acceleration *a*. Environmental information includes at least the road slope angle and altitude. Based on the operating condition and environmental information, multiple target accelerations are determined. These target accelerations are then corrected to obtain the vehicle's desired acceleration *a′*. If both the actual acceleration *a* and the desired acceleration *a′* meet preset conditions, the vehicle is determined to be in a state of acceleration weakness. This embodiment of the vehicle acceleration weakness detection method combines driver needs, the vehicle's current driving environment, and the vehicle's current state to obtain the desired vehicle acceleration, which is then compared and evaluated with the vehicle's actual acceleration to determine whether the vehicle is experiencing acceleration weakness. This solves the technical problems of inaccurate and untimely evaluation of vehicle acceleration weakness in related technologies.

[0096] 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.

[0097] It should be noted that, in this embodiment, the detection device includes the aforementioned acquisition module, first determination module, correction module, and second determination module. The detection device can be a vehicle central control device or a separately installed detection device. Optionally, the detection device may also include more modules, such as an execution module, a communication module, and a display module. The execution module can be used to implement specific execution actions. The communication module is used to realize communication within the vehicle or communication between the vehicle and external devices. The communication module can use various methods such as wireless or wired communication. For example, the communication module can be used to transmit vehicle data to the cloud in real time, so that technicians can view and understand the vehicle's operating status, environmental conditions, etc. The display module is used to display vehicle status, engine status information, etc. For example, the display module can be a display screen inside the vehicle, which can display the accelerator pedal opening, vehicle speed, and acceleration in real time, so that users can obtain information in real time, detect vehicle abnormalities and engine status abnormalities, and take corresponding measures.

[0098] According to another aspect of the present invention, a preferred embodiment of a method for detecting vehicle acceleration weakness is also provided, such as... Figure 4 and Figure 10 As shown, the preparation work for the detection method in this embodiment includes the following steps:

[0099] Step 1: Prepare by obtaining the "ideal acceleration response curves at different speeds under standard conditions". Proceed to Step 2.

[0100] Step two: In the preparation work, further obtain the standard "accelerator pedal opening, vehicle speed-acceleration" response pulse spectrum, the standard "accelerator pedal opening, altitude-acceleration" response pulse spectrum, and the standard "accelerator pedal opening, slope-acceleration" response pulse spectrum, then proceed to step three;

[0101] Step 3: Collect the current accelerator pedal opening, vehicle speed, slope angle, and altitude, then proceed to Step 4;

[0102] Step 4: Obtain the standard acceleration affected by vehicle speed, slope angle, and altitude based on the pulse spectrum diagram designed in the preparation work, and then proceed to Step 5;

[0103] Step 5: Calculate the desired acceleration a′ using the acceleration correction formula, then proceed to Step 6;

[0104] Step 6: Calculate the average value of the desired acceleration a′ within the time window T. Average value of actual acceleration a The difference σ a Proceed to step seven;

[0105] Step 7, determine σ a If the value is greater than the preset threshold δ, then the vehicle is determined to be in a state of weak acceleration, and the process proceeds to step eight; otherwise, the process proceeds to step three.

[0106] Step 8: Upload the data to the cloud for technical personnel to analyze and judge. End.

[0107] In the above method and steps, the driver's needs and the vehicle's environment are taken into account. First, the vehicle's power response under standard conditions is obtained. Then, the standard power response is corrected according to the slope, altitude, and ambient temperature of the road where the vehicle is currently located to obtain the current expected vehicle power performance. This is compared and evaluated with the actual power performance to determine whether the vehicle is experiencing a lack of acceleration. The data is then uploaded to the cloud for technical personnel to analyze and make judgments, and to take immediate measures.

[0108] 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 described in the various embodiments of the present invention.

[0109] Embodiments of the present invention also provide a storage medium storing a computer program, wherein the computer program is configured to execute the steps in any of the above method embodiments when running.

[0110] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0111] Step S1: Collect vehicle operating condition information and vehicle driving environment information;

[0112] Step S2: Determine the acceleration of multiple targets based on operating condition information and environmental information;

[0113] Step S3: Correct the multiple target accelerations to obtain the vehicle's desired acceleration a′;

[0114] Step S4: If the actual acceleration a and the desired acceleration a′ meet the preset conditions, determine that the vehicle is in a state of weak acceleration.

[0115] Optionally, in this embodiment, the 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.

[0116] Embodiments of the present invention also provide a processor configured to run a computer program to perform the steps in any of the above method embodiments.

[0117] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:

[0118] Step S1: Collect vehicle operating condition information and vehicle driving environment information;

[0119] Step S2: Determine the acceleration of multiple targets based on operating condition information and environmental information;

[0120] Step S3: Correct the multiple target accelerations to obtain the vehicle's desired acceleration a′;

[0121] Step S4: If the actual acceleration a and the desired acceleration a′ meet the preset conditions, determine that the vehicle is in a state of weak acceleration.

[0122] An embodiment of the present invention also provides a vehicle, the vehicle including the above-described vehicle acceleration weakness detection device, the vehicle acceleration weakness detection device performing the detection using the vehicle acceleration weakness detection method described in the above embodiment.

[0123] 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.

[0124] 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.

[0125] 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 instance, 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 coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0126] 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.

[0127] 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.

[0128] 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 described in 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.

[0129] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made 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 detecting a vehicle's lack of acceleration, characterized in that, The method includes the following steps: The system collects vehicle operating condition information and environmental information about the vehicle's driving environment. The operating condition information includes at least the vehicle's gear position, accelerator pedal opening, vehicle speed, and actual acceleration. The environmental information includes at least the road slope angle and altitude; Multiple target accelerations are determined based on the operating condition information and the environmental information; The desired acceleration of the vehicle is obtained by correcting multiple target accelerations. ; In the actual acceleration and the desired acceleration Under preset conditions, it is determined that the vehicle is in a state of insufficient acceleration; Based on the operating condition information and the environmental information, multiple target accelerations are determined, and these target accelerations are corrected to obtain the desired acceleration of the vehicle. It includes the following steps: Obtain a first calculation model, a second calculation model, a third calculation model, and a correction model from the model library. There are multiple first calculation models, second calculation models, and third calculation models. The gear of each vehicle corresponds to at least one first calculation model, at least one second calculation model, and at least one third calculation model. Based on the accelerator pedal opening, the vehicle speed, and the first calculation model, the first target acceleration of the vehicle is determined. ; Based on the accelerator pedal opening, the road slope angle, and the second calculation model, the second target acceleration of the vehicle is determined. ; Based on the accelerator pedal opening, the altitude, and the third calculation model, the third target acceleration of the vehicle is determined. ; Accelerate the first target The second target acceleration The third target acceleration Input the corrected model to obtain the desired acceleration. ; The corrected model is obtained through the following formula: ,in, Accelerate for the primary objective. Acceleration for the second objective Accelerating towards the third objective The desired acceleration.

2. The method according to claim 1, characterized in that, In the actual acceleration and the desired acceleration Determining that the vehicle is in a state of insufficient acceleration under preset conditions includes the following steps: Calculate the expected acceleration within a preset time period average The actual acceleration of the vehicle within the preset time period average ; Calculate the average value With the average value The difference ; The difference Greater than the preset threshold In this case, it is determined that the vehicle is in a state of lack of acceleration.

3. The method according to claim 2, characterized in that, The preset time period is the period 1.5 seconds before the current time.

4. The method according to claim 1, characterized in that, The first calculation model is a first pulse spectrum diagram. Before collecting the vehicle's operating condition information and the environmental information of the vehicle's operation, the method further includes: Obtain ideal acceleration curves under standard conditions. There are multiple ideal acceleration curves, each corresponding to a specific vehicle gear. The X-axis of each ideal acceleration curve represents the accelerator pedal opening, and the Y-axis represents the ideal acceleration. The ambient temperature under the standard environment is 25°C, the altitude is 0, and the road slope angle is 0. Obtain the wind resistance experienced by the vehicle at different speeds. and rolling resistance ; The wind resistance Rolling resistance The ideal acceleration curve is input into the first computational model to obtain multiple first pulse spectrum diagrams. Each first pulse spectrum diagram corresponds to a vehicle gear. The X-axis of the first pulse spectrum diagram represents the accelerator pedal opening, the Y-axis represents the vehicle speed, and the Z-axis represents the first target acceleration. .

5. The method according to claim 4, characterized in that, The second calculation model is a second pulse spectrum. Before collecting the vehicle's operating condition information and the environmental information of the vehicle's operation, the method further includes the following steps: The gradient resistance experienced by the vehicle when driving at different road slope angles was obtained; The slope resistance and the ideal acceleration curve are input into the second calculation model to obtain multiple second pulse spectrum diagrams. Each second pulse spectrum diagram corresponds to a vehicle gear. The X-axis of the second pulse spectrum diagram represents the accelerator pedal opening, the Y-axis represents the road slope angle, and the Z-axis represents the second target acceleration. .

6. The method according to claim 4, characterized in that, The third calculation model is a third pulse spectrum. Before collecting the vehicle's operating condition information and the environmental information of the vehicle's operation, the method further includes the following steps: Obtain an altitude-oxygen content curve, where the horizontal axis of the altitude-oxygen content curve represents altitude and the vertical axis represents oxygen content; Based on oxygen content at different altitudes Oxygen content at 0 altitude The ratio of the two values ​​determines the vehicle's dynamic efficiency. The vehicle's power efficiency Follow changes in altitude; The vehicle's power efficiency The ideal acceleration curve is input into the third computational model, which outputs multiple third pulse spectrum diagrams. Each third pulse spectrum diagram corresponds to a vehicle gear. The X-axis of the third pulse spectrum diagram represents the accelerator pedal opening, the Y-axis represents the altitude, and the Z-axis represents the third target acceleration. .

7. A device for detecting vehicle acceleration weakness, characterized in that, include: The data acquisition module is used to collect vehicle operating condition information and environmental information of the vehicle's driving environment. The operating condition information includes at least the vehicle's gear position, accelerator pedal opening, vehicle speed, and actual acceleration. The environmental information includes at least the road slope angle and altitude; A first determining module is used to determine multiple target accelerations based on the operating condition information and the environmental information. The correction module is used to correct multiple target accelerations to obtain the desired acceleration of the vehicle. ; A second determining module, the second determining module being used in the actual acceleration and the desired acceleration Under preset conditions, it is determined that the vehicle is in a state of insufficient acceleration; Specifically, multiple target accelerations are determined based on the operating condition information and the environmental information, and these target accelerations are corrected to obtain the desired acceleration of the vehicle. It includes the following steps: Obtain a first calculation model, a second calculation model, a third calculation model, and a correction model from the model library. There are multiple first calculation models, second calculation models, and third calculation models. The gear of each vehicle corresponds to at least one first calculation model, at least one second calculation model, and at least one third calculation model. Based on the accelerator pedal opening, the vehicle speed, and the first calculation model, the first target acceleration of the vehicle is determined. ; Based on the accelerator pedal opening, the road slope angle, and the second calculation model, the second target acceleration of the vehicle is determined. ; Based on the accelerator pedal opening, the altitude, and the third calculation model, the third target acceleration of the vehicle is determined. ; Accelerate the first target The second target acceleration The third target acceleration Input the corrected model to obtain the desired acceleration. ; The corrected model is obtained through the following formula: ,in, Accelerate for the primary objective. Acceleration for the second objective Accelerating towards the third objective The desired acceleration.

8. A vehicle, characterized in that, The vehicle is tested using the vehicle acceleration weakness detection method described in any one of claims 1-6.

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