Vehicle energy control method, vehicle and storage medium

Abstract

The invention discloses an energy control method of a vehicle, the vehicle and a storage medium. The method comprises the steps that in the running process of a vehicle, driving operation data of the vehicle are obtained, and the driving operation data are used for representing operation data of a driver of the vehicle on the vehicle in the running process of the vehicle; based on the driving operation data, the driving behavior of the driver in at least one judgment period is judged, a first judgment result is obtained, and the first judgment result is used for representing whether the driving behavior is a preset driving behavior or not; adjusting a current driving strategy of the vehicle in the at least one judgment period based on the first judgment result to obtain a target driving strategy of the vehicle in the at least one judgment period; and performing energy control on the vehicle in the driving process based on the target driving strategy. According to the invention, the technical problem of low suitability between the energy control of the vehicle and the user demand in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a vehicle energy control method, a vehicle, and a storage medium. Background Art

[0002] With the continuous development of the vehicle field, the energy management strategy of hybrid vehicles is also facing many challenges.

[0003] The energy management strategy in the prior art is executed based on pre-set rules. Different drivers use the same management strategy when driving, and it is impossible to optimize the fuel-electric distribution strategy of a single vehicle in a personalized way. At the same time, users with different driving styles have different energy requirements for the vehicle. For example, for users who drive aggressively, the battery discharges more energy to assist, resulting in insufficient reserve energy, which ultimately leads to a decrease in the vehicle's drivability and power. For users who drive gently, the battery does not need more energy to assist, and the engine generates too much power, resulting in a decrease in economy. In addition, other inventions in the industry usually achieve the purpose of changing power performance by identifying switching modes, but the abrupt feeling caused by the change in driving performance caused by mode switching cannot be avoided. At the same time, the recognition algorithm for user driving style usually requires high computing power and is difficult to implement in engineering applications, which results in low adaptability of vehicle energy control and user needs in related technologies.

[0004] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0005] The embodiments of the present invention provide a vehicle energy control method, a vehicle, and a storage medium, so as to at least solve the technical problem in the related art that the energy control of the vehicle is less adaptable to the user's needs.

[0006] According to one aspect of an embodiment of the present invention, a vehicle energy control method is provided, comprising: obtaining driving operation data of the vehicle during driving of the vehicle, wherein the driving operation data is used to represent the operation data of the vehicle by the driver of the vehicle during driving; judging the driving behavior of the driver within at least one judgment period based on the driving operation data to obtain a first judgment result, wherein the first judgment result is used to represent whether the driving behavior is a preset driving behavior; adjusting the current driving strategy of the vehicle within at least one judgment period based on the first judgment result to obtain a target driving strategy of the vehicle within at least one judgment period; and performing energy control on the vehicle during driving based on the target driving strategy.

[0007] Optionally, the driving behavior of the driver within at least one judgment period is judged based on the driving operation data to obtain a first judgment result, including: determining the throttle opening and the throttle adjustment rate in the driving operation data; determining the number of activations of the driving intensity indicator within at least one judgment period based on the throttle opening and the throttle adjustment rate; and judging the driving behavior based on the number of activations to obtain a first judgment result.

[0008] Optionally, the number of activations of the driving intensity flag within at least one determination cycle is determined based on the throttle opening and the throttle adjustment rate, including: in response to the throttle opening being greater than a first preset throttle opening, and the throttle adjustment rate being greater than a preset throttle adjustment rate, determining that the driving intensity flag is successfully activated; and recording the number of activations of the driving intensity flag successfully activated within at least one determination cycle.

[0009] Optionally, the driving behavior is judged based on the number of activations to obtain a first judgment result, including: in response to the number of activations in a preset number of judgment segments within at least one judgment cycle being greater than a first preset number of activations, and the number of activations within a preset duration of at least one judgment cycle being greater than a second preset number, determining that the first judgment result indicates that the driving behavior is a preset driving behavior, and the judgment segment is used to indicate a judgment segment for activating a driving intensity indicator within at least one judgment cycle; in response to the number of activations in a preset number of judgment segments within at least one judgment cycle being less than or equal to the first preset number of activations, or the number of activations within the preset duration of at least one judgment cycle being less than or equal to the second preset number, determining that the first judgment result indicates that the driving behavior is not a preset driving behavior.

[0010] Optionally, the current driving strategy of the vehicle within at least one determination period is adjusted based on the first determination result to obtain a target driving strategy for the vehicle within at least one determination period, including: in response to the first determination result indicating that the driving behavior is a preset driving behavior, the current driving strategy is adjusted based on a first adjustment parameter corresponding to the preset driving behavior to obtain the target driving strategy; in response to the first determination result indicating that the driving behavior is not a preset driving behavior, the current driving strategy is adjusted based on a second adjustment parameter to obtain the target driving strategy.

[0011] Optionally, before determining the driver's driving behavior within at least one determination cycle based on the driving operation data to obtain a first determination result, the method also includes: acquiring vehicle driving data of the vehicle; determining the current driving condition of the vehicle based on the vehicle driving data and the driving operation data to obtain a second determination result, wherein the second determination result is used to indicate whether the current driving condition is an effective driving condition for adjusting the current driving strategy; in response to the second determination result indicating that the current driving condition is an effective driving condition for adjusting the current driving strategy, determining the driving behavior based on the driving operation data to obtain a first determination result; in response to the second determination result indicating that the current driving condition is not a valid driving condition, prohibiting determining the driving behavior based on the driving operation data.

[0012] Optionally, the current driving condition of the vehicle is determined based on the vehicle driving data and the driving operation data to obtain a second determination result, including: determining the current vehicle speed in the vehicle driving data and the throttle opening in the driving operation data; determining the vehicle's driving demand torque based on the throttle opening and the driving external characteristic torque, wherein the driving external characteristic torque is the maximum torque provided by the vehicle's power system under preset conditions; determining the current driving condition based on the current vehicle speed, throttle opening and driving demand torque to obtain a second determination result.

[0013] Optionally, the current driving condition is determined based on the current vehicle speed, throttle opening and driving demand torque to obtain a second determination result, including: in response to the throttle opening being greater than a preset throttle opening, and the current vehicle speed being greater than a preset vehicle speed, and the driving demand torque being greater than a preset driving demand torque, determining that the second determination result indicates that the current driving condition is a valid driving condition; in response to the throttle opening being less than or equal to a preset throttle opening, or the current vehicle speed being less than or equal to a preset vehicle speed, or the driving demand torque being less than or equal to a preset driving demand torque, determining that the second determination result indicates that the current driving condition is not a valid driving condition.

[0014] According to another aspect of an embodiment of the present invention, a vehicle is further provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the above-mentioned vehicle energy control method is executed when the program is running.

[0015] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is also provided, including a stored executable program, wherein when the executable program runs, the device where the storage medium is located is controlled to execute the above-mentioned vehicle energy control method.

[0016] In an embodiment of the present invention, driving operation data of the vehicle is obtained during the driving of the vehicle, and then the driving behavior of the driver in at least one judgment period is judged based on the driving operation data to obtain a first judgment result, and then the current driving strategy of the vehicle in at least one judgment period is adjusted based on the first judgment result to obtain a target driving strategy for the vehicle in at least one judgment period, and finally energy control of the vehicle during driving is performed based on the target driving strategy to achieve the purpose of energy control of the vehicle. It is easy to notice that the acquired driving operation data is used to represent the operation data of the vehicle by the driver during the driving process. After the above data is obtained, the driving behavior of the driver in at least one cycle is judged to obtain a first judgment result. The first judgment result here indicates whether the driver's behavior is a preset driving behavior. Then, based on different first preset results, the current driving strategy of the vehicle in at least one cycle is adjusted accordingly to obtain the target driving strategy of the vehicle, and then the energy of the vehicle during driving is controlled based on the target driving strategy. The above process determines the real driving state of the driver by acquiring driving data, and based on the judgment result of the real driving state of the driver, the current driving strategy is adjusted in a single judgment segment to obtain the target driving strategy, so that the vehicle's control of energy is continuous, avoiding the abrupt feeling caused by the change of driving performance due to mode switching. At the same time, the vehicle energy control that varies from person to person is achieved, the different vehicle use needs of different users are met, and the personalized control of vehicle energy is realized, thereby solving the technical problem of low adaptability of vehicle energy control to user needs in related technologies. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0018] Figure 1 is a flow chart of a vehicle energy control method according to an embodiment of the present invention;

[0019] Figure 2 is a time relationship diagram of a hybrid system target power and an engine target power generation strategy correction method according to an embodiment of the present invention;

[0020] Figure 3 is a schematic diagram of a drivability parameter strategy correction method according to an embodiment of the present invention;

[0021] Figure 4 is a schematic structural diagram of an optional energy control device for a vehicle according to an embodiment of the present invention;

[0022] Figure 5is a flow chart of an optional vehicle energy control method according to an embodiment of the present invention;

[0023] Figure 6 It is a schematic diagram of an optional energy control device for a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0025] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0026] According to an embodiment of the present invention, an embodiment of a vehicle energy control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0027] Figure 1 is a flow chart of a vehicle energy control method according to an embodiment of the present invention. Figure 1 As shown, the method comprises the following steps:

[0028] Step S102, while the vehicle is traveling, obtaining driving operation data of the vehicle, wherein the driving operation data is used to represent the operation data of the vehicle by the driver of the vehicle during the driving process.

[0029] The driving operation data in the above steps is used to describe the various data generated by the driver's operation of the car during the driving process of the car. These data can reflect the driver's driving skills, driving habits and driving behavior. The driving operation data may include but is not limited to throttle operation data, brake operation data, shift operation data and steering operation data, etc. The method of obtaining the driving operation data may include but is not limited to sensor data collection, vehicle information system collection, driving behavior analysis tool acquisition, telemetry technology acquisition and vehicle camera acquisition, etc. The driver's driving habits and driving skills analysis can be realized by collecting and analyzing the driving operation data, thereby improving the safety of the driving process and further improving the vehicle performance.

[0030] In an optional embodiment, during the driving process of the vehicle, in order to obtain the driving operation data of the vehicle, it is necessary to pre-install a corresponding data acquisition device in the vehicle. The data acquisition device to be added can be determined based on the type of driving operation data that needs to be obtained, and may include but is not limited to a throttle detection device corresponding to the throttle operation data, a brake monitoring device corresponding to the brake operation data, a gear position detection device corresponding to the shift operation data, and a steering wheel detection device corresponding to the steering operation data, etc. The specific data acquisition device can be determined based on the type of operation data required, and is not limited here.

[0031] Step S104: determining the driving behavior of the driver in at least one determination cycle based on the driving operation data to obtain a first determination result, wherein the first determination result is used to indicate whether the driving behavior is a preset driving behavior.

[0032] The determination period in the above steps is used to describe the time range for evaluating the driver's behavior, which is usually a fixed time period. The determination period may include but is not limited to five minutes, ten minutes, fifteen minutes, thirty minutes, forty minutes, fifty minutes, one hour, one day and any fixed duration. The system collects the driver's driving operation data during this period, and then evaluates and analyzes the driver's driving behavior. The role of evaluating the driver's driving behavior within the determination period includes but is not limited to personalized driving advice, driving skills assessment, driving safety assessment, and driving habits analysis. The specific determination period can be determined based on the type of operation data to be obtained and the requirements of the evaluation index, and is not limited here.

[0033] The preset driving behavior in the above steps is used to describe a preset driving behavior standard, which is used to compare with the acquired driving operation data to determine whether it meets the preset driving behavior, and then obtain a first determination result.

[0034] The first determination result in the above steps is used to describe the comparison result between the acquired driving operation data and the preset driving behavior standard, and can be used as the basis for executing the subsequent steps of the vehicle energy control method.

[0035] In an optional embodiment, first, after obtaining driving operation data within a judgment period, it is determined whether different driving operation data meet the preset judgment criteria, and then it is determined whether the driver's driving behavior meets the preset driving behavior based on the judgment results of multiple driving operation data, and then a first judgment result is obtained, that is, the driver's driving behavior meets the preset driving behavior or the driver's driving behavior does not meet the preset driving behavior. Based on this result, the driver's driving behavior can be classified, and corresponding driving strategies can be provided according to different categories of driving behavior, thereby realizing personalized generation of driving strategies, and then realizing personalized energy control of the vehicle, thereby enhancing the driver's driving experience.

[0036] Step S106: adjusting the current driving strategy of the vehicle within at least one determination period based on the first determination result to obtain a target driving strategy of the vehicle within at least one determination period.

[0037] The current driving strategy in the above steps is used to describe a series of behaviors and decisions taken by the driver during driving in the current situation. The types of current driving strategies may include but are not limited to speed control strategy, lane selection strategy, following distance strategy, overtaking strategy and lane changing strategy, etc. The specific strategy may vary depending on factors such as the driver's experience, skills, road conditions and vehicle performance.

[0038] The target driving strategy in the above steps is used to describe the methods and measures for achieving the goals of high efficiency, safety, and comfort during the driving process of the vehicle. The types of target driving strategies may include but are not limited to safe driving strategies, comfortable driving strategies, intelligent control driving strategies, etc. Different target driving strategies are formulated according to different goals to be achieved. The specific target driving strategy can be selected and adjusted according to the vehicle type, driving environment, and driver needs to achieve the best driving effect, which is not limited here.

[0039] In an optional embodiment, after obtaining the first judgment result, different target driving strategies are given for different judgment results, including, for the result that the driver's driving behavior satisfies the preset driving behavior, a target driving strategy for the vehicle within at least one corresponding judgment period is given; for the result that the driver's driving behavior does not satisfy the preset driving behavior, a target driving strategy for the vehicle within at least one corresponding judgment period is also given. The above target driving strategies are generated for different judgment results, which can fine-tune the vehicle's driving strategy, thereby realizing the personalization and specialization of the vehicle driving strategy adjustment.

[0040] Step S108, performing energy control on the vehicle during driving based on the target driving strategy.

[0041] The energy control in the above steps is used to describe the real-time regulation of the vehicle's power system, braking system, energy recovery system, etc. according to the target driving strategy (such as energy saving, comfort, safety, etc.) during driving, so as to achieve effective management of vehicle energy consumption and energy recovery. The role of energy control includes but is not limited to improving energy efficiency, reducing emissions, improving driving comfort, improving safety, and reducing vehicle maintenance costs. The types of energy control can be but are not limited to engine control, vehicle system parameter control, transmission control, brake energy recovery, vehicle dynamic control, and energy management system. The specific energy control method needs to be determined according to the control purpose and method of the vehicle energy and the specific vehicle system parameters, which are not limited here.

[0042] In an optional embodiment, after obtaining the target driving strategy, the vehicle is energy controlled according to different target driving strategies to achieve efficient, comfortable and energy-saving driving of the vehicle. The above method generates personalized driving strategies according to the driving styles of different drivers, and controls the vehicle energy according to the personalized driving strategies. While ensuring that different drivers are in a comfortable and efficient driving environment, personalized control of vehicle energy is achieved, thereby achieving effective utilization of vehicle energy and reducing energy waste.

[0043] In an embodiment of the present invention, driving operation data of the vehicle is obtained during the driving of the vehicle, and then the driving behavior of the driver in at least one judgment period is judged based on the driving operation data to obtain a first judgment result, and then the current driving strategy of the vehicle in at least one judgment period is adjusted based on the first judgment result to obtain a target driving strategy for the vehicle in at least one judgment period, and finally energy control of the vehicle during driving is performed based on the target driving strategy to achieve the purpose of energy control of the vehicle. It is easy to notice that the acquired driving operation data is used to represent the operation data of the vehicle by the driver during the driving process. After the above data is obtained, the driving behavior of the driver in at least one cycle is judged to obtain a first judgment result. The first judgment result here indicates whether the driver's behavior is a preset driving behavior. Then, based on different first preset results, the current driving strategy of the vehicle in at least one cycle is adjusted accordingly to obtain the target driving strategy of the vehicle, and then the energy of the vehicle during driving is controlled based on the target driving strategy. The above process determines the real driving state of the driver by acquiring driving data, and based on the judgment result of the real driving state of the driver, the current driving strategy is adjusted in a single judgment segment to obtain the target driving strategy, so that the vehicle's control of energy is continuous, avoiding the abrupt feeling caused by the change of driving performance due to mode switching. At the same time, the vehicle energy control that varies from person to person is achieved, the different vehicle use needs of different users are met, and the personalized control of vehicle energy is realized, thereby solving the technical problem of low adaptability of vehicle energy control to user needs in related technologies.

[0044] Optionally, the driving behavior of the driver within at least one judgment period is judged based on the driving operation data to obtain a first judgment result, including: determining the throttle opening and the throttle adjustment rate in the driving operation data; determining the number of activations of the driving intensity indicator within at least one judgment period based on the throttle opening and the throttle adjustment rate; and judging the driving behavior based on the number of activations to obtain a first judgment result.

[0045] The above-mentioned throttle opening refers to the degree to which the accelerator pedal is depressed during the engine control process, usually expressed as a percentage. The larger the throttle opening, the more air the engine inhales, and thus the greater the power and torque output by the engine. The throttle opening is one of the key parameters used by the engine control unit to calculate the fuel injection amount and ignition timing.

[0046] The above throttle adjustment rate refers to the speed of the engine response when the accelerator pedal is pressed or released. The throttle adjustment rate reflects the degree of correlation between the operation of the accelerator pedal and the actual output power of the engine when the car is accelerating or decelerating. The higher the throttle adjustment rate, the faster the engine response, and the better the acceleration performance and driving experience of the car. The optimization of the throttle adjustment rate can be achieved by adjusting the engine control software to adapt to the needs of different drivers and driving environments.

[0047] The above-mentioned driving intensity identification refers to the intensity level of the current driving behavior. The vehicle intensity level can be classified into two categories: intense and gentle, or three categories: intense, neutral, and gentle. The specific intensity level and intensity level division standard can be determined according to the vehicle's energy adjustment strategy, which is not limited here.

[0048] The above activation times refer to the number of times the throttle opening and the throttle adjustment rate meet a certain driving intensity level threshold in at least one determination cycle.

[0049] The above-mentioned first judgment result refers to the judgment result obtained by judging the driving behavior based on the number of activations, that is, the judgment result of whether the vehicle meets a certain driving intensity. It can be a judgment that the driving intensity is intense or a judgment that the driving intensity is gentle. The specific judgment needs to be determined according to the intensity classification level and the specific number of vehicle activations, and is not limited here.

[0050] In an optional embodiment, in a vehicle energy control method, first, a determination period is determined, such as 5 minutes, 10 minutes and 20 minutes, etc., which is not limited here. This period should be long enough to capture the change of driving intensity; then, in the determination period, the data of throttle opening and throttle adjustment rate are recorded; secondly, in order to determine the number of activation times of the driving intensity mark, a threshold needs to be set, which can be a percentage of the throttle opening or a percentage of the throttle adjustment rate per second. When the throttle opening or the throttle adjustment rate exceeds this threshold, it is considered that the driving intensity mark is activated; finally, in the determination period, the number of times the throttle opening or the throttle adjustment rate exceeds the threshold is counted, that is, the number of activation times of the driving intensity mark is counted, and the driving style and driving behavior of the driver can be analyzed based on the number of activation times of the driving intensity mark. If the number of activation times is greater than a certain threshold, it may indicate that the driver's driving style is more aggressive; otherwise, it may indicate that the driver's driving style is relatively soft. The above process realizes the classification of the driver's driving style by judging whether the number of activation times is greater than a certain threshold, which facilitates the subsequent generation of personalized driving strategies for different drivers' driving styles.

[0051] Optionally, the number of activations of the driving intensity flag within at least one determination cycle is determined based on the throttle opening and the throttle adjustment rate, including: in response to the throttle opening being greater than a first preset throttle opening, and the throttle adjustment rate being greater than a preset throttle adjustment rate, determining that the driving intensity flag is successfully activated; and recording the number of activations of the driving intensity flag successfully activated within at least one determination cycle.

[0052] The above-mentioned first preset throttle opening refers to the throttle opening preset under specific conditions, such as when the car engine is started or in certain specific driving modes, expressed as a percentage. The above-mentioned first preset throttle opening can be a throttle opening set according to actual needs, and can be set between 35%-50%, and can include but is not limited to any value in the range of 35%, 40%, 45%, 50% and above. The above values ​​are only examples, and the specific numerical settings are not limited to the range in the example. The first preset throttle opening can also be flexibly set according to the actual application scenario, which is not limited here.

[0053] The above-mentioned preset throttle adjustment rate refers to the preset adjustment speed or ratio of the vehicle throttle in the vehicle system. This setting can be to meet specific performance requirements, safety requirements or other operating standards. The preset throttle adjustment rate, the above-mentioned preset throttle adjustment rate can be a throttle adjustment rate set according to actual needs, can be set between 100pct / s-120pct / s, and can include but is not limited to 100pct / s, 105pct / s, 110pct / s, 115pct / s, 120pct / s and any value in the above range. The above values ​​are only examples, and the specific numerical settings are not limited to the range in the example. The preset throttle adjustment rate can also be flexibly set according to the actual application scenario, which is not limited here.

[0054] In an optional embodiment, the driving intensity identification needs to meet the following conditions at the same time to be considered as a valid driving intensity mark: when the throttle opening is greater than the first preset throttle opening; the throttle adjustment rate is greater than the preset throttle adjustment rate. In the above conditions, the first preset throttle opening and the preset throttle adjustment rate are related to the vehicle speed. Generally, the higher the vehicle speed, the larger the value. They are calibrated from the actual vehicle. In addition, the first preset throttle opening and the preset throttle adjustment rate can also be obtained from a large amount of driving big data through neural network algorithm training. When the throttle opening and the throttle adjustment rate meet the above conditions, the driving intensity mark is considered valid, which is recorded as the driving intensity mark being activated once. The number of driving intensity mark activations within at least one determination cycle is recorded and used as the basis for subsequent driving strategy corrections.

[0055] Optionally, the driving behavior is judged based on the number of activations to obtain a first judgment result, including: in response to the number of activations in a preset number of judgment segments within at least one judgment cycle being greater than a first preset number of activations, and the number of activations within a preset duration of at least one judgment cycle being greater than a second preset number, determining that the first judgment result indicates that the driving behavior is a preset driving behavior, and the judgment segment is used to indicate a judgment segment for activating a driving intensity indicator within at least one judgment cycle; in response to the number of activations in a preset number of judgment segments within at least one judgment cycle being less than or equal to the first preset number of activations, or the number of activations within the preset duration of at least one judgment cycle being less than or equal to the second preset number, determining that the first judgment result indicates that the driving behavior is not a preset driving behavior.

[0056] The above-mentioned first preset activation number refers to the first preset activation number. The activation number needs to be greater than the preset activation number to meet the condition. Here, the first preset activation number can be but is not limited to 12 times. The specific number can be determined according to system requirements and is not limited here.

[0057] The above-mentioned second preset number of times refers to a pre-set second activation number. The activation number needs to be greater than the preset activation number to meet the condition. The second preset number here can be but is not limited to 20 times. The specific number can be determined according to system requirements and is not limited here.

[0058] The above-mentioned preset number refers to the number of determination fragments for performing the activation action. The preset number here may be 20, which means 20 determination fragments. The specific preset number may also be determined according to actual needs and is not limited here.

[0059] The above-mentioned preset duration refers to the time length of the determination segment for performing the activation action. The preset duration here may include but is not limited to 5 minutes. The specific preset duration can be determined according to system requirements and is not limited here. In an optional embodiment, if the following conditions are met at the same time, it is determined that the first determination result indicates that the driving behavior is a preset driving behavior, that is, the strategy correction flag is considered to be valid: within a preset number of determination segments, the driving intensity flag is activated, and the number of activations of the driving intensity flag is greater than the first preset activation number; within a preset time period of the determination cycle, the driving intensity flag is activated, and the number of activations of the driving intensity flag is greater than the second preset number; if any one of the following conditions is met, it is determined that the first determination result indicates that the driving behavior is not a preset driving behavior, that is, the strategy correction flag is considered to be invalid: within a preset number of determination segments, the driving intensity flag is activated, and the number of activations of the driving intensity flag is less than or equal to the first preset activation number; within a preset time period of the determination cycle, the driving intensity flag is activated, and the number of activations of the driving intensity flag is less than or equal to the second preset number. This process realizes the classification of driving behaviors according to whether the number of activations of the driving intensity flag within the preset number of determination segments meets the first preset number, or according to whether the number of activations of the driving intensity flag within the preset time period meets the second preset number, and determines whether the driving behavior is a preset driving behavior, and then different target driving strategies can be generated according to different driving behaviors to achieve personalized and efficient control of vehicle energy.

[0060] Optionally, the current driving strategy of the vehicle within at least one determination period is adjusted based on the first determination result to obtain a target driving strategy for the vehicle within at least one determination period, including: in response to the first determination result indicating that the driving behavior is a preset driving behavior, the current driving strategy is adjusted based on a first adjustment parameter corresponding to the preset driving behavior to obtain the target driving strategy; in response to the first determination result indicating that the driving behavior is not a preset driving behavior, the current driving strategy is adjusted based on a second adjustment parameter to obtain the target driving strategy.

[0061] The above-mentioned first adjustment parameter refers to the adjustment parameter of the vehicle system when the first judgment result indicates that the driving behavior is the preset driving behavior, which may include but is not limited to an increase of 0.1% in the target power of the hybrid system, an increase of 0.05% in the target power of the engine, and a driving parameter close to 0.1% in the parameter value of the sports mode. The adjustment range of each parameter by the first adjustment parameter can be determined according to the actual vehicle condition and driving condition, and is not limited here.

[0062] The above-mentioned second adjustment parameter refers to the adjustment parameter of the vehicle system when the first judgment result indicates that the driving behavior is a non-preset driving behavior, which may include but is not limited to a target power reduction of 0.1% for the hybrid system, a target power reduction of 0.05% for the engine, and a driving performance parameter close to 0.1% for the parameter value of the soft mode. The adjustment range of the first adjustment parameter for each parameter can be determined according to the actual vehicle condition and driving condition, and is not limited here.

[0063] In an optional embodiment, Figure 2 is a time relationship diagram of a hybrid system target power and engine target power generation strategy correction method according to an embodiment of the present invention, Figure 2 The process of adjusting the target for a single judgment segment in the time dimension is described, wherein the horizontal axis can be time, and the vertical axis can be the hybrid system target power and the engine target power generation. The target adjustment can be the process of increasing or decreasing the hybrid system target power, and the target adjustment can also be the process of increasing or decreasing the engine target power generation. The target adjustment method is different under different driving behaviors. When the driving behavior is intense driving behavior, the target is increased, and the corresponding hybrid system target power and engine target power generation show an upward trend. When the driving behavior is gentle driving behavior, the target is decreased, and the corresponding hybrid system target power and engine target power generation show a downward trend. In the above process, by adjusting the hybrid system target power and the engine target power generation in a single judgment segment, the vehicle's control of energy is continuous, thereby avoiding the abruptness caused by the change in driving performance caused by mode switching, and improving the driver's driving experience.

[0064] Figure 3 is a schematic diagram of a drivability parameter strategy correction method according to an embodiment of the present invention, Figure 3 It is used to describe the weight adjustment process of soft driving parameters and sporty driving parameters. Under different driving behaviors, the driving parameters are adjusted differently. That is, when driving is intense, the driving parameters are adjusted in a way that the weight of sporty driving parameters is increased, and when driving is soft, the driving parameters are adjusted in a way that the weight of soft driving parameters is increased.

[0065] A specific driving strategy correction method may be that, when the strategy correction flag is valid, it indicates that within a judgment cycle, the proportion of intense driving behavior is relatively large, that is, the first judgment result indicates that the driving behavior is a preset driving behavior. At this time, the first adjustment parameter is used to correct the energy management strategy. The first adjustment parameter is specifically adjusted as follows: the target power of the hybrid system is increased by 0.1%; the target power generation of the engine is increased by 0.05%; the driving parameter is close to the parameter value of the sports mode by 0.1%, and the target driving strategy under the preset driving behavior is obtained.

[0066] After the strategy correction flag is invalid, it means that within a judgment cycle, the proportion of soft driving behavior is relatively large, that is, the first judgment result shows that the driving behavior is not the preset driving behavior. At this time, the second adjustment parameter is used to correct the energy management strategy. The second adjustment parameter is specifically adjusted as follows: the target power of the hybrid system is reduced by 0.1%. In particular, the target power correction value needs to be reasonably restricted to avoid the correction value exceeding a reasonable range; the target power generation of the engine is reduced by 0.05%; the driving parameter is close to the parameter value of the soft mode by 0.1%, and the target driving strategy under non-preset driving behavior is obtained.

[0067] In particular, it is necessary to impose reasonable restrictions on the target power correction value to prevent the correction value from exceeding a reasonable range; the corrected engine target power generation is still subject to the restrictions of the Noise, Vibration and Harshness (NVH) strategy to prevent excessive power generation from causing engine noise to deteriorate; the driving performance parameters will preset soft mode driving performance parameters and sports mode driving performance parameters in the controller, and set weight coefficients based on the identified driving behavior to determine the tendency of driving performance parameters of different intensities.

[0068] Optionally, before determining the driver's driving behavior within at least one determination cycle based on the driving operation data to obtain a first determination result, the method also includes: acquiring vehicle driving data of the vehicle; determining the current driving condition of the vehicle based on the vehicle driving data and the driving operation data to obtain a second determination result, wherein the second determination result is used to indicate whether the current driving condition is an effective driving condition for adjusting the current driving strategy; in response to the second determination result indicating that the current driving condition is an effective driving condition for adjusting the current driving strategy, determining the driving behavior based on the driving operation data to obtain a first determination result; in response to the second determination result indicating that the current driving condition is not a valid driving condition, prohibiting determining the driving behavior based on the driving operation data.

[0069] The above-mentioned second judgment result may refer to determining whether the current operating condition is an effective operating condition for adjusting the current driving strategy based on the obtained relevant parameters. There are two possible second judgment results, namely, the current operating condition is an effective operating condition for adjusting the current driving strategy and the current operating condition is not an effective operating condition for adjusting the current driving strategy.

[0070] The above-mentioned effective driving condition may refer to a state in which the vehicle can operate normally and achieve expected performance and efficiency under the effective driving condition.

[0071] In an optional embodiment, during vehicle driving, the vehicle driving data is first obtained, and then the current driving condition of the vehicle is determined based on the above vehicle driving data and the driver's driving operation data to obtain a second determination result, which indicates whether the current driving condition is a valid driving condition for the current strategy. At this time, the corresponding implementation strategy is selected according to different second determination results. If the second determination result indicates a valid driving condition, further determination is performed to obtain the first determination result; if the second determination result indicates an invalid driving condition, no determination is performed. In the above process, corresponding driving strategies are executed according to different second determination results, which reflects the adaptability and rationality of the driving strategy, saves the execution cost of the driving strategy, and improves the execution efficiency of the driving strategy.

[0072] Optionally, the current driving condition of the vehicle is determined based on the vehicle driving data and the driving operation data to obtain a second determination result, including: determining the current vehicle speed in the vehicle driving data and the throttle opening in the driving operation data; determining the vehicle's driving demand torque based on the throttle opening and the driving external characteristic torque, wherein the driving external characteristic torque is the maximum torque provided by the vehicle's power system under preset conditions; determining the current driving condition based on the current vehicle speed, throttle opening and driving demand torque to obtain a second determination result.

[0073] The above-mentioned driving demand torque may refer to the engine output torque required to meet the driver's requirements for vehicle acceleration, deceleration, climbing, etc., and to ensure the stability and safety of the vehicle under various driving conditions. This torque value will vary according to the driver's operation (such as the depth of the accelerator pedal), the vehicle's speed, road conditions, etc. Its functions include but are not limited to ensuring the vehicle's power performance, adapting to different driving conditions, optimizing fuel economy, and controlling emissions.

[0074] In an optional embodiment, after obtaining information such as the current vehicle speed v, the throttle opening α_acc, and the driving external characteristic torque T_(Drv_available), the driving demand torque T_req is calculated. First, the throttle opening is calculated, and the calculation formula is as follows:

[0075] α_acc=f(a1,a2);

[0076] Wherein, α_acc is the accelerator pedal opening, a1 is the voltage of accelerator pedal sensor 1, a2 is the voltage of accelerator pedal sensor 2, and f() is the accelerator pedal sensor characteristic curve. The sensor characteristic curve is obtained from the technical specification of the matching sensor model.

[0077] Then, the driving demand torque is calculated as follows:

[0078] T_req=T_(Drv_available) / 100×α_acc;

[0079] In the formula, T_req is the driving demand torque, α_acc is the accelerator pedal opening, T_(Drv_available) is the driving external characteristic torque, which is the maximum external characteristic torque capacity value under the currently matched powertrain. The calculation methods for different configurations are inconsistent. For the series configuration, it is generally the sum of the external characteristic torque capabilities of the motors. For the parallel configuration, it is generally the sum of the external characteristic torques of the engine and the driving motor. This calculation is not the main innovation of the present invention and will not be repeated in the present invention.

[0080] Finally, the current vehicle speed, throttle opening and driving demand torque are obtained and used to make a working condition determination to obtain a second determination result.

[0081] Optionally, the current driving condition is determined based on the current vehicle speed, throttle opening and driving demand torque to obtain a second determination result, including: in response to the throttle opening being greater than a preset throttle opening, and the current vehicle speed being greater than a preset vehicle speed, and the driving demand torque being greater than a preset driving demand torque, determining that the second determination result indicates that the current driving condition is a valid driving condition; in response to the throttle opening being less than or equal to a preset throttle opening, or the current vehicle speed being less than or equal to a preset vehicle speed, or the driving demand torque being less than or equal to a preset driving demand torque, determining that the second determination result indicates that the current driving condition is not a valid driving condition.

[0082] The above-mentioned preset throttle opening refers to the preset throttle opening under specific conditions, such as when the car engine is started or in certain specific driving modes, expressed as a percentage. The preset throttle opening can be set between 0.5% and 2%. The preset throttle opening can be but is not limited to 5%, 1%, 1.5%, 2% and any value in the above range. It needs to be determined according to the specific vehicle conditions and is not limited here.

[0083] The above-mentioned preset speed refers to a target speed set in advance by the driver or the automatic control system to guide the driving speed of the vehicle. The preset speed can improve transportation efficiency, reduce fuel consumption, reduce driver fatigue, and help improve driving safety. The preset speed can be set between 1km / h-3km / h, and can include but is not limited to 1km / h, 1.5km / h, 2km / h, 2.5km / h, 3km / h and any value in the above range. The above numerical range is only for example. The specific numerical setting needs to be determined according to the specific vehicle situation and is not limited here.

[0084] The above-mentioned preset required torque refers to a torque value pre-set in the control system of a car or other vehicle. In a vehicle, the torque is related to the output power of the engine or motor, and affects the vehicle's acceleration performance, climbing ability and driving stability, etc. It is usually used to control the output of the engine or motor to meet the performance requirements of the vehicle under different working conditions. The preset required torque can be set between 20Nm-40Nm, and may include but is not limited to 20Nm, 25Nm, 30Nm, 35Nm, 40Nm and any value in the above range. The specific preset required torque needs to be determined based on the driver's operation and the vehicle's operating conditions, and is not limited here.

[0085] Figure 4 is a schematic diagram of the structure of an optional energy control device for a vehicle according to an embodiment of the present invention, such as Figure 4 As shown, the device includes: a driving information collection module, a driving behavior analysis module, a strategy correction module and a storage module.

[0086] Among them, the driving information acquisition module is used for signal acquisition and conversion. First, the throttle sensor voltage, current vehicle speed signal and gear signal are collected, and then the voltage is converted to the opening, and the throttle sensor voltage is converted into the throttle opening; and the current vehicle speed signal and the gear signal are checked for signal validity to obtain the valid current vehicle speed and gear signals; at the same time, the driving demand torque is analyzed to obtain the driving demand torque, and finally the throttle opening, current vehicle speed, gear and driving demand torque information are obtained; the driving behavior analysis module determines whether the current working condition is a valid driving behavior determination condition based on the throttle opening, vehicle speed, gear and driving demand torque information finally obtained by the driving information acquisition module. If the operating condition is determined to be valid, a driving intensity indicator determination and a strategy correction flag determination are performed, and the strategy correction flag determination result is output; if the operating condition is determined to be invalid, no further determination is performed; the strategy correction module corrects the hybrid system target power, the engine target power generation, and the drivability parameters according to the strategy correction flag, and generates a new energy management strategy, so that the vehicle's energy can be controlled based on the new energy management strategy, thereby enabling the vehicle's power system to have better performance; the storage module stores the hybrid system target power correction value, the engine target power generation correction value, and the drivability parameter correction value output by the strategy correction module for use in the baseline value calculation for the next driving cycle.

[0087] In an optional embodiment, Figure 5 FIG. 1 is a flow chart of an optional vehicle energy control method according to an embodiment of the present invention. The optional vehicle energy control method flow chart mainly includes the following steps:

[0088] Step S502, the controller is initialized and reads the correction value calculated in the previous driving cycle in the storage module.

[0089] After the controller is initialized, it will start calculating the current driving cycle based on the stored correction values. If it is in the factory state, it will be the factory default correction parameter value.

[0090] Step S504, collecting the throttle sensor voltage, current vehicle speed and gear position signal, and calculating the throttle opening and driving demand torque.

[0091] The above-mentioned throttle sensor voltage, current vehicle speed and gear position signal are collected by the driving information collection module. The current vehicle speed is generally sent by the Electronic Stability Control (ESC) controller; the throttle opening α_acc calculation process is as follows:

[0092] α_acc=f(a1,a2);

[0093] Where α_acc is the throttle opening, a1 is the voltage of throttle sensor 1, a2 is the voltage of throttle sensor 2, and f() is the throttle sensor characteristic curve. The sensor characteristic curve is obtained from the technical specification of the matching sensor model. The calculation process of driving demand torque T_req is as follows:

[0094] T_req=T_(Drv_available) / 100×α_acc;

[0095] In the formula, T_req is the driving demand torque, α_acc is the throttle opening, T_(Drv_available) is the driving external characteristic torque, which is the maximum external characteristic torque capacity value under the currently matched powertrain. The calculation methods for different configurations are inconsistent. For the series configuration, it is generally the sum of the external characteristic torque capabilities of the motors. For the parallel configuration, it is generally the sum of the external characteristic torques of the engine and the driving motor. This calculation is not the main innovation of the present invention and will not be repeated in the present invention.

[0096] Step S506, identifying a valid determination condition.

[0097] Based on the strategy correction module, the effective determination condition is identified to obtain the second determination result. If the power system is in the ready-to-drive state and in the driving gear, and the throttle opening is greater than the preset throttle opening, and the current vehicle speed is greater than the preset vehicle speed, and the driving demand torque is greater than the preset demand torque, then the second determination result is determined to indicate that the current driving condition is a valid driving condition; if the power system is in the ready-to-drive state and in the driving gear, and the throttle opening is less than or equal to the preset throttle opening, and the current vehicle speed is less than or equal to the preset vehicle speed, and the driving demand torque is less than or equal to the preset demand torque, then the second determination result is determined to indicate that the current driving condition is not a valid driving condition. In particular, when a torque limit or speed limit fault occurs, it should be regarded as a non-valid driving condition. The above-mentioned preset throttle opening can be set between 0.5%-2%, the preset vehicle speed can be set between 1km / h-3km / h, and the preset demand torque can be set between 20Nm-40Nm. The above numerical ranges are only examples, and the specific numerical range can be determined according to system requirements, and is not limited here.

[0098] Step S508, identifying gentle / intense driving behaviors and identifying strategy correction signs.

[0099] After the working condition is determined to be valid, the vehicle's gentle / aggressive driving behavior and strategy correction signs can be identified.

[0100] The identification of gentle / intense driving behavior can refer to judging whether the driving behavior is gentle driving behavior or intense driving behavior according to different conditions. The specific judgment conditions are as follows: if the following conditions are met at the same time, the driving behavior is deemed to be an intense driving behavior, that is, the driving intensity mark is considered to be valid: the throttle opening is greater than the first preset throttle opening; the throttle adjustment rate is greater than the preset throttle adjustment rate; if one of the following conditions is met at the same time, the driving behavior is deemed to be gentle driving behavior, that is, the driving intensity mark is considered to be invalid: the throttle opening is less than or equal to the first preset throttle opening; the throttle adjustment rate is less than or equal to the preset throttle adjustment rate. Among them, the first preset throttle opening can be set between 35%-50%, and the preset throttle adjustment rate can be set between 100pct / s-120pct / s. The above numerical range is only an example. The specific value can be determined according to the system requirements and is not limited here. In the above conditions, the first preset throttle opening and the preset throttle adjustment rate are related to the vehicle speed. Generally, the higher the vehicle speed, the larger the value, which is calibrated by the actual vehicle. In addition, the first preset throttle opening and the preset throttle adjustment rate can also be obtained from a large amount of driving big data through neural network algorithm training.

[0101] Strategy correction mark identification may refer to determining whether the strategy correction mark is valid according to certain conditions, and the specific conditions are as follows: if the following conditions are met at the same time, it is determined that the first determination result indicates that the driving behavior is a preset driving behavior, that is, the strategy correction mark is considered to be valid: within a preset number of 20 determination segments, the driving intensity mark is activated, and the number of activations of the driving intensity mark is greater than the first preset activation number; within a preset determination cycle of 5 minutes, the driving intensity mark is activated, and the number of activations of the driving intensity mark is greater than the second preset number; if any of the following conditions is met, it is determined that the first determination result indicates that the driving behavior is not a preset driving behavior, that is, the strategy correction mark is considered invalid: within 20 determination segments, the driving intensity mark is activated, and the number of activations of the driving intensity mark is less than or equal to the first preset activation number; within a preset determination cycle of 5 minutes, the driving intensity mark is activated, and the number of activations of the driving intensity mark is less than or equal to the second preset number. The above preset number and preset duration are only examples, and the specific preset number of determination segments and preset duration of the determination cycle can be determined according to actual needs, and are not limited here.

[0102] It should be noted that when the identification and determination working condition is invalid, the correction value remains the value calculated in the previous cycle.

[0103] Step S510, the hybrid system target power, the engine target power generation, and the drivability parameters are corrected.

[0104] When the strategy correction flag is valid, it means that in a judgment cycle, the proportion of aggressive driving behavior is relatively large. At this time, the first adjustment parameter is used to correct the energy management strategy. The specific adjustment of the first adjustment parameter is:

[0105] The target power of the hybrid system is increased by 0.1%; the target power generation of the engine is increased by 0.05%; and the driving performance parameters are close to the parameter value of the sports mode by 0.1%.

[0106] When the strategy correction flag is invalid, it means that in a judgment cycle, the proportion of soft driving behavior is relatively large. At this time, the second adjustment parameter is used to correct the energy management strategy. The specific adjustment of the second adjustment parameter is:

[0107] The target power of the hybrid system is reduced by 0.1%. In particular, the target power correction value needs to be reasonably limited to avoid the correction value exceeding a reasonable range; the target power generation of the engine is reduced by 0.05%; and the driving performance parameters are close to the parameter value of the soft mode by 0.1%.

[0108] In particular, the target power correction value needs to be reasonably restricted to prevent the correction value from exceeding a reasonable range; the corrected engine target power generation is still limited by the NVH strategy to prevent excessive power generation from causing engine noise to deteriorate; the driving parameters will be preset in the controller with soft mode driving parameters and sports mode driving parameters, and the weight coefficient will be set according to the identified driving behavior to determine the tendency of driving parameters of different intensities.

[0109] Step S512, storing the correction value calculated for the current driving cycle when the power is turned off and the system is in sleep mode.

[0110] The above correction values ​​may include but are not limited to storing a hybrid system target power correction value, an engine target power generation correction value, and a drivability parameter correction value, which are only used as examples. After the next driving cycle controller is reawakened, the current use strategy is corrected based on the last determined correction value.

[0111] According to another aspect of an embodiment of the present invention, a vehicle energy control device is also provided, which can execute the vehicle energy control method provided in the above embodiment. The specific implementation method and preferred application scenario are the same as the above embodiment and will not be repeated here.

[0112] Figure 6 is a schematic diagram of an optional energy control device for a vehicle according to an embodiment of the present invention, such as Figure 6 As shown, the device includes: an acquisition module 602, which is used to acquire driving operation data of the vehicle during the driving of the vehicle, wherein the driving operation data is used to represent the operation data of the vehicle by the driver of the vehicle during the driving process; a determination module 604, which is used to determine the driving behavior of the driver within at least one determination period based on the driving operation data, and obtain a first determination result, wherein the first determination result is used to indicate whether the driving behavior is a preset driving behavior; an adjustment module 606, which is used to adjust the current driving strategy of the vehicle within at least one determination period based on the first determination result, and obtain a target driving strategy of the vehicle within at least one determination period; and a control module 608, which is used to perform energy control of the vehicle during the driving process based on the target driving strategy.

[0113] Optionally, the judgment module includes: a first determination unit, used to determine the throttle opening and the throttle adjustment rate in the driving operation data; a second determination unit, used to determine the number of activation times of the driving intensity identifier within at least one judgment cycle based on the throttle opening and the throttle adjustment rate; and a judgment unit, used to judge the driving behavior based on the number of activations to obtain a first judgment result.

[0114] Optionally, the second determination unit is used to determine that the driving intensity identifier is successfully activated in response to the throttle opening being greater than a first preset throttle opening and the throttle adjustment rate being greater than a preset throttle adjustment rate; and record the number of activations of the driving intensity identifier that is successfully activated within at least one determination cycle.

[0115] Optionally, the judgment unit is used to determine that the first judgment result indicates that the driving behavior is a preset driving behavior, in response to the number of activations in a preset number of judgment segments within at least one judgment cycle being greater than a first preset number of activations, and the number of activations within a preset duration of at least one judgment cycle being greater than a second preset number of times, and the judgment segment is used to indicate a judgment segment for activating a driving intensity identifier within at least one judgment cycle; and in response to the number of activations in a preset number of judgment segments within at least one judgment cycle being less than or equal to the first preset number of activations, or the number of activations within the preset duration of at least one judgment cycle being less than or equal to the second preset number of times, determining that the first judgment result indicates that the driving behavior is not a preset driving behavior.

[0116] Optionally, the adjustment module includes a first adjustment unit for adjusting the current driving strategy based on a first adjustment parameter corresponding to the preset driving behavior to obtain a target driving strategy in response to the first judgment result indicating that the driving behavior is a preset driving behavior; and a second adjustment unit for adjusting the current driving strategy based on a second adjustment parameter to obtain a target driving strategy in response to the first judgment result indicating that the driving behavior is not a preset driving behavior.

[0117] Optionally, the device also includes: a second acquisition module, used to acquire vehicle driving data of the vehicle; a second determination module, used to determine the current driving condition of the vehicle based on the vehicle driving data and the driving operation data to obtain a second determination result, wherein the second determination result is used to indicate whether the current driving condition is an effective driving condition for adjusting the current driving strategy; a determination module, used to determine the driving behavior based on the driving operation data in response to the second determination result indicating that the current driving condition is an effective driving condition for adjusting the current driving strategy to obtain a first determination result; a prohibition module, used to prohibit determining the driving behavior based on the driving operation data in response to the second determination result indicating that the current driving condition is not an effective driving condition.

[0118] Optionally, the second determination module includes: a third determination unit, which is used for the current vehicle speed in the vehicle driving data and the throttle opening in the driving operation data; a fourth determination unit, which is used to determine the driving requirement torque of the vehicle based on the throttle opening and the driving external characteristic torque, wherein the driving external characteristic torque is the maximum torque provided by the vehicle's power system under preset conditions; and a second determination unit, which is used to determine the current driving condition based on the current vehicle speed, throttle opening and driving requirement torque to obtain a second determination result.

[0119] Optionally, the second judgment unit includes, in response to the throttle opening being greater than a preset throttle opening, the current vehicle speed being greater than a preset vehicle speed, and the driving demand torque being greater than a preset driving demand torque, determining that the second judgment result indicates that the current driving condition is a valid driving condition; in response to the throttle opening being less than or equal to the preset throttle opening, or the current vehicle speed being less than or equal to the preset vehicle speed, or the driving demand torque being less than or equal to the preset driving demand torque, determining that the second judgment result indicates that the current driving condition is not a valid driving condition.

[0120] According to another aspect of an embodiment of the present invention, a vehicle is further provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the method in each embodiment of the present invention is executed when the program is running.

[0121] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored program. When the program is executed, a processor of a device is controlled to execute the methods of various embodiments of the present invention.

[0122] The computer storage medium in the above steps can be a medium used to store certain discontinuous physical quantities in a computer memory, and the computer storage medium mainly includes semiconductors, magnetic cores, magnetic drums, magnetic tapes, laser disks, etc. The stored program included in the computer-readable storage medium can be a set of instructions that can be recognized and executed by a computer, running on an electronic computer, and is an information tool that meets certain needs of people.

[0123] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0124] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made 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. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0126] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0127] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0128] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present 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, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0129] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for controlling energy of a vehicle, It is characterized in that include: Acquiring driving operation data of the vehicle during driving of the vehicle, wherein the driving operation data is used to represent operation data of the vehicle by the driver of the vehicle during driving of the vehicle; Determine the driving behavior of the driver in at least one determination period based on the driving operation data to obtain a first determination result, wherein the first determination result is used to indicate whether the driving behavior is a preset driving behavior; Adjusting the current driving strategy of the vehicle within the at least one determination period based on the first determination result to obtain a target driving strategy of the vehicle within the at least one determination period; Energy control is performed on the vehicle during driving based on the target driving strategy.

2. The vehicle energy control method according to claim 1, It is characterized in that The driving behavior of the driver in at least one determination period is determined based on the driving operation data to obtain a first determination result, including: determining a throttle opening and a throttle adjustment rate in the driving operation data; determining the number of activations of the driving intensity indicator within the at least one determination cycle based on the throttle opening and the throttle adjustment rate; The driving behavior is determined based on the number of activations to obtain the first determination result.

3. The vehicle energy control method according to claim 2, It is characterized in that Determining the number of activations of the driving intensity indicator within the at least one determination cycle based on the throttle opening and the throttle adjustment rate includes: In response to the throttle opening being greater than a first preset throttle opening, and the throttle adjustment rate being greater than a preset throttle adjustment rate, determining that the driving intensity indicator is successfully activated; The number of activations of the driving intensity indicator that is successfully activated within the at least one determination cycle is recorded.

4. The vehicle energy control method according to claim 2, It is characterized in that The driving behavior is determined based on the number of activations to obtain the first determination result, including: In response to the number of activations in a preset number of determination segments within the at least one determination cycle being greater than a first preset number of activations, and the number of activations within a preset duration of the at least one determination cycle being greater than a second preset number of times, determining that the first determination result indicates that the driving behavior is the preset driving behavior, and the determination segment is used to indicate a determination segment in which the driving intensity indicator is activated within the at least one determination cycle; In response to the number of activations in the preset number of determination segments within the at least one determination cycle being less than or equal to the first preset number of activations, or the number of activations within the preset duration of the at least one determination cycle being less than or equal to the second preset number, it is determined that the first determination result indicates that the driving behavior is not the preset driving behavior.

5. The vehicle energy control method according to claim 4, It is characterized in that Adjusting the current driving strategy of the vehicle in the at least one determination period based on the first determination result to obtain the target driving strategy of the vehicle in the at least one determination period includes: In response to the first determination result indicating that the driving behavior is the preset driving behavior, adjusting the current driving strategy based on a first adjustment parameter corresponding to the preset driving behavior to obtain the target driving strategy; In response to the first determination result indicating that the driving behavior is not the preset driving behavior, the current driving strategy is adjusted based on a second adjustment parameter to obtain the target driving strategy.

6. The vehicle energy control method according to claim 1, It is characterized in that Before determining the driving behavior of the driver in at least one determination period based on the driving operation data to obtain a first determination result, the method further includes: Acquiring vehicle driving data of the vehicle; Determining a current driving condition of the vehicle based on the vehicle driving data and the driving operation data to obtain a second determination result, wherein the second determination result is used to indicate whether the current driving condition is an effective driving condition for adjusting the current driving strategy; In response to the second determination result indicating that the current driving condition is an effective driving condition for adjusting the current driving strategy, determining the driving behavior based on the driving operation data to obtain the first determination result; In response to the second determination result indicating that the current driving condition is not the valid driving condition, determination of the driving behavior based on the driving operation data is prohibited.

7. The vehicle energy control method according to claim 6, It is characterized in that The current driving condition of the vehicle is determined based on the vehicle driving data and the driving operation data to obtain a second determination result, including: Determining a current vehicle speed in the vehicle travel data and a throttle opening in the driving operation data; Determining the driving demand torque of the vehicle based on the throttle opening and the driving external characteristic torque, wherein the driving external characteristic torque is the maximum torque provided by the power system of the vehicle under preset conditions; The current driving condition is determined based on the current vehicle speed, the throttle opening and the driving demand torque to obtain the second determination result.

8. The vehicle energy control method according to claim 7, It is characterized in that The current driving condition is determined based on the current vehicle speed, the throttle opening, and the driving demand torque to obtain the second determination result, including: In response to the throttle opening being greater than a preset throttle opening, the current vehicle speed being greater than a preset vehicle speed, and the driving demand torque being greater than a preset driving demand torque, determining that the second determination result indicates that the current driving condition is the valid driving condition; In response to the throttle opening being less than or equal to the preset throttle opening, or the current vehicle speed being less than or equal to the preset vehicle speed, or the driving demand torque being less than or equal to the preset driving demand torque, it is determined that the second judgment result indicates that the current driving condition is not the valid driving condition.

9. A vehicle, It is characterized in that include: A memory storing an executable program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 8 when running.

10. A computer-readable storage medium, It is characterized in that The computer-readable storage medium includes a stored executable program, wherein when the executable program is executed, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 8.

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