Acceleration compensation method and device and vehicle

Abstract

The embodiment of the invention provides an acceleration compensation method. The method comprises the steps of obtaining driving environment information and / or driving parameter information of a vehicle running in a first mode; when the driving environment information and / or the driving parameter information meet a preset condition, a first mode of the vehicle is switched to a second mode; wherein under the condition of the same speed and / or accelerator pedal opening, the acceleration capacity of the vehicle in the second mode is larger than the acceleration capacity of the vehicle in the first mode, and the economic mode or the power-saving mode of the vehicle comprises the first mode and the second mode. The method can be applied to an intelligent automobile or an electric automobile, acceleration compensation can be carried out on the automobile in the scene that the automobile needs large torque or large power, the acceleration capacity of the automobile is adjusted in time, and the driving experience of a user is improved.

Description

Acceleration compensation method, device and vehicle Technical Field

[0001] The embodiments of the present application relate to the field of smart vehicles, and more specifically, to a method, device, and vehicle for acceleration compensation. Background Art

[0002] As new energy vehicles are widely used in daily life, the battery life of new energy vehicles has become increasingly important. At present, most new energy vehicles can improve their battery life by setting the economy (power saving) mode.

[0003] However, when the vehicle is in Economy (power-saving) mode, in some scenarios requiring high torque or power (for example, climbing a hill), the vehicle's torque or power output capacity is limited due to acceleration degradation in Economy mode, and may not be able to meet the vehicle's power requirements. Furthermore, if the user waits until they realize the vehicle's acceleration capacity is insufficient before adjusting the acceleration mode, the vehicle's acceleration capacity may not match the user's acceleration requirements due to the unadjusted acceleration mode, resulting in a poor driving experience.

[0004] Summary of the Invention

[0005] The embodiments of the present application provide a method, device, and vehicle for acceleration compensation, which can perform acceleration compensation on a vehicle in a scenario where the vehicle requires high torque or high power, thereby timely adjusting the vehicle's acceleration capability and improving the user's driving experience.

[0006] The vehicle (sometimes referred to as a vehicle) in this application is a vehicle in a broad sense, which can be a means of transportation (such as: cars, trucks, motorcycles, trains, airplanes, ships, etc.), industrial vehicles (such as: forklifts, trailers, tractors, etc.), engineering vehicles (such as: excavators, bulldozers, cranes, etc.), agricultural equipment (such as mowers, harvesters, etc.), amusement equipment, toy vehicles, etc. This application does not limit the type of vehicle.

[0007] In a first aspect, a method for acceleration compensation is provided, the method comprising: obtaining driving environment information and / or driving parameter information of a vehicle operating in a first mode; when the driving environment information and / or the driving parameter information meet preset conditions, switching the first mode of the vehicle to a second mode; wherein, under the same speed and / or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the first mode, and the economic mode or power-saving mode of the vehicle includes the first mode and the second mode.

[0008] The vehicle's driving environment information may include one or more of: road slope, road type, road speed limit, road congestion, and average vehicle speed. The vehicle's driving parameter information may include one or more of: average vehicle speed, acceleration, accelerator pedal opening, remaining battery charge, torque, and power output.

[0009] Optionally, the first mode and the second mode may be one of the sub-modes of the economic mode or the power-saving mode. The first mode and the second mode may be set when the vehicle leaves the factory, and the user may directly select them.

[0010] Optionally, the first mode and the second mode can be defined by the user according to his or her own needs. For example, the user can set the devices that the vehicle is allowed to turn on in the first mode and the second mode (including but not limited to: air conditioning, cameras and voice assistants). For example, the user can set the devices that the vehicle is not allowed to turn on in the first mode and the second mode.

[0011] The vehicle's acceleration capability in the second mode is greater than that in the first mode in various ways. For example, at the same speed and / or accelerator pedal opening, the torque when the vehicle is traveling in the second mode is greater than that when the vehicle is traveling in the first mode. For another example, at the same speed and / or accelerator pedal opening, the power output of the vehicle when traveling in the second mode is greater than that when the vehicle is traveling in the first mode. For another example, at the same speed and / or accelerator pedal opening, the torque variation amplitude when the vehicle is traveling in the second mode is greater than that when the vehicle is traveling in the first mode over the same period of time.

[0012] In an embodiment of the present application, the vehicle can switch the first mode of the vehicle to the second mode based on driving environment information and / or driving parameter information. In this way, the acceleration capability of the vehicle can be improved when the vehicle is in economic mode or power-saving mode, thereby improving the user's driving experience.

[0013] In combination with the first aspect, in certain implementations of the first aspect, the driving environment information includes: road slope, and when the driving environment information and / or the driving parameter information meets a preset condition, the first mode of the vehicle is switched to the second mode, including: when the road slope is greater than or equal to a first threshold, the first mode of the vehicle is switched to the second mode.

[0014] Among them, the road slope can be obtained from fixed information in the driving environment information or navigation information, and the first threshold can be a pre-set road slope value. When the road slope is greater than the first threshold, the vehicle's acceleration ability is improved by switching from the first mode to the second mode.

[0015] In the embodiment of the present application, when the road slope is greater than or equal to a first threshold, the vehicle's first driving mode is switched to a second driving mode. In this way, when the vehicle is in economy mode or power-saving mode, the vehicle's acceleration capability can be quickly matched to the user's acceleration requirements, thereby improving the user's driving experience.

[0016] In combination with the first aspect, in certain implementations of the first aspect, the driving environment information also includes: road type information, and when the road slope is greater than or equal to a first threshold, switching the first mode of the vehicle to the second mode includes: when the slope is greater than or equal to the first threshold, switching the first mode of the vehicle to the second mode according to the road type information.

[0017] The road type information may include one or more of: expressways, suburban roads, urban roads, and mountain roads. The first threshold value may be set to different values ​​for different types of roads. For example, the first threshold value may be set to A for expressways. When the vehicle is traveling on the expressway and the slope of the expressway is greater than A, the first mode may be switched to the second mode according to the first preset slope range of the slope of the expressway. For another example, the first threshold value may be set to D for mountain roads. When the vehicle is traveling on the mountain road and the slope of the mountain road is greater than D, the first mode may be switched to the second mode according to the second preset slope range of the slope of the mountain road.

[0018] In this embodiment of the present application, when the road slope is greater than or equal to a first threshold, the vehicle's acceleration capability can be improved based on the road type information and the road slope, while maintaining the same speed and / or accelerator pedal position. This allows the vehicle's acceleration capability to be quickly adapted to the user's acceleration needs even when the vehicle is in economy or power-saving mode, thereby improving the user's driving experience.

[0019] In combination with the first aspect, in certain implementations of the first aspect, the driving parameter information includes: one or more of average speed, acceleration and accelerator pedal opening, and when the driving environment information and / or the driving parameter information meet preset conditions, the first mode of the vehicle is switched to the second mode, including: when the current average speed of the vehicle is greater than or equal to the historical average speed of the vehicle when traveling on the road, the first mode of the vehicle is switched to the second mode; and / or, when the current acceleration of the vehicle is greater than or equal to the historical average acceleration of the vehicle when traveling on the road, the first mode of the vehicle is switched to the second mode; and / or, when the current average accelerator pedal opening of the vehicle is greater than or equal to the historical average accelerator pedal opening of the vehicle when traveling on the road, the first mode of the vehicle is switched to the second mode.

[0020] The vehicle's historical average speed, historical acceleration, and historical accelerator pedal opening can be part of the vehicle's historical driving data, which can be sent to the vehicle via a cloud server. The historical driving data can include the vehicle's entire history, the past month, or the past week, and is not limited in this embodiment of the present application.

[0021] In an embodiment of the present application, a comparison can be made between the vehicle's driving parameter information and the vehicle's historical driving data. When the driving data included in the vehicle's driving parameter information is greater than or equal to the vehicle's historical driving data, it indicates that the user's driving style is more aggressive. At this time, the vehicle's acceleration capability at the same speed and / or accelerator pedal opening can be improved, thereby making the vehicle's driving mode more compatible with the user's driving style.

[0022] In combination with the first aspect, in certain implementations of the first aspect, the driving parameter information also includes: the accelerator pedal opening of the vehicle within a preset time period, and when the driving environment information and / or the driving parameter information meet the preset conditions, the first mode of the vehicle is switched to the second mode, including: when the number of times the accelerator pedal opening is greater than or equal to the second threshold is greater than or equal to a third threshold, the first mode of the vehicle is switched to the second mode.

[0023] The second threshold may be a preset pedal opening, and the third threshold may be a preset number of times the driver presses the accelerator pedal. For example, if it is detected that the driver presses the accelerator pedal at a 70% opening or greater number of times within 20 seconds five times, which is two times greater than the preset number, the vehicle's first mode may be switched to the second mode. For another example, if it is detected that the driver presses the accelerator pedal at a 70% opening or greater number of times within 60 seconds 12 times, which is ten times greater than the preset number, the vehicle's first mode may be switched to the second mode.

[0024] In this embodiment of the present application, when the accelerator pedal opening of the vehicle meets preset conditions within a preset time period, the vehicle's acceleration capability can be improved at the same speed and / or accelerator pedal opening. In this way, the vehicle's acceleration capability can be adjusted in real time based on the driver's driving actions when the vehicle is in economy mode or power saving mode, thereby making the vehicle's acceleration mode more suitable for the user's driving habits.

[0025] In combination with the first aspect, in certain implementations of the first aspect, the driving parameter information includes: the remaining power of the vehicle battery, and the method further includes: determining a third driving mode of the vehicle based on the remaining power, the economic mode or power-saving mode of the vehicle including the third mode; before switching the first mode of the vehicle to the second mode, the method further includes: determining that the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the vehicle in the third mode.

[0026] Among them, the third mode is an economic mode or a power-saving mode of the vehicle, and the acceleration capability of the vehicle in the third mode may be a maximum acceleration capability that can be achieved by the current remaining power of the vehicle's battery.

[0027] Before the vehicle switches from the first mode to the second mode, the relationship between the vehicle's acceleration capabilities in the second mode and the third mode can be determined to determine different acceleration compensation strategies. When the vehicle's acceleration capability in the second mode is less than that in the third mode, the vehicle's first mode is switched to the second mode. When the vehicle's acceleration capability in the second mode is greater than or equal to that in the third mode, the vehicle's first mode is switched to the third mode.

[0028] There are multiple ways to determine that the acceleration capability of the vehicle in the second mode is less than the acceleration capability in the third mode.

[0029] For example, the battery's current maximum output power can be determined based on the remaining battery charge. Since the battery's current maximum output power corresponds to the maximum output power of the power end, the maximum output power of the vehicle's power end can be obtained. The power end output power corresponding to the second mode is then determined and compared with the maximum output power. If the output power is less than the maximum output power, the vehicle's acceleration capability in the second mode is less than that in the third mode at the same speed and / or accelerator pedal opening. If the output power is greater than the maximum output power, the vehicle's acceleration capability in the second mode is greater than that in the third mode at the same speed and / or accelerator pedal opening.

[0030] For another example, the battery's current maximum output power can be determined based on its remaining charge. Since the battery's current maximum output power corresponds to the maximum output power of the power end, the maximum output power of the vehicle's power end can be obtained, and the maximum torque can be calculated based on the maximum output power. The torque corresponding to the vehicle's second mode is then compared with the maximum torque. If the torque corresponding to the second mode is less than the maximum torque, then, at the same speed and / or accelerator pedal opening, the vehicle's acceleration capability in the second mode is less than that in the third mode. If the second torque is greater than the maximum torque, then, at the same speed and / or accelerator pedal opening, the vehicle's acceleration capability in the second mode is greater than that in the third mode.

[0031] In this embodiment of the present application, the third driving mode is determined based on the current remaining charge of the vehicle battery, and the first mode is switched to the second mode only when the acceleration capability of the vehicle in the second mode is less than that in the third mode. In this way, the vehicle's acceleration capability can be quickly matched to the user's acceleration requirements within the capacity of the vehicle battery, thereby improving the user's driving experience.

[0032] In combination with the first aspect, in certain implementations of the first aspect, when the driving environment information and / or the driving parameter information meet the preset conditions, the first mode of the vehicle is switched to the second mode, including: when the driving environment information and / or the driving parameter information meet the preset conditions, the first torque of the vehicle when traveling in the first mode is adjusted to the second torque when traveling in the second mode; wherein, under the same speed and / or accelerator pedal opening, the second torque is greater than the first torque.

[0033] In an embodiment of the present application, the vehicle can adjust the first torque of the vehicle when it is traveling in the first mode to the second torque of the vehicle when it is traveling in the second mode when the vehicle's driving environment information and / or driving parameter information meets preset conditions. In this way, when the vehicle is in economic mode or power-saving mode, the acceleration capability of the vehicle can be improved by increasing the torque, thereby improving the user's driving experience.

[0034] In combination with the first aspect, in certain implementations of the first aspect, when the driving environment information and / or the driving parameter information meet the preset conditions, the first mode of the vehicle is switched to the second mode, including: when the driving environment information and / or the driving parameter information meet the preset conditions, the first power of the vehicle when traveling in the first mode is adjusted to the second power when traveling in the second mode; wherein, under the same speed and / or accelerator pedal opening, the second power is greater than the first power.

[0035] In an embodiment of the present application, the vehicle can adjust the first power of the vehicle when it is traveling in the first mode to the second power when it is traveling in the second mode when the vehicle's driving environment information and / or driving parameter information meets preset conditions. In this way, when the vehicle is in economic mode or power-saving mode, the output power of the vehicle's power end can be increased to improve the vehicle's acceleration capability, thereby improving the user's driving experience.

[0036] In combination with the first aspect, in certain implementations of the first aspect, when the driving environment information and / or the driving parameter information meet the preset conditions, the first mode of the vehicle is switched to the second mode, including: when the driving environment information and / or the driving parameter information meet the preset conditions, the first torque change rate when the vehicle is traveling in the first mode is adjusted to the second torque change rate when traveling in the second mode; wherein, under the same speed and / or accelerator pedal opening, the second torque change rate is greater than the first torque change rate.

[0037] In an embodiment of the present application, the vehicle can adjust the first torque change rate of the vehicle when traveling in the first mode to the second torque change rate of the vehicle when traveling in the second mode when the vehicle's driving environment information and / or driving parameter information meets preset conditions. In this way, when the vehicle is in economic mode or power-saving mode, the vehicle's acceleration capability can be improved by increasing the vehicle's torque change rate, thereby improving the user's driving experience.

[0038] In a second aspect, an acceleration compensation device is provided, which includes: an acquisition unit for acquiring driving environment information and / or driving parameter information of a vehicle running in a first mode; a processing unit for switching the first mode of the vehicle to a second mode when the driving environment information and / or the driving parameter information meet preset conditions; wherein, under the same speed and / or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the first mode, and the economic mode or power-saving mode of the vehicle includes the first mode and the second mode.

[0039] In combination with the second aspect, in certain implementations of the second aspect, the driving environment information includes: road slope; the processing unit is specifically used to switch the first mode of the vehicle to the second mode when the road slope is greater than or equal to a first threshold.

[0040] In combination with the second aspect, in certain implementations of the second aspect, the driving environment information also includes: road type information; the processing unit is specifically used to switch the first mode of the vehicle to the second mode according to the road type information when the slope is greater than or equal to a first threshold.

[0041] In combination with the second aspect, in certain implementations of the second aspect, the driving parameter information includes: one or more of average speed, acceleration and accelerator pedal opening; the processing unit is specifically used to switch the first mode of the vehicle to the second mode when the current average speed of the vehicle is greater than or equal to the historical average speed of the vehicle when traveling on the road; and / or, when the current acceleration of the vehicle is greater than or equal to the historical average acceleration of the vehicle when traveling on the road, switch the first mode of the vehicle to the second mode; and / or, when the current average accelerator pedal opening of the vehicle is greater than or equal to the historical average accelerator pedal opening of the vehicle when traveling on the road, switch the first mode of the vehicle to the second mode.

[0042] In combination with the second aspect, in certain implementations of the second aspect, the driving parameter information also includes: the accelerator pedal opening of the vehicle within a preset time period; the processing unit is specifically used to switch the first mode of the vehicle to the second mode when the number of times the accelerator pedal opening is greater than or equal to the second threshold is greater than or equal to a third threshold.

[0043] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is further used to determine a third driving mode of the vehicle based on the remaining power, and the economic mode or power-saving mode of the vehicle includes the third mode; the processing unit is also used to determine that the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the vehicle in the third mode.

[0044] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is specifically used to adjust the first torque of the vehicle when traveling in the first mode to the second torque when traveling in the second mode when the driving environment information and / or the driving parameter information meet preset conditions; wherein, under the same speed and / or accelerator pedal opening, the second torque is greater than the first torque.

[0045] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is specifically used to adjust the first power of the vehicle when traveling in the first mode to the second power when traveling in the second mode when the driving environment information and / or the driving parameter information meet preset conditions; wherein, under the same speed and / or accelerator pedal opening, the second power is greater than the first power.

[0046] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is specifically used to adjust the first torque change rate of the vehicle when traveling in the first mode to the second torque change rate when traveling in the second mode when the driving environment information and / or the driving parameter information meet preset conditions; wherein, under the same speed and / or accelerator pedal opening, the second torque change rate is greater than the first torque change rate.

[0047] In a third aspect, an acceleration compensation device is provided, which includes: at least one processor and a memory, wherein the at least one processor is coupled to the memory and is used to read and execute instructions in the memory, and the device is used to execute the methods in the above aspects.

[0048] According to a fourth aspect, a computer-readable medium is provided, wherein the computer-readable medium stores a program code. When the computer program code is executed on a computer, the computer executes the methods in the above aspects.

[0049] In a fifth aspect, a chip is provided, comprising: at least one processor and a memory, wherein the at least one processor is coupled to the memory and is configured to read and execute instructions in the memory, and the device is configured to execute the methods in the above aspects.

[0050] In a sixth aspect, a computer program product is provided, comprising: a computer program, which enables a computer to execute the methods in the above aspects when the computer program is run.

[0051] In a seventh aspect, a vehicle is provided, comprising: at least one processor and a memory, wherein the at least one processor is coupled to the memory and is configured to read and execute instructions in the memory, and the vehicle is configured to execute the method in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] FIG1 is a functional schematic diagram of a vehicle provided in an embodiment of the present application;

[0053] FIG2 is a system architecture of the acceleration compensation method provided in an embodiment of the present application;

[0054] FIG3 is a schematic diagram of the process of the acceleration compensation method provided in an embodiment of the present application;

[0055] FIG4 is a schematic flow diagram of a ramp-based acceleration compensation method provided in an embodiment of the present application;

[0056] FIG5 is a schematic diagram of an application scenario of the acceleration compensation method provided in an embodiment of the present application;

[0057] FIG6 is a schematic flow diagram of an acceleration compensation method based on driving style provided in an embodiment of the present application;

[0058] FIG7 is a schematic flow chart of an acceleration compensation method based on driving action provided in an embodiment of the present application;

[0059] FIG8 is a schematic flow diagram of an acceleration compensation method based on multiple strategies provided in an embodiment of the present application;

[0060] FIG9 is a schematic diagram of an acceleration compensation device provided by the present application;

[0061] FIG10 is a schematic diagram of another acceleration compensation device provided in this application. DETAILED DESCRIPTION

[0062] The technical solutions in the embodiments of the present application will be described below with reference to the accompanying drawings.

[0063] For ease of understanding, the following text, in conjunction with Figure 1, takes the intelligent driving scenario as an example to introduce an example scenario to which the embodiments of the present application are applicable.

[0064] FIG1 is a functional schematic diagram of a vehicle 100 provided in an embodiment of the present application. It should be understood that FIG1 and the related description are merely examples and do not limit the vehicle in the embodiment of the present application.

[0065] During implementation, the vehicle 100 can be configured in a fully or partially autonomous driving mode, or can be manually driven by a user. For example, the vehicle 100 can obtain environmental information about its surroundings through the perception system 120 and, based on analysis of the environmental information, derive an autonomous driving strategy to achieve fully autonomous driving, or present the analysis results to the user to achieve partially autonomous driving.

[0066] Vehicle 100 may include various subsystems, such as a perception system 120, a computing platform 130, and a display device 140. Alternatively, vehicle 100 may include more or fewer subsystems, and each subsystem may include one or more components. Furthermore, each subsystem and component of vehicle 100 may be interconnected via wired or wireless means.

[0067] The perception system 120 may include several sensors that sense information about the environment surrounding the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a global positioning system (GPS), a Beidou system, or other positioning systems. The perception system 120 may include one or more of an inertial measurement unit (IMU), a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera 121.

[0068] The camera device 121 can be used to capture image information of the surrounding environment of the vehicle 100. The camera device 121 can include a monocular camera, a binocular camera, a structured light camera, or a panoramic camera. The image information captured by the camera device 121 can include static image information or video stream information. The image information can be stored in the form of an image or video, or in the form of image or video parameters, such as image brightness, grayscale, color distribution, contrast, pixel, and other parameter information.

[0069] Some or all functions of the vehicle 100 may be controlled by a computing platform 130. The computing platform 130 may include processors 131 to 13n (n is a positive integer). A processor is a circuit capable of processing signals. In one implementation, the processor may be a circuit capable of reading and executing instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement certain functions through the logical relationships of a hardware circuit. The logical relationships of the hardware circuit may be fixed or reconfigurable. For example, the processor may be a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration file to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 130 can also include a memory for storing instructions. Some or all of the processors 131 to 13n can call the instructions in the memory and execute them to achieve corresponding functions.

[0070] The computing platform 130 may control functions of the vehicle 100 based on input received from various subsystems (eg, the perception system 120). In some embodiments, the computing platform 130 may be operable to provide control over many aspects of the vehicle 100 and its subsystems.

[0071] Optionally, the above components are only an example. In actual applications, the components in the above modules may be added or deleted according to actual needs. Figure 1 should not be understood as a limitation to the embodiments of the present application.

[0072] An autonomous vehicle traveling on a road, such as vehicle 100 above, can identify objects in its surroundings to determine adjustments to its current speed. These objects can be other vehicles, traffic control devices, or other types of objects. In some examples, each identified object can be considered independently, and the speed adjustment to be made to the autonomous vehicle can be determined based on its respective characteristics, such as its current speed, acceleration, and distance from the vehicle.

[0073] Optionally, the vehicle 100 or a perception and computing device associated with the vehicle 100 (e.g., a computing platform 130) can predict the behavior of the identified objects based on the characteristics of the identified objects and the state of the surrounding environment (e.g., traffic, rain, ice on the road, etc.). Optionally, each identified object depends on the behavior of each other, so all identified objects can also be considered together to predict the behavior of a single identified object. The vehicle 100 can adjust its speed based on the predicted behavior of the identified objects. In other words, the autonomous vehicle can determine what stable state the vehicle will need to adjust to (e.g., accelerate, decelerate, or stop) based on the predicted behavior of the objects. In this process, other factors can also be considered to determine the speed of the vehicle 100, such as the lateral position of the vehicle 100 in the road it is traveling on, the curvature of the road, the proximity of static and dynamic objects, etc.

[0074] In addition to providing instructions to adjust the speed of the autonomous vehicle, the computing device may also provide instructions to modify the steering angle of vehicle 100 so that the autonomous vehicle follows a given trajectory and / or maintains a safe lateral and longitudinal distance from objects near the autonomous vehicle (e.g., cars in adjacent lanes on the road).

[0075] The vehicle (sometimes referred to as a vehicle) in this application is a vehicle in a broad sense, which can be a means of transportation (such as a car, truck, motorcycle, airplane, train, ship, etc.), an industrial vehicle (such as a forklift, trailer, tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), agricultural equipment (such as a lawn mower, a harvester, etc.), amusement equipment, a toy vehicle, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0076] As new energy vehicles are widely used in daily life, the endurance of new energy vehicles has become increasingly important. Currently, most new energy vehicles can improve their endurance by setting an economy (power saving) mode.

[0077] However, when the vehicle is in Economy (power-saving) mode, in some scenarios requiring high torque or high power, the vehicle's torque or power output capacity is limited and may not meet the vehicle's power requirements due to the vehicle's inherent acceleration degradation in Economy mode (power output capacity is reduced compared to Normal mode). Furthermore, if the user waits until they realize the vehicle's acceleration capacity is insufficient before adjusting the vehicle's acceleration mode, the vehicle's acceleration capacity may not meet the user's needs due to the delayed acceleration mode adjustment, resulting in a poor driving experience.

[0078] For example, if a user drives a vehicle up a hill with economy mode enabled, the vehicle's torque or power output is limited, and the vehicle's acceleration may not be sufficient to successfully climb the hill. In this case, the user can adjust the vehicle's acceleration mode to increase acceleration. However, if the user waits until they realize the vehicle is underpowered to adjust the acceleration mode, the vehicle may need to switch modes, making it difficult to match the user's acceleration needs for a long time, resulting in a poor driving experience.

[0079] The embodiments of the present application provide a method, device, and vehicle for acceleration compensation, which can perform acceleration compensation on a vehicle in a scenario where the vehicle requires high torque or high power, thereby timely adjusting the vehicle's acceleration capability and improving the user's driving experience.

[0080] The following first introduces the system architecture applicable to the acceleration compensation method provided in the embodiment of the present application.

[0081] FIG2 is a system architecture 200 of an acceleration compensation method provided in an embodiment of the present application. The system architecture 200 can be applied to the vehicle 100 of FIG1 .

[0082] The system architecture 200 may include a map module, a vehicle-to-cloud module, and a vehicle controller. The vehicle can obtain one or more of road information, navigation information, historical driving information, and current driving information through the map module and the vehicle-to-cloud module, and obtain instantaneous vehicle driving information and / or acceleration capability information through the vehicle controller (domain controller or intelligent driving controller). After obtaining this information, the vehicle controller can analyze the user's acceleration requirements based on road conditions, driving style, and driving actions, and calculate driving compensation. Finally, the vehicle controller can perform acceleration compensation over a period of time.

[0083] Specifically, the vehicle can obtain fixed map information and map navigation information through the map module. Fixed map information may include road type (highway or regular road), road slope, and speed limit. Navigation information may include the average speed of traffic on the road the vehicle is traveling on, road congestion, and the vehicle's position on the road. The vehicle cloud module can obtain historical vehicle information (user's driving habits) and distance traveled on the road segment. This historical vehicle information (user's driving habits) may include the vehicle's historical average speed under various speed limits, the vehicle's historical average accelerator pedal opening, and the vehicle's historical average acceleration. The vehicle's distance traveled on the road segment may include the vehicle's average speed, the vehicle's average accelerator pedal opening, and the vehicle's average acceleration for the current road segment. The vehicle controller can collect the vehicle's driving information and acceleration capability for the current road segment. This driving information may include information such as the accelerator pedal opening, the remaining capacity (state of charge) of the drive battery, the ambient temperature inside the vehicle, the number of passengers, and the acceleration setting for the acceleration mode. The vehicle's current acceleration capability information may include: the maximum output power of the vehicle's power end and the current control torque output of the vehicle end.

[0084] It should be understood that the above-mentioned vehicle driving information and acceleration capability information can also be collectively referred to as vehicle driving parameter information.

[0085] After obtaining the above information, the vehicle controller can calculate acceleration compensation parameters based on the above information. The acceleration compensation parameters may include: the vehicle's acceleration capability requirement map, compensation coefficient, acceleration compensation map, acceleration requirement time point, acceleration requirement location point, acceleration requirement distance, and the number of acceleration adjustments within a certain distance. The acceleration capability requirement map may refer to one or more of the torque, accelerator pedal position, power, and vehicle speed that the vehicle needs to compensate for, and the acceleration compensation map may refer to one or more of the torque, accelerator pedal position, power, and vehicle speed that the vehicle can provide compensation for within the battery capacity.

[0086] After the acceleration compensation parameters are obtained through calculation, the vehicle controller can perform acceleration compensation on the vehicle according to the acceleration compensation parameters within a period of time (between the compensation entry point and the compensation exit point).

[0087] FIG3 is a flow chart of an acceleration compensation method provided in an embodiment of the present application. The acceleration compensation method of FIG3 can be applied to a vehicle 100. The method 300 may include the following steps:

[0088] S301: Acquire driving environment information and / or driving parameter information of a vehicle running in a first mode

[0089] The vehicle's driving environment information may include one or more of: road slope, road type, road speed limit, road congestion, and average vehicle speed. The vehicle's driving parameter information may include one or more of: average vehicle speed, acceleration, accelerator pedal opening, remaining battery charge, torque, and power output.

[0090] Among them, the first mode can be a sub-mode of the economic mode or the power-saving mode. After the vehicle's economic mode or power-saving mode is turned on, the vehicle's endurance is enhanced, and the torque and power output capabilities (acceleration capabilities) are limited.

[0091] Optionally, the first mode may be one that has been set when the vehicle leaves the factory, and the user may select it directly.

[0092] Optionally, the first mode can be defined by the user according to his or her own needs. For example, the user can set the devices that the vehicle is allowed to turn on in the first mode (including but not limited to: air conditioning, camera and voice assistant). For example, the user can set the devices that the vehicle is not allowed to turn on in the first mode.

[0093] S302: When the driving environment information and / or driving parameter information meet the preset conditions, the first mode of the vehicle is switched to the second mode.

[0094] Specifically, the second mode may be a sub-mode of the economic mode or the power-saving mode. When the vehicle has the same speed and / or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability of the vehicle in the first mode.

[0095] Optionally, the second mode may be one that has been set when the vehicle leaves the factory, and the user may select it directly.

[0096] Optionally, the second mode can be defined by the user according to his or her own needs. For example, the user can set a device that allows the vehicle to be turned on in the second mode. For example, the user can set a device that does not allow the vehicle to be turned on in the second mode.

[0097] The fact that the vehicle's acceleration capability in the second mode is greater than that in the first mode can be indicated in various ways. For example, at the same speed and / or accelerator pedal opening, the torque when the vehicle is traveling in the second mode is greater than the torque when the vehicle is traveling in the first mode. For another example, at the same speed and / or accelerator pedal opening, the power output of the vehicle when traveling in the second mode is greater than the power output of the vehicle when traveling in the first mode. For another example, at the same speed and / or accelerator pedal opening, the torque variation amplitude when the vehicle is traveling in the second mode is greater than the torque variation amplitude when the vehicle is traveling in the first mode over the same period of time.

[0098] In an embodiment of the present application, the vehicle can switch the first mode of the vehicle to the second mode based on driving environment information and / or driving parameter information. In this way, the acceleration capability of the vehicle can be improved when the vehicle is in economic mode or power-saving mode, thereby improving the user's driving experience.

[0099] When the driving environment information and / or the driving parameter information meets the preset conditions, different methods may be used to switch the first mode of the vehicle to the second mode.

[0100] In one possible implementation, the driving environment information includes: road slope, and when the driving environment information and / or the driving parameter information meets a preset condition, the first mode of the vehicle is switched to the second mode, including: when the road slope is greater than or equal to a first threshold, the first mode of the vehicle is switched to the second mode.

[0101] Among them, the road slope can be obtained from fixed information in the vehicle environment information or navigation information, and the first threshold can be a pre-set road slope value. When the road slope is greater than the first threshold, the vehicle's acceleration ability is improved by switching from the first mode to the second mode.

[0102] In the embodiment of the present application, when the road slope is greater than or equal to a first threshold, the vehicle's first driving mode is switched to a second driving mode. In this way, when the vehicle is in economy mode or power-saving mode, the vehicle's acceleration capability can be quickly matched to the user's acceleration requirements, thereby improving the user's driving experience.

[0103] In one possible implementation, the driving environment information also includes: road type information, and when the road slope is greater than or equal to a first threshold, the first mode of the vehicle is switched to the second mode, including: when the slope is greater than or equal to the first threshold, according to the road type information, the first mode of the vehicle is switched to the second mode.

[0104] Among them, the road type information may include: one or more of: expressways, suburban roads, urban roads and mountain roads. The first threshold value can be set to different values ​​corresponding to different types of roads. For example, the first threshold value can be set to A for expressways. When the vehicle is traveling on the expressway and the slope of the expressway is greater than A, the first mode can be switched to the second mode according to the first preset slope range of the slope of the expressway. The specific adjustment method is introduced in (c) and (d) in Figure 5. For another example, the first threshold value can be set to D for mountain roads. When the vehicle is traveling on the mountain road and the slope of the mountain road is greater than D, the first mode can be switched to the second mode according to the second preset slope range of the slope of the mountain road. The specific adjustment method is introduced in (i) and (j) in Figure 5.

[0105] In this embodiment of the present application, when the road slope is greater than or equal to a first threshold, the vehicle's acceleration capability can be improved based on the road type information and the road slope, while maintaining the same speed and / or accelerator pedal position. This allows the vehicle's acceleration capability to be quickly adapted to the user's acceleration needs even when the vehicle is in economy or power-saving mode, thereby improving the user's driving experience.

[0106] In one possible implementation, the driving parameter information includes: one or more of average speed, acceleration and accelerator pedal opening, and when the driving environment information and / or the driving parameter information meet preset conditions, the first mode of the vehicle is switched to the second mode, including: when the current average speed of the vehicle is greater than or equal to the historical average speed of the vehicle when traveling on the road, the first mode of the vehicle is switched to the second mode; and / or, when the current acceleration of the vehicle is greater than or equal to the historical average acceleration of the vehicle when traveling on the road, the first mode of the vehicle is switched to the second mode; and / or, when the current average accelerator pedal opening of the vehicle is greater than or equal to the historical average accelerator pedal opening of the vehicle when traveling on the road, the first mode of the vehicle is switched to the second mode.

[0107] The vehicle's historical average speed, historical acceleration, and historical accelerator pedal opening can be part of the vehicle's historical driving data, which can be sent to the vehicle via a cloud server. The historical driving data can include the vehicle's entire history, the past month, or the past week, and is not limited in this embodiment of the present application.

[0108] In an embodiment of the present application, the vehicle's driving parameter information and the vehicle's historical driving data can be compared. When the driving data included in the vehicle's driving parameter information is greater than or equal to the vehicle's historical driving data, it indicates that the user's driving style is more aggressive. At this time, the vehicle's acceleration ability at the same speed and / or accelerator pedal opening can be improved, thereby making the vehicle's driving mode more compatible with the user's driving style.

[0109] In one possible implementation, the driving parameter information also includes: the accelerator pedal opening of the vehicle within a preset time period, and when the driving environment information and / or the driving parameter information meet the preset conditions, the first mode of the vehicle is switched to the second mode, including: when the number of times the accelerator pedal opening is greater than or equal to the second threshold is greater than or equal to a third threshold, the first mode of the vehicle is switched to the second mode.

[0110] The second threshold may be a preset pedal opening, and the third threshold may be a preset number of times the driver presses the accelerator pedal. For example, if it is detected that the driver presses the accelerator pedal at a 70% opening or greater number of times within 20 seconds five times, which is two times greater than the preset number, the vehicle's first mode may be switched to the second mode. For another example, if it is detected that the driver presses the accelerator pedal at a 70% opening or greater number of times within 60 seconds 12 times, which is ten times greater than the preset number, the vehicle's first mode may be switched to the second mode.

[0111] In this embodiment of the present application, when the accelerator pedal opening of the vehicle meets preset conditions within a preset time period, the vehicle's acceleration capability can be improved at the same speed and / or accelerator pedal opening. In this way, the vehicle's acceleration capability can be adjusted in real time based on the driver's driving actions when the vehicle is in economy mode or power saving mode, thereby making the vehicle's acceleration mode more suitable for the user's driving habits.

[0112] In one possible implementation, the driving parameter information includes: the remaining power of the vehicle battery, and the method further includes: determining a third driving mode of the vehicle based on the remaining power, the economic mode or power-saving mode of the vehicle including the third mode; before switching the first mode of the vehicle to the second mode, the method further includes: determining that the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the vehicle in the third mode.

[0113] Among them, the third mode is an economic mode or a power-saving mode of the vehicle, and the acceleration capability of the vehicle in the third mode may be a maximum acceleration capability that can be achieved by the current remaining power of the vehicle's battery.

[0114] Before the vehicle switches from the first mode to the second mode, the relationship between the vehicle's acceleration capabilities in the second mode and the third mode can be determined to determine different acceleration compensation strategies. When the vehicle's acceleration capability in the second mode is less than that in the third mode, the vehicle's first mode is switched to the second mode. When the vehicle's acceleration capability in the second mode is greater than or equal to that in the third mode, the vehicle's first mode is switched to the third mode.

[0115] There are multiple ways to determine that the acceleration capability of the vehicle in the second mode is less than the acceleration capability in the third mode.

[0116] For example, the battery's current maximum output power can be determined based on the remaining battery charge. Since the battery's current maximum output power corresponds to the maximum output power of the power end, the maximum output power of the vehicle's power end can be obtained. The power end output power corresponding to the second mode is then determined and compared with the aforementioned maximum output power. If the output power is less than the maximum output power, then the vehicle's acceleration capability in the second mode is less than that in the third mode at the same speed and / or accelerator pedal opening. If the output power is greater than the maximum output power, then the vehicle's acceleration capability in the second mode is greater than that in the third mode at the same speed and / or accelerator pedal opening.

[0117] For another example, the battery's current maximum output power can be determined based on its remaining charge. Since the battery's current maximum output power corresponds to the maximum output power of the power end, the vehicle's maximum output power can be derived, and the maximum torque can be calculated based on this maximum output power. The torque corresponding to the vehicle's second mode is then compared with the maximum torque. If the torque corresponding to the second mode is less than the maximum torque, then the vehicle's acceleration capability in the second mode is less than that in the third mode at the same speed and / or accelerator pedal opening. If the second torque is greater than the maximum torque, then the vehicle's acceleration capability in the second mode is greater than that in the third mode at the same speed and / or accelerator pedal opening.

[0118] In this embodiment of the present application, the third driving mode is determined based on the current remaining charge of the vehicle battery, and the first mode is switched to the second mode only when the acceleration capability of the second mode is less than that of the third mode. In this way, the vehicle's acceleration capability can be quickly matched to the user's acceleration requirements within the capacity of the vehicle battery, thereby improving the user's driving experience.

[0119] In one possible implementation, when the driving environment information and / or the driving parameter information meet a preset condition, the first mode of the vehicle is switched to the second mode, including: when the driving environment information and / or the driving parameter information meet the preset condition, the first torque of the vehicle when traveling in the first mode is adjusted to the second torque when traveling in the second mode; wherein, under the same speed and / or accelerator pedal opening, the second torque is greater than the first torque.

[0120] In an embodiment of the present application, the vehicle can adjust the first torque of the vehicle when it is traveling in the first mode to the second torque of the vehicle when it is traveling in the second mode when the vehicle's driving environment information and / or driving parameter information meets preset conditions. In this way, when the vehicle is in economic mode or power-saving mode, the acceleration capability of the vehicle can be improved by increasing the torque, thereby improving the user's driving experience.

[0121] In one possible implementation, when the driving environment information and / or the driving parameter information meet a preset condition, the first mode of the vehicle is switched to the second mode, including: when the driving environment information and / or the driving parameter information meet the preset condition, the first power of the vehicle when traveling in the first mode is adjusted to the second power when traveling in the second mode; wherein, under the same speed and / or accelerator pedal opening, the second power is greater than the first power.

[0122] In an embodiment of the present application, the vehicle can adjust the first power of the vehicle when it is traveling in the first mode to the second power when it is traveling in the second mode when the vehicle's driving environment information and / or driving parameter information meets preset conditions. In this way, when the vehicle is in economic mode or power-saving mode, the output power of the vehicle's power end can be increased to improve the vehicle's acceleration capability, thereby improving the user's driving experience.

[0123] In one possible implementation, when the driving environment information and / or the driving parameter information meet a preset condition, the first mode of the vehicle is switched to the second mode, including: when the driving environment information and / or the driving parameter information meet the preset condition, the first torque change rate of the vehicle when traveling in the first mode is adjusted to a second torque change rate when traveling in the second mode; wherein, under the same speed and / or accelerator pedal opening, the second torque change rate is greater than the first torque change rate.

[0124] In an embodiment of the present application, the vehicle can adjust the first torque change rate of the vehicle when traveling in the first mode to the second torque change rate of the vehicle when traveling in the second mode when the vehicle's driving environment information and / or driving parameter information meets preset conditions. In this way, when the vehicle is in economic mode or power-saving mode, the vehicle's acceleration capability can be improved by increasing the vehicle's torque change rate, thereby improving the user's driving experience.

[0125] FIG4 is a flow chart of another acceleration compensation method provided in an embodiment of the present application, and the acceleration compensation method of FIG4 can be applied to the vehicle 100. The method 400 may include the following steps.

[0126] S401, start the vehicle's economic mode

[0127] Among them, the vehicle's economic mode can also be called power-saving mode. In the economic mode, since the vehicle needs to prioritize endurance, the vehicle's torque or power output capacity is limited and the acceleration ability is affected.

[0128] There are several ways to activate the vehicle's economy mode. For example, you can quickly activate it through the human-machine interface on the vehicle's display. Alternatively, you can send a voice command to the vehicle's interactive assistant, which can then activate the vehicle's economy mode based on the voice command. For another example, if the vehicle detects that the remaining battery power in normal driving mode is insufficient to reach its destination, the vehicle can automatically switch from normal driving mode to economy mode.

[0129] S402, obtaining the current vehicle's driving information

[0130] Specifically, vehicle driving information may include one or more of vehicle controller information, road information, navigation information, user driving habits, and driving information for the current road section. This information can be obtained via the map module, vehicle-to-cloud module, and vehicle controller in system architecture 200 in Figure 2 . The specific meaning of this information has been detailed in the system architecture in Figure 2 and will not be repeated here.

[0131] S403, determine whether the maximum battery capacity is greater than the maximum value of the battery capacity of this mode

[0132] Specifically, in this step, it is necessary to determine whether the maximum capacity of the vehicle battery is greater than the maximum capacity of the battery in the economy mode. If it is greater, step S404 is performed; if not, step S408 is performed and the compensation process ends.

[0133] It should be understood that since acceleration compensation for the vehicle requires a portion of the battery capacity, if acceleration compensation is performed when the maximum battery capacity is greater than the maximum battery capacity of the vehicle in economic mode, it may cause the acceleration compensation to fail and may also reduce the battery life.

[0134] S404: Determine whether the vehicle is traveling on a highway

[0135] Specifically, if determining whether a vehicle is traveling on a highway, various methods may be used.

[0136] In one possible implementation, the vehicle may determine whether the vehicle is on a highway through road information and / or navigation information on a map.

[0137] In one possible implementation, the vehicle can obtain environmental information outside the vehicle through a camera device deployed on the vehicle. The vehicle can identify the environmental information and determine whether the vehicle is on a highway in combination with the vehicle's driving speed.

[0138] For example, a vehicle collects environmental information around the vehicle through a surround-view camera within a preset time interval and finds that no buildings or traffic lights appear in the vehicle's environmental information, and the vehicle maintains a high speed (for example, 120 km / h) for a long time. At this time, it can be determined that the vehicle is traveling on a highway.

[0139] For another example, if a vehicle captures image information of a highway sign or a highway toll station at a certain moment, and the vehicle maintains high speed (for example, 120 km / h) for a long time, it can be determined that the vehicle is traveling on a highway.

[0140] If it is determined in step S404 that the vehicle is traveling on a highway, the process proceeds to step S404'; if it is determined that the vehicle is not traveling on a highway, the process proceeds to step S405.

[0141] S404', determine whether the slope of the road is greater than the preset threshold A

[0142] Specifically, the vehicle can determine the slope of the current highway based on the slope information in the road information. When the slope is greater than or equal to a preset threshold A, the vehicle will execute the highway slope compensation scheme. When the slope is less than the preset threshold A, the compensation process ends at step S408.

[0143] S405: Determine whether the vehicle is traveling on a suburban road

[0144] Specifically, if determining whether the vehicle is on a suburban road, various methods may be used.

[0145] In one possible implementation, the vehicle may determine whether the vehicle is on a suburban road through road information and / or navigation information on a map.

[0146] In one possible implementation, the vehicle may obtain environmental information outside the vehicle through a camera device deployed on the vehicle. The vehicle may identify the environmental information and determine whether the vehicle is on a suburban road in combination with the vehicle's driving speed.

[0147] For example, the vehicle collects environmental information around the vehicle through a surround-view camera within a preset time interval, and finds that the frequency of buildings or traffic lights appearing in the vehicle's environmental information is low, and the vehicle is traveling at a medium speed (for example, 70 km / h) for a long time. At this time, it can be determined that the vehicle is traveling on a suburban road.

[0148] It should be understood that suburban roads can refer to first-class highways, that is, roads whose main function is to connect the economic and political centers of major regions, and to important industrial areas or transportation hubs.

[0149] If it is determined in step S405 that the vehicle is traveling on a suburban road, the process proceeds to step S405 ′; if it is determined that the vehicle is not traveling on a highway, the process proceeds to step S406 .

[0150] S405', determine whether the slope of the road is greater than the preset threshold B

[0151] Specifically, the vehicle can determine the slope of the suburban road it is currently traveling on based on the slope information in the road information. When the slope is greater than or equal to a preset threshold B, the vehicle will execute the suburban slope compensation scheme. When the slope is less than the preset threshold B, the compensation process ends at step S408.

[0152] S406, determining whether the vehicle is traveling on an urban road

[0153] Specifically, if determining whether a vehicle is on an urban road, various methods may be used.

[0154] In one possible implementation, the vehicle may determine whether the vehicle is on an urban road through road information and / or navigation information on a map.

[0155] For example, the vehicle determines that the congestion on the road on which the vehicle is traveling is relatively serious based on the congestion information in the navigation information. In this case, it can be determined that the vehicle is traveling on a road in the urban area.

[0156] In one possible implementation, the vehicle can obtain environmental information outside the vehicle through a camera device deployed on the vehicle. The vehicle can identify the environmental information and determine whether the vehicle is on an urban road in combination with the vehicle's driving speed.

[0157] For example, the vehicle collects environmental information around the vehicle through the surround-view camera within a preset time interval, and finds that buildings or traffic lights appear frequently in the vehicle's environmental information, and the vehicle's driving speed is at a lower speed (for example, 40 km / h) for a long time and the vehicle's driving speed fluctuates greatly. At this time, it can be determined that the vehicle is driving on an urban road.

[0158] If it is determined in step S406 that the vehicle is traveling on an urban road, the process proceeds to step S406'; if it is determined that the vehicle is not traveling on a highway, the process proceeds to step S407.

[0159] S406′ Determine whether the slope of the road is greater than a preset threshold C

[0160] Specifically, the vehicle can determine the slope of the current urban road based on the slope information in the road information. When the slope is greater than or equal to a preset threshold C, the vehicle will execute the urban slope compensation scheme. When the slope is less than the preset threshold C, step S408 is performed to end the compensation process.

[0161] S407, determining whether the vehicle is traveling on a mountain road

[0162] Specifically, if determining whether a vehicle is on a mountain road, various methods may be used.

[0163] In one possible implementation, the vehicle may determine whether the vehicle is on a mountain road through road information and / or navigation information on a map.

[0164] In one possible implementation, the vehicle may obtain environmental information outside the vehicle through a camera device deployed on the vehicle, and the vehicle may identify the environmental information to determine whether the vehicle is on a suburban road.

[0165] For example, a vehicle collects environmental information about the vehicle through a surround-view camera within a preset time interval, and finds that a mountain or mountain road sign appears in the vehicle's environmental information. At this time, it can be determined that the vehicle is traveling on a mountain road.

[0166] S407′ Determine whether the slope of the road is greater than a preset threshold D

[0167] Specifically, the vehicle can determine the slope of the mountain road it is currently traveling on based on the slope information in the road information. When the slope is greater than or equal to a preset threshold D, the vehicle will execute the mountain slope compensation scheme. When the slope is less than the preset threshold D, the compensation process ends at step S408.

[0168] It should be understood that the values ​​of the above-mentioned preset thresholds A to D can be set to increase in sequence. The specific values ​​of the preset thresholds A to D and compensation schemes under various road conditions will be illustrated in Figure 5.

[0169] S408, end the compensation process

[0170] In an embodiment of the present application, the type of road the vehicle is traveling on can be determined through the vehicle's driving information, and an acceleration compensation plan can be determined based on the road type and the road slope. In this way, the vehicle's acceleration capability can be enhanced while ensuring the vehicle's endurance in different driving scenarios.

[0171] FIG5 is a schematic diagram of an application scenario of the acceleration compensation method provided in an embodiment of the present application. The application scenario in FIG5 may be an application scenario to which the method 400 is applicable.

[0172] As shown in FIG5(a), during normal driving, the vehicle's central control screen displays an interface 500 and a function bar 510. This display interface 500 includes user account login information 501, a Bluetooth icon 502, a Wi-Fi icon 503, a cellular network signal icon 504, an in-vehicle map application search box 505, a card 506 displaying all installed vehicle applications, a card 507 displaying in-vehicle music applications, a card 508 displaying the vehicle's remaining battery life and remaining mileage, and a card 509 displaying the vehicle's 360-degree surround view function. The in-vehicle map application search box 505 may include a user-configured home control 5051 and a go-to-work control 5052. The function bar 510 includes an icon 511 for switching to the central control large screen desktop, a vehicle internal circulation icon 512, a driver's seat heating function icon 513, a driver's area air-conditioning temperature display icon 514, a passenger area air-conditioning temperature display icon 515, a passenger seat heating function icon 516 and a volume setting icon 517.

[0173] The user can search for the place the user wants to reach through the in-vehicle map application search box 505. The vehicle can determine the preset place the user wants to reach and the distance required to travel based on the information input by the user, and the vehicle can determine whether the vehicle can travel to the preset place in normal mode based on the distance traveled and the remaining power.

[0174] As shown in FIG5(b), when the vehicle determines that the remaining battery power is insufficient to support the vehicle to travel to the preset destination in normal mode, a prompt box 518 may be displayed on the vehicle display screen to inform the user that the vehicle's endurance is insufficient to reach the destination and to confirm whether to enable the economy mode. The user can click the confirmation control in the prompt box 518 to enable the vehicle to enable the economy mode.

[0175] As shown in FIG5(c), after the vehicle is in economy mode and detects that it is traveling on a highway, the vehicle can determine the highway slope based on the acquired road slope information and compare the determined slope with a preset threshold A to determine whether to execute a highway slope compensation scheme. Detecting that the vehicle is traveling on a highway can be performed in any of the ways described in step S404 of method 400.

[0176] (d) in Figure 5 describes the high-speed slope compensation scheme. As shown in (d) in Figure 5, when the slope on the highway is less than A, no compensation is required. When the slope on the highway is in the interval [A, A+x), the vehicle needs to be accelerated by h1. When the slope on the highway is in the interval [A+x, A+2x), the vehicle needs to be accelerated by 2h1. When the slope on the highway is greater than or equal to A+2x, the vehicle needs to be accelerated by 4h1.

[0177] For example, when the slope on the highway is less than 2%, no compensation is required. When the slope on the highway is in the range of [2%, 4%), the vehicle needs to be accelerated by h1. When the slope on the highway is in the range of [4%, 6%), the vehicle needs to be accelerated by 2h1. When the slope on the highway is greater than or equal to 6%, the vehicle needs to be accelerated by 4h1.

[0178] The specific value of h1 compensation on highways can be determined according to Table 1 below. For example, when a vehicle is traveling on a highway with a slope within the range of [2%, 4%), a speed of 120 km / h, and an accelerator pedal opening of 20%, a torque compensation of 10 Nm can be achieved. For another example, when a vehicle is traveling on a highway with a slope within the range of [4%, 6%), a speed of 120 km / h, and an accelerator pedal opening of 20%, a torque compensation of 20 Nm can be achieved.

[0179] It should be understood that the compensation method for the expressway shown in Table 1 below is only an exemplary description, and the data in Table 1 does not constitute a limitation on the embodiments of the present application.

[0180] It should also be understood that the acceleration compensation method in Table 1 takes compensating the torque of the vehicle as an example, and compensating the torque of the vehicle can also be replaced by compensating the output power of the vehicle's power end.

[0181] Table 1

[0182]

[0183] As shown in FIG5(e), after the vehicle is in economy mode and detects that it is traveling on a suburban road, the vehicle can determine the slope of the suburban road based on the acquired road slope information and compare the determined slope with a preset threshold value B to determine whether to execute the suburban slope compensation scheme. Detecting that the vehicle is traveling on a suburban road can be performed by any of the methods described in step S405 of method 400.

[0184] (f) in Figure 5 describes the suburban slope compensation scheme. As shown in (f) in Figure 5, when the slope on the suburban road is less than B, no compensation is required. When the slope on the suburban road is in the interval [B, B+x), the vehicle needs to be accelerated by h2. When the slope on the suburban road is in the interval [B+x, B+2x), the vehicle needs to be accelerated by 2h2. When the slope on the suburban road is greater than or equal to B+2x, the vehicle needs to be accelerated by 4h2.

[0185] For example, when the slope on a suburban road is less than 4%, no compensation is required. When the slope on a suburban road is in the range of [4%, 6%), the vehicle needs to be accelerated by h2. When the slope on a suburban road is in the range of [6%, 8%), the vehicle needs to be accelerated by 2h2. When the slope on a suburban road is greater than or equal to 8%, the vehicle needs to be accelerated by 4h2.

[0186] The specific value of h2 compensation on suburban roads can be determined according to Table 2 below. For example, when a vehicle is traveling on a suburban road with a slope within the range of [4%, 6%), a speed of 60 km / h, and an accelerator pedal opening of 25%, a torque compensation of 10 Nm can be achieved. For another example, when a vehicle is traveling on a suburban road with a slope within the range of [6%, 8%), a speed of 60 km / h, and an accelerator pedal opening of 25%, a torque compensation of 20 Nm can be achieved.

[0187] It should be understood that the compensation method for suburban roads shown in Table 2 below is only an exemplary description, and the data in Table 2 does not constitute a limitation on the embodiments of the present application.

[0188] It should also be understood that the acceleration compensation method in Table 2 takes the compensation of the vehicle's driving torque as an example, and the compensation of the vehicle's torque can also be replaced by compensating the output power of the vehicle's power end.

[0189] Table 2

[0190]

[0191] As shown in FIG5(g), after the vehicle is in economy mode, if it is detected that the vehicle is traveling on an urban road, the vehicle can determine the slope of the urban road based on the acquired road slope information and compare the determined slope with a preset threshold C to determine whether to execute the urban slope compensation scheme. Detecting that the vehicle is traveling on an urban road can be performed by any of the methods described in S406 of method 400.

[0192] (h) in Figure 5 describes the urban slope compensation scheme. As shown in (h) in Figure 5, when the slope on the urban road is less than C, no compensation is required. When the slope on the urban road is in the interval [C, C+x), the vehicle needs to be accelerated by h3. When the slope on the urban road is in the interval [C+x, C+2x), the vehicle needs to be accelerated by 2h3. When the slope on the urban road is greater than or equal to C+2x, the vehicle needs to be accelerated by 4h3.

[0193] For example, when the slope on the urban road is less than 6%, no compensation is required. When the slope on the urban road is in the range of [6,8%), the vehicle needs to be accelerated for h3. When the slope on the urban road is in the range of [8%,10%), the vehicle needs to be accelerated for 2h3. When the slope on the urban road is greater than or equal to 10%, the vehicle needs to be accelerated for 4h3.

[0194] The specific value of the compensation h3 on urban roads can be determined according to Table 3 below. For example, when a vehicle is traveling on an urban road with a slope within the range of [6%, 8%), a speed of 40 km / h, and an accelerator pedal opening of 30%, a torque compensation of 10 Nm can be achieved. For another example, when a vehicle is traveling on an urban road with a slope within the range of [8%, 10%), a speed of 40 km / h, and an accelerator pedal opening of 30%, a torque compensation of 20 Nm can be achieved.

[0195] It should be understood that the compensation method for urban roads shown in Table 3 below is only an exemplary description, and the data in Table 3 does not constitute a limitation on the embodiments of the present application.

[0196] It should also be understood that the acceleration compensation method in Table 3 takes the compensation of the vehicle's driving torque as an example, and the compensation of the vehicle's torque can also be replaced by compensating the output power of the vehicle's power end.

[0197] Table 3

[0198]

[0199] As shown in FIG5(i), after the vehicle is in economy mode, if it is detected that the vehicle is traveling on a mountainous road, the vehicle can determine the slope of the mountainous road based on the acquired road slope information and compare the determined slope with a preset threshold D to determine whether to execute a mountainous slope compensation scheme. Detecting that the vehicle is traveling on a mountainous road can be performed by any of the methods described in step S407 of method 400.

[0200] (j) in Figure 5 describes the slope compensation scheme in mountainous areas. As shown in (j) in Figure 5, when the slope on the mountainous road is less than D, no compensation is required. When the slope on the mountainous road is in the interval [D, D+x), the vehicle needs to be accelerated for h4. When the slope on the mountainous road is in the interval [D+x, D+2x), the vehicle needs to be accelerated for 2h4. When the slope on the mountainous road is greater than or equal to D+2x, the vehicle needs to be accelerated for 4h4.

[0201] For example, when the slope on a mountain road is less than 20%, no compensation is required. When the slope on a mountain road is in the range of [20%, 25%), the vehicle needs to be accelerated for 4 hours. When the slope on a mountain road is in the range of [25%, 30%), the vehicle needs to be accelerated for 2 hours and 4 days. When the slope on a mountain road is greater than or equal to 30%, the vehicle needs to be accelerated for 4 hours and 4 days.

[0202] The specific value of h4 compensation on mountain roads can be determined according to Table 4 below. For example, when a vehicle is traveling on a mountain road with a slope within the range of [20%, 25%), at a speed of 40 km / h, and an accelerator pedal opening of 30%, a torque compensation of 20 Nm can be achieved. For another example, when a vehicle is traveling on a mountain road with a slope within the range of [25%, 30%), at a speed of 40 km / h, and an accelerator pedal opening of 30%, a torque compensation of 40 Nm can be achieved.

[0203] It should be understood that the compensation method for mountain roads shown in Table 4 below is only an exemplary description, and the data in Table 4 does not constitute a limitation on the embodiments of the present application.

[0204] It should also be understood that the acceleration compensation method in Table 4 takes the compensation of the vehicle's driving torque as an example, and the compensation of the vehicle's torque can also be replaced by compensating the output power of the vehicle's power end.

[0205] Table 4

[0206]

[0207]

[0208] In the embodiment of the present application, the most suitable acceleration compensation scheme can be determined according to the road type and the road slope. In this way, the vehicle's acceleration capability can be enhanced while ensuring the vehicle's endurance in different driving scenarios.

[0209] FIG6 is a flow chart of a driving style-based acceleration compensation method provided in an embodiment of the present application. The method 600 can be applied to the vehicle 100 of FIG1 . The method 600 may include the following steps.

[0210] S601, turn on the vehicle's economy mode

[0211] There are many ways to enable the vehicle's economy mode. For example, the vehicle's economy mode can be quickly enabled through the human-machine interface on the vehicle's display screen. Another example is that the user can send a voice command to the vehicle's interactive assistant, which can then enable the vehicle's economy mode based on the voice command. Another example is the method shown in Figure 5 (b) to enable the vehicle's economy mode.

[0212] S602, obtaining the current vehicle's driving information

[0213] Vehicle driving information may include one or more of vehicle controller information, road information, navigation information, user driving habits, and driving information for the current road section. This information can be obtained via the map module, vehicle-to-cloud module, and vehicle controller in system architecture 200 in Figure 2 . The specific meaning of this information has been detailed in the system architecture in Figure 2 and will not be repeated here.

[0214] S603: Determine whether the maximum battery capacity is greater than the maximum value of the battery capacity in this mode.

[0215] Specifically, in this step, it is necessary to determine whether the maximum capacity of the vehicle battery is greater than the maximum capacity of the battery in the economy mode. If it is greater, step S604 is performed; if not, step S605 is performed and the compensation process ends.

[0216] It should be understood that since acceleration compensation for the vehicle requires a portion of the battery capacity, if acceleration compensation is performed when the maximum battery capacity is greater than the maximum battery capacity of the vehicle in economic mode, it may cause the acceleration compensation to fail and may also reduce the battery life.

[0217] S604: Determine whether the current navigation segment has referenceable historical data

[0218] If the current navigation section has referenced historical data, the process proceeds to step S604 ′; if the current section does not have referenced historical data, the process proceeds to step S605 and ends the acceleration compensation process.

[0219] Among them, the historical data that users can refer to can be used to indicate one or more of the average speed, average acceleration, and average throttle of the vehicle when it is traveling under the same or similar road conditions. For example, the vehicle once traveled at an average speed of 50 km / h on an urban road. Currently, the vehicle is also traveling on an urban road and the current driving road conditions are similar to the historical road conditions. The vehicle is traveling at an average speed of 60 km / h. At this time, 50 km / h can be used as reference historical data. For another example, the vehicle once traveled on a mountain road with an accelerator pedal opening of 30%. Currently, the vehicle is traveling on a mountain road with a similar slope and the accelerator pedal opening is 40%. At this time, the accelerator pedal opening of 30% can be used as reference historical data.

[0220] S604', determine whether the current acceleration factor is greater than the reference historical data

[0221] Specifically, the acceleration factor can be determined by the following formula

[0222] y=f(x1,x2,x3)

[0223] Among them, y represents the acceleration factor, x1 represents the speed coefficient = current average speed / historical average speed, x2 represents the acceleration coefficient = current acceleration / historical average acceleration, and x3 represents the throttle coefficient = current accelerator pedal opening / historical accelerator pedal opening.

[0224] The above formula can be expressed in two ways:

[0225] Method 1:

[0226] y=k0x1x2x3

[0227] Wherein, k0 is the correction coefficient, and its specific value can be determined according to the actual application of the above formula.

[0228] Method 2:

[0229] y=k1x1+k2x 2+ k3x3

[0230] Among them, k1, k2, k3 are weight coefficients, and the specific values ​​of k1 to k3 can be determined according to the actual application of the above formula.

[0231] When the acceleration factor calculated by the formula is greater than the reference historical data, compensation can be performed based on the user's driving style. When the acceleration factor is less than the reference historical data, step S605 can be performed to end the acceleration compensation process.

[0232] The specific acceleration compensation can be calculated by the following formula:

[0233] Compensation value = acceleration factor × basic torque value

[0234] The specific value of the basic torque value can be determined according to the corresponding relationship in Table 5 below.

[0235] It should be understood that the basic torque values ​​listed in Table 5 below are merely exemplary, and the data in Table 5 do not constitute a limitation on the embodiments of the present application.

[0236] Table 5

[0237]

[0238]

[0239] S605, end the compensation process

[0240] In an embodiment of the present application, an acceleration factor can be obtained by comparing the vehicle's current and historical driving speeds, accelerations, and accelerator pedal openings. The acceleration factor can be used to determine whether the user's current driving style is more aggressive than the historical driving style, and different degrees of compensation can be performed based on the range of the acceleration factor. In this way, the vehicle's high power or high torque requirements in some scenarios can be met, ensuring that the driver can perform acceleration compensation without feeling it, thereby improving the user's driving experience.

[0241] FIG7 is a flow chart of an acceleration compensation method based on driving action provided in an embodiment of the present application. The method 700 can be applied to the vehicle 100 of FIG1 . The method 700 may include the following steps.

[0242] S701, turn on the vehicle's economic mode

[0243] There are many ways to enable the vehicle's economy mode. For example, the vehicle's economy mode can be quickly enabled through the human-machine interface on the vehicle's display screen. Another example is that the user can send a voice command to the vehicle's interactive assistant, which can then enable the vehicle's economy mode based on the voice command. Another example is the method shown in Figure 5 (b) to enable the vehicle's economy mode.

[0244] S702, obtain the current vehicle's driving information

[0245] Vehicle driving information may include one or more of vehicle controller information, road information, navigation information, user driving habits, and driving information for the current road section. This information can be obtained via the map module, vehicle-to-cloud module, and vehicle controller in system architecture 200 in Figure 2 . The specific meaning of this information has been detailed in the system architecture in Figure 2 and will not be repeated here.

[0246] S703, determine whether the maximum battery capacity is greater than the maximum value of the battery capacity in this mode

[0247] Specifically, in this step, it is necessary to determine whether the maximum capacity of the vehicle battery is greater than the maximum capacity of the battery in the economy mode. If it is, step S704 is performed; if not, step S705 is performed and the compensation process ends.

[0248] It should be understood that since acceleration compensation for the vehicle requires a portion of the battery capacity, if acceleration compensation is performed when the maximum battery capacity is greater than the maximum battery capacity of the vehicle in economic mode, it may cause the acceleration compensation to fail and may also reduce the battery life.

[0249] S704: Determine whether the driver triggers a specific acceleration action

[0250] Whether the driver has triggered a specific acceleration action can be determined by detecting whether the driver has stepped on the accelerator pedal. If the vehicle detects the driver stepping on the accelerator pedal within a preset time period, step S704 is performed. If the vehicle does not detect the driver stepping on the accelerator pedal within the preset time period, step S705 is performed and the acceleration compensation process ends.

[0251] S704', whether the number of actions reaches the preset threshold within the preset time

[0252] Specifically, the acceleration compensation scheme can be determined by detecting whether the number of times the driver depresses the accelerator pedal greater than a second threshold within a preset duration is greater than a third threshold. If the number of times the driver depresses the accelerator pedal greater than the second threshold within the preset duration is greater than or equal to the third threshold, step S704 is performed. If the number of times the driver depresses the accelerator pedal greater than the second original value within the preset duration is less than the third threshold, step S705 is performed, and the acceleration compensation process ends.

[0253] S704" acceleration compensation based on driving action

[0254] Specifically, acceleration compensation can be performed according to the scheme in Table 6 below:

[0255] Table 6

[0256]

[0257]

[0258] As shown in Table 6, if the number of times the driver's actual accelerator pedal opening is greater than or equal to P% during the preset time period T1 is greater than or equal to n, then acceleration compensation of k can be performed. If the number of times the driver's actual accelerator pedal opening is greater than or equal to P% during the preset time period T2 is greater than or equal to 2.5n, then acceleration compensation of l can be performed. If the number of times the driver's actual accelerator pedal opening is greater than or equal to P% during the preset time period T3 is greater than or equal to 5n, then acceleration compensation of m can be performed.

[0259] Table 7 below is an illustrative example of Table 6.

[0260] Table 7

[0261]

[0262] As shown in Table 7, if the driver's actual accelerator pedal opening is greater than or equal to 70% two times or more within a preset 20-second time period, a 30 Nm torque compensation can be applied to the vehicle at a speed of 0-200 km / h. If the driver's actual accelerator pedal opening is greater than or equal to 70% five times or more within a preset 60-second time period, a 50 Nm torque compensation can be applied to the vehicle at a speed of 0-200 km / h. If the driver's actual accelerator pedal opening is greater than or equal to 70% ten times or more within a preset 120-second time period, a 50 Nm torque compensation can be applied to the vehicle at a speed of 0-200 km / h.

[0263] S705, end the compensation process

[0264] In an embodiment of the present application, different compensation schemes can be implemented based on the number of times the driver triggers driving actions within a preset time period. In this way, the vehicle's acceleration capability can be adjusted in a timely manner according to the number of driving actions of the driver, so that the vehicle's acceleration capability can be more in line with the user's driving habits.

[0265] FIG8 is a flow chart of an acceleration compensation method based on multiple strategies provided in an embodiment of the present application. The method 800 can be applied to the vehicle 100 of FIG1 . The method 800 may include the following steps.

[0266] S801, turn on the vehicle's economic mode

[0267] There are many ways to enable the vehicle's economy mode. For example, the vehicle's economy mode can be quickly enabled through the human-machine interface on the vehicle's display screen. Another example is that the user can send a voice command to the vehicle's interactive assistant, which can then enable the vehicle's economy mode based on the voice command. Another example is the method shown in Figure 5 (b) to enable the vehicle's economy mode.

[0268] S802, obtain the current vehicle's driving information

[0269] Vehicle driving information may include one or more of vehicle controller information, road information, navigation information, user driving habits, and driving information for the current road section. This information can be obtained via the map module, vehicle-to-cloud module, and vehicle controller in system architecture 200 in Figure 2 . The specific meaning of this information has been detailed in the system architecture in Figure 2 and will not be repeated here.

[0270] S803, determine whether the maximum battery capacity is greater than the maximum value of the battery capacity in this mode

[0271] Specifically, in this step, it is necessary to determine whether the maximum capacity of the vehicle battery is greater than the maximum capacity of the battery in the economy mode. If so, steps S804a to S804c are performed and the maximum capacity of the battery is output. If not, acceleration compensation is not performed and the compensation process ends.

[0272] It should be understood that since acceleration compensation for the vehicle requires a portion of the battery capacity, if acceleration compensation is performed when the maximum battery capacity is greater than the maximum vehicle battery capacity in economy mode, it may cause the acceleration compensation to fail and may also reduce the battery life.

[0273] S804a, determining the type and slope of the road

[0274] Specifically, the road type and slope may be determined using the method in method 400. After the road type and slope are determined, step S805a may be performed.

[0275] S804b: Is there any historical data available for reference for the current navigation segment?

[0276] Specifically, if the current road segment has reference historical data, step S805b can be performed. If the current road segment does not have reference historical data, it can be determined that no acceleration compensation is performed on the vehicle, and the compensation process for the route is terminated. The reference historical data can be the data determined in step S604 of method 600.

[0277] S804c: Whether the driver triggers a specific acceleration action

[0278] Specifically, the specific acceleration action may include: pressing the accelerator pedal. If the driver triggers the specific acceleration action within the preset time, step S805c may be performed. If the driver does not trigger the specific action within the preset time, it may be determined that no acceleration compensation is performed on the vehicle, and the compensation process for the path is terminated.

[0279] It should be understood that the above steps S804a to S804c can be executed simultaneously or in sequence, and the specific execution method can be set according to the actual application of method 800.

[0280] S805a, determining whether the road slope satisfies the slope compensation scheme

[0281] Specifically, determining whether the road slope satisfies the slope compensation scheme can be performed using the method described in steps S404' to S407' of method 400. After determining that the road slope satisfies the slope compensation scheme, step S806a can be performed. If the road slope does not satisfy the slope compensation scheme, acceleration compensation will not be performed on the vehicle, and the acceleration compensation process for that route ends.

[0282] S805b, Is the current acceleration factor greater than the reference historical data?

[0283] Specifically, the acceleration factor can be determined using the method described in step S604' of method 600. If the acceleration factor is greater than the reference historical data, step S806b is performed. If the current acceleration factor is less than the reference historical data, acceleration compensation is determined not to be performed on the vehicle, and the acceleration compensation process for this route is terminated.

[0284] S805c: Whether the number of driving actions reaches the threshold within the preset time

[0285] Specifically, the acceleration compensation scheme can be determined by detecting whether the number of times the driver depresses the accelerator pedal greater than a second threshold within a preset time period is greater than a third threshold. If the number of times the driver depresses the accelerator pedal greater than or equal to the second threshold within the preset time period is greater than or equal to the third threshold, step S806c is performed. If the number of times the driver depresses the accelerator pedal greater than or equal to the second threshold within the preset time period is less than the third threshold, it can be determined that acceleration compensation will not be performed on the vehicle, and the acceleration compensation process for that path is terminated.

[0286] It should be understood that the above steps S805a to S805c can be executed simultaneously or in sequence, and the specific execution method can be set according to the actual application of method 800.

[0287] It should also be understood that, in the above steps S805a to S805c, if it is determined that a certain path is not to be compensated, the compensation process of the path is terminated without affecting the acceleration compensation of other paths.

[0288] S806a, ramp-based acceleration compensation

[0289] Specifically, the ramp-based acceleration compensation may adopt any of the acceleration compensation schemes described in (d), (f), (h), (i) in FIG5 and in the text portion thereof.

[0290] S806b, acceleration compensation based on driving style,

[0291] Specifically, the acceleration compensation based on the driving style may adopt the acceleration compensation solution described in step S604 ′ in method 600 .

[0292] S806c, acceleration compensation based on driving action

[0293] Specifically, the acceleration compensation based on driving action may adopt the acceleration compensation scheme described in Table 6 or Table 7 in method 700 .

[0294] S807, take the maximum compensation value and output the solution time point

[0295] Specifically, if multiple paths meet the compensation conditions, the maximum compensation value among all compensation schemes can be taken as the final acceleration compensation value, and the time points for the vehicle to enter and exit the compensation can be determined.

[0296] S808: Compensate by taking the minimum value between the compensation scheme and the maximum output capacity of the battery.

[0297] Among them, the maximum power and / or maximum torque supported by the battery for acceleration compensation can be calculated through the maximum output capacity of the battery. The maximum power and maximum torque are compared with the maximum value of the compensation power and / or compensation torque obtained in step S807, and the minimum value of the two is taken as the final compensation scheme, and the compensation process is automatically started and ended based on the entry and exit time points of the compensation scheme.

[0298] In an embodiment of the present application, multiple acceleration compensation schemes can be combined and applied, and the final acceleration compensation scheme can be determined based on the maximum output capacity of the battery. In this way, the acceleration capability of the vehicle can be quickly matched to the user's acceleration needs within the capacity of the vehicle battery, thereby improving the user's driving experience.

[0299] The embodiments of the present application also provide an apparatus for implementing any of the above methods. For example, an apparatus is provided that includes units (or means) for implementing each step performed by the apparatus or vehicle in any of the above methods.

[0300] FIG9 is a schematic diagram of an acceleration compensation device 900 provided in an embodiment of the present application. The device 900 can be applied to the vehicle 100 in FIG1 .

[0301] The apparatus 900 may include an acquisition unit 910, a storage unit 920, and a processing unit 930. The acquisition unit 910 is configured to acquire data and may also be referred to as a communication interface or communication unit. The storage unit 920 may implement corresponding data storage functions, storing corresponding instructions and / or data. The processing unit 930 is configured to perform data processing. The processing unit 930 may read the instructions and / or data in the storage unit 920, thereby enabling the apparatus to implement the aforementioned method embodiments.

[0302] The device 900 may include: an acquisition unit 910, used to acquire driving environment information and / or driving parameter information of a vehicle running in a first mode; a processing unit 930, used to switch the first mode of the vehicle to a second mode when the driving environment information and / or the driving parameter information meet preset conditions; wherein, under the same speed and / or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the first mode, and the economic mode or power-saving mode of the vehicle includes the first mode and the second mode.

[0303] In a possible implementation, the driving environment information includes: a road slope; and the processing unit 930 is specifically configured to switch the first mode of the vehicle to the second mode when the road slope is greater than or equal to a first threshold.

[0304] In one possible implementation, the driving environment information also includes: road type information; the processing unit 930 is specifically used to switch the first mode of the vehicle to the second mode according to the road type information when the slope is greater than or equal to a first threshold.

[0305] In one possible implementation, the driving parameter information includes: one or more of average speed, acceleration and accelerator pedal opening; the processing unit 930 is specifically used to switch the first mode of the vehicle to the second mode when the current average speed of the vehicle is greater than or equal to the historical average speed of the vehicle when traveling on the road; and / or, when the current acceleration of the vehicle is greater than or equal to the historical average acceleration of the vehicle when traveling on the road, switch the first mode of the vehicle to the second mode; and / or, when the current average accelerator pedal opening of the vehicle is greater than or equal to the historical average accelerator pedal opening of the vehicle when traveling on the road, switch the first mode of the vehicle to the second mode.

[0306] In one possible implementation, the driving parameter information also includes: the accelerator pedal opening of the vehicle within a preset time period; the processing unit 930 is specifically used to switch the first mode of the vehicle to the second mode when the number of times the accelerator pedal opening is greater than or equal to the second threshold is greater than or equal to a third threshold.

[0307] In one possible implementation, the processing unit 930 is further used to determine a third driving mode of the vehicle based on the remaining power, and the economic mode or power-saving mode of the vehicle includes the third mode; the processing unit 930 is also used to determine that the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the vehicle in the third mode.

[0308] In one possible implementation, the processing unit 930 is specifically configured to adjust the first torque of the vehicle when traveling in the first mode to the second torque when traveling in the second mode when the driving environment information and / or the driving parameter information meet preset conditions; wherein, at the same speed and / or accelerator pedal opening, the second torque is greater than the first torque.

[0309] In one possible implementation, the processing unit 930 is specifically used to adjust the first power of the vehicle when traveling in the first mode to the second power when traveling in the second mode when the driving environment information and / or the driving parameter information meet preset conditions; wherein, under the same speed and / or accelerator pedal opening, the second power is greater than the first power.

[0310] In one possible implementation, the processing unit 930 is specifically used to adjust the first torque change rate of the vehicle when traveling in the first mode to the second torque change rate when traveling in the second mode when the driving environment information and / or the driving parameter information meet preset conditions; wherein, under the same speed and / or accelerator pedal opening, the second torque change rate is greater than the first torque change rate.

[0311] It should be understood that the division of the various units in the above device is only a division of logical functions. In actual implementation, they can be fully or partially integrated into a physical entity, or they can be physically separated. In addition, the units in the device can be implemented in the form of a processor calling software; for example, the device includes a processor, the processor is connected to a memory, and the memory stores instructions. The processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the various units of the device, where the processor is, for example, a general-purpose processor, such as a graphics processing unit (GPU) or a microprocessor, and the memory is a memory within the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits, and the functions of some or all of the units can be realized by designing the hardware circuits. The hardware circuit can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), which realizes the functions of some or all of the above units by designing the logical relationship of the components in the circuit. For another example, in another implementation, the hardware circuit can be implemented by a programmable logic device (PLD). Taking a field programmable gate array (FPGA) as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by configuring the configuration file, thereby realizing the functions of some or all of the above units. All units of the above devices can be implemented in the form of software called by the processor, or in the form of hardware circuits, or in part by software called by the processor, and the rest by hardware circuits.

[0312] Optionally, if the device 900 is located in a vehicle, the processing unit 930 may be the processor 131 shown in FIG. 1 .

[0313] Optionally, the processing unit 930 may be the processor 1020 in FIG. 10 , the storage unit may be the memory 1010 in FIG. 10 , and the acquiring unit 920 may be the communication interface 1030 in FIG. 10 .

[0314] FIG10 is a schematic diagram of an acceleration compensation device 1000 provided in an embodiment of the present application. The device 1000 can be applied to the vehicle 100 in FIG1 .

[0315] The acceleration compensation device 1000 includes a memory 1010, a processor 1010, and a communication interface 1030. The memory 1010, processor 1010, and communication interface 1030 are connected via an internal connection path. The memory 1010 is used to store instructions, and the processor 1010 is used to execute the instructions stored in the memory 1010 to control the input / output interface 1030 to send or receive data and / or instructions. Optionally, the memory 1010 can be coupled to the processor 1010 via an interface or integrated with the processor 1010.

[0316] It should be noted that the communication interface 1030 uses a transceiver device such as, but not limited to, a transceiver to implement communication between the communication device 1000 and other devices or a communication network. The communication interface 1030 may also include an input / output interface.

[0317] The processor 1010 stores one or more computer programs, which include instructions. When the instructions are executed by the processor 1010, the acceleration compensation device 1000 executes the acceleration compensation method and technical solutions in the above-mentioned embodiments.

[0318] Alternatively, the device 900 or the device 1000 may be located in the vehicle 100 in FIG. 1 .

[0319] Optionally, the device 900 or the device 1000 may be the computing platform 130 in the vehicle in FIG. 1 .

[0320] During implementation, each step of the above method can be completed by an integrated logic circuit of the hardware in the processor 1010 or by instructions in the form of software. The method disclosed in conjunction with the embodiments of the present application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The software module can be located in a storage medium mature in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory 1010, and the processor 1010 reads the information in the memory 1010 and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.

[0321] An embodiment of the present application further provides a computer-readable medium storing a program code. When the computer program code is executed on a computer, the computer executes any one of the methods in FIG. 3 to FIG. 8 .

[0322] The application embodiment further provides a computer program product, which includes: a computer program, which, when executed, enables a computer to execute any one of the methods in FIG. 3 to FIG. 8 .

[0323] An embodiment of the present application also provides a chip, comprising: at least one processor and a memory, wherein the at least one processor is coupled to the memory and is configured to read and execute instructions in the memory to execute any one of the methods in Figures 3 to 8 above.

[0324] An embodiment of the present application also provides an intelligent vehicle, comprising: at least one processor and a memory, wherein the at least one processor is coupled to the memory and is configured to read and execute instructions in the memory to execute any one of the methods described in FIG. 3 to FIG. 8 .

[0325] An embodiment of the present application also provides an intelligent vehicle, comprising any one of the acceleration compensation devices shown in FIG9 or FIG10 .

[0326] In an embodiment of the present application, a processor is a circuit with a signal processing capability. In one implementation, the processor may be a circuit with instruction reading and execution capability, such as a CPU, a microprocessor, a GPU, or a digital signal processor (DSP); in another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit is fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and implementing the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0327] During implementation, each step of the above method can be completed by an integrated logic circuit of the hardware in the processor or by instructions in the form of software. The method disclosed in conjunction with the embodiments of the present application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The software module can be located in a storage medium mature in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or a power-on erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.

[0328] It should be understood that in the embodiment of the present application, the memory may include a read-only memory and a random access memory, and provide instructions and data to the processor.

[0329] It should also be understood that the term "and / or" as used herein simply describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, or B exists alone. Furthermore, the character " / " as used herein generally indicates that the associated objects are in an "or" relationship.

[0330] It should also be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0331] As used in this specification, the terms "component," "module," and the like are used to represent computer-related entities, hardware, firmware, a combination of hardware and software, software, or software in execution. For example, a component can be, but is not limited to, a process running on a processor, a processor, an object, an executable file, an execution thread, a program, and / or a computer. By way of illustration, both applications running on a computing device and a computing device can be components. One or more components can reside in a process and / or an execution thread, and a component can be located on a computer and / or distributed between two or more computers. In addition, these components can be executed from various computer-readable media having various data structures stored thereon. Components can communicate, for example, via local and / or remote processes based on signals having one or more data packets (e.g., data from two components interacting with another component between a local system, a distributed system, and / or a network, such as the Internet interacting with other systems via signals).

[0332] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0333] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0334] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0335] The units described as separate components may or may not be physically separate, and 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 network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0336] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0337] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

Claims

1. An acceleration compensation method, characterized in that: The method comprises: Acquiring driving environment information and / or driving parameter information of a vehicle operating in a first mode; When the driving environment information and / or the driving parameter information meets a preset condition, switching the first mode of the vehicle to a second mode; Among them, under the same speed and / or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the first mode, and the economic mode or power-saving mode of the vehicle includes the first mode and the second mode.

2. The method according to claim 1, wherein The driving environment information includes: a road slope, and when the driving environment information and / or the driving parameter information meets a preset condition, switching the first mode of the vehicle to the second mode includes: When the road gradient is greater than or equal to a first threshold, the first mode of the vehicle is switched to the second mode.

3. The method according to claim 2, wherein The driving environment information further includes road type information, and when the road slope is greater than or equal to a first threshold, switching the first mode of the vehicle to the second mode includes: When the slope is greater than or equal to a first threshold, the first mode of the vehicle is switched to the second mode according to the road type information.

4. The method according to any one of claims 1 to 3, wherein The driving parameter information includes: one or more of average speed, acceleration, and accelerator pedal opening; and when the driving environment information and / or the driving parameter information meet a preset condition, switching the first mode of the vehicle to the second mode includes: When the current average speed of the vehicle is greater than or equal to the historical average speed of the vehicle when traveling on the road, switching the first mode of the vehicle to the second mode; and / or, When the current acceleration of the vehicle is greater than or equal to the historical average acceleration of the vehicle when traveling on the road, switching the first mode of the vehicle to the second mode; and / or, When the current average accelerator pedal opening of the vehicle is greater than or equal to a historical average accelerator pedal opening of the vehicle when the vehicle is traveling on the road, the first mode of the vehicle is switched to the second mode.

5. The method according to any one of claims 1 to 4, characterized in that The driving parameter information further includes: an accelerator pedal opening of the vehicle within a preset time period. When the driving environment information and / or the driving parameter information meets a preset condition, switching the first mode of the vehicle to the second mode includes: When the number of times that the accelerator pedal opening is greater than or equal to a second threshold is greater than or equal to a third threshold, the first mode of the vehicle is switched to the second mode.

6. The method according to any one of claims 1 to 5, characterized in that The driving parameter information includes: the remaining power of the vehicle battery, and the method further includes: determining a third driving mode of the vehicle according to the remaining power, wherein the economic mode or the power-saving mode of the vehicle includes the third mode; Before switching the first mode of the vehicle to the second mode, the method further includes: It is determined that the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the vehicle in the third mode.

7. The method according to any one of claims 1 to 6, wherein: When the driving environment information and / or the driving parameter information meets a preset condition, switching the first mode of the vehicle to the second mode includes: When the driving environment information and / or the driving parameter information meets a preset condition, adjusting the first torque of the vehicle when traveling in the first mode to the second torque when traveling in the second mode; Wherein, at the same speed and / or accelerator pedal opening, the second torque is greater than the first torque.

8. The method according to any one of claims 1 to 6, wherein: When the driving environment information and / or the driving parameter information meets a preset condition, switching the first mode of the vehicle to the second mode includes: When the driving environment information and / or the driving parameter information meets a preset condition, adjusting the first power of the vehicle when driving in the first mode to the second power when driving in the second mode; Wherein, at the same speed and / or accelerator pedal opening, the second power is greater than the first power.

9. An acceleration compensation device, characterized in that: The device comprises: an acquiring unit, configured to acquire driving environment information and / or driving parameter information of a vehicle operating in a first mode; a processing unit, configured to switch the first mode of the vehicle to a second mode when the driving environment information and / or the driving parameter information meets a preset condition; Among them, under the same speed and / or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the first mode, and the economic mode or power-saving mode of the vehicle includes the first mode and the second mode.

10. The device according to claim 9, wherein The driving environment information includes: road slope; The processing unit is specifically configured to switch the first mode of the vehicle to the second mode when the road slope is greater than or equal to a first threshold.

11. The device according to claim 10, wherein The driving environment information also includes: road type information; The processing unit is specifically configured to switch the first mode of the vehicle to the second mode according to the road type information when the slope is greater than or equal to a first threshold.

12. The device according to any one of claims 9 to 11, characterized in that The driving parameter information includes: one or more of average speed, acceleration and accelerator pedal opening; The processing unit is specifically configured to switch the first mode of the vehicle to the second mode when the current average speed of the vehicle is greater than or equal to the historical average speed of the vehicle when traveling on the road; and / or When the current acceleration of the vehicle is greater than or equal to the historical average acceleration of the vehicle when traveling on the road, switching the first mode of the vehicle to the second mode; and / or, When the current average accelerator pedal opening of the vehicle is greater than or equal to a historical average accelerator pedal opening of the vehicle when the vehicle is traveling on the road, the first mode of the vehicle is switched to the second mode.

13. The device according to any one of claims 9 to 12, characterized in that The driving parameter information also includes: the accelerator pedal opening of the vehicle within a preset time period; The processing unit is specifically configured to switch the first mode of the vehicle to the second mode when the number of times the accelerator pedal opening is greater than or equal to the second threshold is greater than or equal to a third threshold.

14. The device according to any one of claims 9 to 13, characterized in that The processing unit is further configured to determine a third driving mode of the vehicle according to the remaining power, wherein the economic mode or the power-saving mode of the vehicle includes the third mode; The processing unit is further configured to determine that the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the vehicle in the third mode.

15. The device according to any one of claims 9 to 13, characterized in that The processing unit is specifically configured to adjust the first torque of the vehicle when traveling in the first mode to the second torque when traveling in the second mode when the driving environment information and / or the driving parameter information meets a preset condition; Wherein, at the same speed and / or accelerator pedal opening, the second torque is greater than the first torque.

16. The device according to any one of claims 9 to 13, characterized in that The processing unit is specifically configured to adjust the first power of the vehicle when traveling in the first mode to the second power when traveling in the second mode when the driving environment information and / or the driving parameter information meets a preset condition; Wherein, at the same speed and / or accelerator pedal opening, the second power is greater than the first power.

17. An acceleration compensation device, characterized in that: include: At least one processor and a memory, wherein the at least one processor is coupled to the memory and configured to read and execute instructions in the memory to perform the method according to any one of claims 1 to 8.

18. A computer-readable medium, characterized in that The computer-readable medium stores a program code, and when the computer program code is run on a computer, the computer is caused to perform the method according to any one of claims 1 to 8.

19. A chip, characterized in that: include: At least one processor and a memory, wherein the at least one processor is coupled to the memory and configured to read and execute instructions in the memory to perform the method according to any one of claims 1 to 8.

20. A computer program product, characterized in that The computer product comprises a computer program, which enables a computer to perform the method according to any one of claims 1 to 8 when the computer program is executed.

21. A vehicle, characterized in that: Comprising the apparatus of any one of claims 9 to 17.

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