Mode control method and system based on driving intention recognition

Abstract

The invention relates to a mode control method based on driving intention recognition, and the method comprises the following steps: carrying out the judgment of a large-power acceleration intention according to a preset triggering condition based on the obtained accelerator opening degree data, steering wheel angle data and road slope data; when it is judged that the intention is the high-power acceleration intention, a downshift operation executing request is sent to the AMT, meanwhile, a power mode switching request is sent to the engine controller, and the engine enters the power mode. According to the method, the driver is liberated from tedious mode switching by automatically identifying the high-power acceleration intention of the driver and actively switching the power mode, so that the driver can concentrate on the road condition, the safety risk caused by operation distraction is eliminated, the driving convenience and comfort are greatly improved, and the driving safety is improved. Through accurate scene recognition and automatic and timely recovery of the economic mode after acceleration is finished, the problem of long-term high oil consumption caused by the fact that a driver forgets to switch the mode is thoroughly solved.

Description

Technical Field

[0001] This invention relates to the field of driving intention recognition, and more specifically to a mode control method and system based on driving intention recognition. Background Technology

[0002] Currently, commercial vehicles equipped with AMT (Automated Manual Transmission) typically have an economy mode (such as D gear) and a power mode (such as P gear or S gear) to balance economy and power. When high acceleration is required, the vehicle needs more drive torque. Existing mass-produced AMT solutions generally use a "manual power mode + lever switching" method to achieve increased power output. The specific operation process is as follows: when the driver needs high acceleration, he manually pushes the shift lever from economy mode (D gear) to power mode (P / S gear); after receiving the mode switching signal, the transmission control unit (TCU) performs a downshift operation according to the power shift MAP and requests the engine to provide more torque; after the acceleration is completed, the driver needs to manually push the shift lever back to economy mode (D gear) to restore low fuel consumption operation.

[0003] However, the complete operation process described above requires the driver to manually switch the lever twice. This can distract the driver from the road conditions ahead and increase safety risks, especially under stressful conditions such as high-speed driving. This undoubtedly affects the convenience and comfort of driving. Since the power mode maintains high fuel consumption throughout, and market research shows that about 35% of drivers forget to switch back to the economy mode after switching the power mode, the vehicle remains in a high fuel consumption state for a long time, resulting in an additional 6%-8% fuel loss. Therefore, there is an urgent need in this field for a control strategy that can automatically and accurately identify the driver's intention to accelerate with high power and intelligently and smoothly switch between the power mode and the economy mode to solve the problems of cumbersome operation, high fuel consumption, poor comfort, and insufficient safety in the existing technology. Summary of the Invention

[0004] This application provides a mode control method, system, and vehicle based on driving intention recognition to solve the above-mentioned problems.

[0005] In a first aspect, embodiments of this application provide a mode control method based on driving intention recognition, comprising the following steps: Based on the acquired throttle opening data, steering wheel angle data, and road slope data, the system determines the intention to accelerate with high power according to preset trigger conditions. When a strong acceleration intention is detected, a downshifting request is sent to the AMT, and a power mode switching request is sent to the engine controller to put the engine into power mode. The system continuously monitors the steering wheel angle data, road slope data, and throttle opening data. When the preset exit conditions are met, it sends an economy mode switching request to the engine controller, causing the engine to return to economy mode.

[0006] In conjunction with the first aspect, in one implementation, the triggering condition includes: Condition 1: The road gradient data is greater than the first gradient threshold, and the throttle opening data is greater than the first throttle amplitude threshold; Condition 2: The steering wheel angle data is greater than the first angle threshold, and the throttle opening data is greater than the first throttle amplitude threshold; Condition 3: The throttle opening data is greater than the second throttle amplitude threshold; When any of the above triggering conditions are met, it is determined to be an intention to accelerate with high power.

[0007] In conjunction with the first aspect, in one implementation, the second throttle amplitude threshold is greater than the first throttle amplitude threshold.

[0008] In conjunction with the first aspect, in one implementation, the first slope threshold, the first angle threshold, the first throttle amplitude threshold, and the second throttle amplitude threshold can be adaptively corrected based on the vehicle's load data, current altitude data, and average throttle change rate data. The adaptive correction is achieved by querying a pre-calibrated correction coefficient MAP.

[0009] In conjunction with the first aspect, in one implementation, the adaptive correction specifically includes: Based on the real-time acquired vehicle load data, current altitude data, and average throttle change rate data within the set ignition cycle, the corresponding correction coefficient MAP is queried to obtain the corresponding correction coefficient. Multiply the original threshold with the corresponding correction coefficient to obtain the adaptive threshold suitable for the current working condition.

[0010] In conjunction with the first aspect, in one implementation, the larger the load data, the smaller the value of the correction coefficient corresponding to the first slope threshold, the first throttle amplitude threshold, and the second throttle amplitude threshold. The higher the altitude data, the smaller the value of the correction coefficient corresponding to the first throttle amplitude threshold and the second throttle amplitude threshold. The larger the average throttle change rate data within the set ignition cycle, the larger the value of the correction coefficient corresponding to the first angle threshold, the first throttle amplitude threshold, and the second throttle amplitude threshold.

[0011] In conjunction with the first aspect, in one implementation, when adaptive correction is performed based on at least two of the vehicle's load data, current altitude data, and throttle change rate data within a set ignition cycle, the final correction coefficient is calculated by weighting and summing the correction coefficients corresponding to each influencing factor.

[0012] In conjunction with the first aspect, in one implementation, the downshift operation includes controlling the AMT to perform an operation of downshifting by 1 or 2 gears.

[0013] In conjunction with the first aspect, in one implementation, the preset exit condition includes: Condition 1: The road gradient data is less than the second gradient threshold, and the throttle opening data is less than the third throttle amplitude threshold; Condition 2: The steering wheel angle data is less than the second angle threshold, and the throttle opening data is less than the fourth throttle amplitude threshold; Condition 3: The throttle opening data is less than the fifth throttle amplitude threshold; When any of the above exit conditions are met within the set time, an economy mode switching request is sent to the engine controller to return the engine to economy mode.

[0014] Secondly, embodiments of this application provide a system for a mode control method based on driving intention recognition, comprising: The data acquisition module is used to acquire and send vehicle throttle opening data, steering wheel angle data, and road slope data; The judgment module, which is connected to the data acquisition module, judges the intention to accelerate with high power based on the throttle opening data, steering wheel angle data and road slope data sent by the data acquisition module, and judges the intention to exit based on the preset trigger conditions, and sends corresponding instructions based on the judgment results. The processing module, which is connected to the determination module, sends a downshift operation request to the AMT based on the instructions sent by the determination module, and at the same time sends a power mode switching request and / or an economy mode switching request to the engine controller.

[0015] Thirdly, embodiments of this application provide a vehicle that includes a system with a mode control method based on driving map recognition.

[0016] The beneficial effects of the technical solutions provided in this application include: 1. This method automatically recognizes the driver's intention to accelerate with high power and actively switches the power mode. No manual gear shifting is required during acceleration, freeing the driver from the tedious mode switching and allowing them to focus more on road conditions. This fundamentally eliminates the safety risks caused by distracted operation and greatly improves driving convenience and comfort. Through accurate scene recognition and automatic and timely restoration of the economy mode after acceleration, it completely solves the long-term high fuel consumption problem caused by the driver forgetting to switch modes.

[0017] 2. This method introduces an adaptive correction mechanism based on load data, altitude data, and average throttle change rate data that reflects the driver's driving style. This allows the trigger threshold of the method to be dynamically adjusted according to the actual vehicle status, environment, and driver habits. This not only makes the control strategy more precise and robust, but also provides a personalized intelligent driving experience for drivers with different styles.

[0018] 3. This method is a pure software algorithm innovation, and its implementation does not depend on any new hardware. The control strategy can be integrated into the vehicle's existing control unit (such as the transmission control unit TCU, vehicle controller VCU or other domain controllers) through software upgrades. It can give the vehicle the function of automatic mode switching without changing the vehicle's hardware structure. This makes it possible to quickly and cost-effectively adapt and port to various commercial vehicle platforms equipped with AMT systems, and has extremely high market promotion value and application flexibility. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram illustrating the main steps of the present invention; Figure 2 This is a curve showing the correction factor for the load data in this embodiment; Figure 3 This is a graph showing the altitude data correction factor for this embodiment. Figure 4 A curve showing the correction factor for the average throttle change rate during the ignition cycle is set for this embodiment. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0022] Example 1: Please see Figure 1 This application provides a mode control method based on driving intention recognition, including the following steps: S1. Based on the acquired throttle opening data, steering wheel angle data, and road slope data, determine the intention to accelerate with high power according to the preset trigger conditions. Specifically, the system periodically reads the following key data from the corresponding electronic control unit via the vehicle's CAN bus network: Throttle opening data: obtained from the engine controller, which reflects the magnitude of the driver's power request; Steering wheel angle data: obtained from the steering column module or electronic stability program system, used to determine whether the driver is performing a steering operation, which can reflect whether the driver has the intention to change lanes, overtake, etc. Road slope data: can be calculated by fusing the integrated longitudinal acceleration sensor with the vehicle speed signal, or directly from the elevation slope information provided by the navigation system, used to identify whether the vehicle is in an uphill condition.

[0023] S101, Triggering conditions include: ①: The road gradient data is greater than the first gradient threshold, and the throttle opening data is greater than the first throttle amplitude threshold; In this embodiment, the first slope threshold is preferably 5%, and the first throttle amplitude threshold is preferably 30%. This condition is used to identify the vehicle's need for high-power acceleration on a slope. When the road slope data exceeds 5%, it indicates that the vehicle's driving resistance has increased significantly, requiring greater driving force to maintain or increase the vehicle speed. If the driver also shows a deep press of the accelerator (i.e., the accelerator opening data is greater than 30%), it is determined that the driver has a clear intention to accelerate uphill with high power in order to avoid a decrease in vehicle speed due to increased resistance and to ensure the vehicle's climbing power. ②: The steering wheel angle data is greater than the first angle threshold, and the throttle opening data is greater than the first throttle amplitude threshold; In this embodiment, the first angle threshold is preferably 15°; This condition is used to identify the driver's need for high-power acceleration when planning to overtake or change lanes. When the steering wheel angle data exceeds 15°, it indicates that the driver is performing a steering action. If the driver also presses the accelerator pedal deeply at this time, it is determined that the driver has a clear intention to overtake in order to quickly obtain sufficient power to complete the overtaking action safely and efficiently.

[0024] ③: Throttle opening data is greater than the second throttle amplitude threshold; In this embodiment, the second throttle amplitude threshold is 50%; This condition is used to identify pure high-power acceleration needs without steering or steep inclines. When the driver presses the accelerator very hard (opening > 50%), it indicates that there is a very clear and strong power request. Since there are no auxiliary judgment signals such as incline or steering in this scenario, a higher and independent throttle threshold is set to ensure that it will only be triggered when the intention is very clear, effectively preventing misjudgment.

[0025] When any of the above triggering conditions are met, it is determined to be an intention to accelerate with high power.

[0026] It should be noted that the initial values ​​of the first slope threshold, the first angle threshold, and the first and second throttle amplitude thresholds described in this invention are determined under reference conditions through a conventional vehicle calibration process. The reference conditions are preferably defined as follows: the vehicle is in a half-load state, in a flat area, and operated by a driver with a standard driving style. Under these reference conditions, the first angle threshold obtained through calibration is 15°, the first slope threshold is 5%, the first throttle amplitude threshold is 30%, and the second throttle amplitude threshold is 50%. It is understood that these specific values ​​are only examples, and their actual values ​​can be adjusted according to different vehicle models and performance targets.

[0027] S102, Adaptive threshold correction; To enable the control strategy to adapt to different vehicle states, environments, and driver styles, the first slope threshold, first angle threshold, first throttle amplitude threshold, and second throttle amplitude threshold of the present invention can be adaptively corrected based on the vehicle's load data, current altitude data, and average throttle change rate data within a set ignition cycle. The adaptive correction is achieved by querying a pre-calibrated correction coefficient MAP.

[0028] Please see Figure 2 , Figure 3 and Figure 4 Specifically: ①The larger the load data, the smaller the value of the correction coefficient corresponding to the first slope threshold, the first throttle amplitude threshold, and the second throttle amplitude threshold; The MAP diagram of an example of this embodiment is shown in the table below:

[0029] The vehicle status indicates that the greater the vehicle load data, the greater the vehicle inertia and the more difficult the acceleration. Therefore, the correction coefficients of the first slope threshold and the first throttle amplitude threshold are lowered, so that under heavy load conditions, the system becomes more sensitive to slope and throttle signals, making it easier to trigger the power mode to compensate for the power demand.

[0030] ②The higher the altitude data, the smaller the value of the correction coefficient corresponding to the first throttle amplitude threshold and the second throttle amplitude threshold; The MAP diagram of an example of this embodiment is shown in the table below:

[0031] This environmental factor indicates that the higher the current altitude, the less air the engine takes in and the more significant the torque output decreases. Therefore, lowering the correction coefficient of the first throttle amplitude threshold increases the vehicle's sensitivity to throttle signals under high-altitude conditions, allowing for timely response to the driver's increased throttle input due to power loss. ③ The larger the average throttle change rate data within the set ignition cycle, the larger the value of the correction coefficient corresponding to the first angle threshold, the first throttle amplitude threshold, and the second throttle amplitude threshold.

[0032] The average throttle change rate data within a set ignition cycle is used to characterize the driver's driving style. The larger the data, the more aggressive the driver's operation, and the greater the range and force of their normal driving operation. To prevent false triggering, the correction coefficients of the first angle threshold and the first throttle amplitude threshold are increased, so that for aggressive drivers, the steering angle and throttle change rate thresholds required for system triggering are correspondingly increased, thereby effectively distinguishing their habitual operation from their true intention to accelerate with great power.

[0033] Specifically, the throttle opening sensor signal is read in real time by a controller (such as a TCU or VCU) at a fixed sampling period (preferably 10ms in this embodiment). At each sampling moment, the instantaneous throttle change rate between the current moment and the previous sampling moment is calculated using the following formula: ×100%; in, The throttle position at the current moment. The throttle input at the previous moment. The sampling period is preferably 10ms in this embodiment; In this embodiment, the ignition cycle is defined as the complete ignition cycle of the previous driving (i.e., the complete driving cycle from start to stop), and the instantaneous throttle change rate is calculated at all sampling moments within that cycle. Calculate its arithmetic mean over the entire cycle to obtain the average throttle change rate data. The larger the average throttle change rate data, the larger the values ​​of the correction coefficients corresponding to the first angle threshold, the first throttle amplitude threshold, and the second throttle amplitude threshold. In a pre-calibrated MAP table, different intervals can be set for this data:

[0034] If the average throttle change rate is less than 50% / s, it is judged as a mild style, and the correction factor is preferably 0.8.

[0035] If 50% / s ≤ average throttle change rate ≤ 150% / s, it is judged as standard style, and the correction factor is preferably 1.0; If the average throttle change rate is >150% / s, it is judged as an aggressive style, and the correction factor is preferably 1.3.

[0036] For aggressive drivers, the first angle threshold will become 15° × 1.3 = 19.5°, thus achieving an intelligent increase in the trigger threshold.

[0037] ④ When adaptive correction is performed based on at least two of the vehicle's load data, current altitude data, and throttle change rate data within the set ignition cycle, the final correction coefficient is calculated by weighting and summing the correction coefficients corresponding to each influencing factor.

[0038] Specifically, when the three correction conditions in step S102 are met: ; in, This is the correction factor corresponding to the load data at this time. This is the correction factor corresponding to the altitude data at this time. This is a correction factor for the average throttle change rate data within the set ignition cycle at this time. + + =1; In addition, this embodiment takes load capacity and style as examples. When the two or three correction conditions in step S102 are met: ; in, This is the correction factor corresponding to the load data at this time. This is a correction factor for the average throttle change rate data within the set ignition cycle at this time. + =1; It is important to note that the weighting coefficients are pre-set based on the degree and urgency of the impact of different factors on power demand. The core principle is that factors with a more direct and urgent impact on vehicle power performance are assigned higher weights. Furthermore, the weighting coefficients... , , The specific values ​​are determined based on the platform characteristics and performance targets of different vehicle models, through conventional real-vehicle testing and calibration processes. These are engineering parameters that can be optimized. For example, a vehicle model that focuses on heavy-duty transportation may allocate a higher weight to load capacity. A vehicle model focused on highway express delivery might place greater emphasis on the driver's personalized experience, thus allocating more weight to driving style. .

[0039] S2. When the intention to accelerate with high power is determined, a request to downshift is sent to the AMT, and a power mode switching request is sent to the engine controller to put the engine into power mode. Specifically, when a high-power acceleration intention is detected, the system (such as TCU or VCU) will generate two commands simultaneously and send them to the corresponding actuators via the vehicle's CAN bus network: Send a downshift request to the AMT: This request contains the target gear information. The target gear is determined based on the current vehicle speed, engine speed, and the pre-stored shift MAP to ensure that the engine can enter its maximum torque output speed range after downshifting. The target gear for downshifting is determined by querying the pre-stored power shift MAP. The decision principle is: under the premise of ensuring that the engine speed does not exceed the limit, prioritize the downshift that can provide greater driving force, usually down by 1 or 2 gears. Send a power mode switching request to the engine controller (ECU): This request is issued in the form of a specific flag bit, instructing the ECU to switch from the economy MAP to the power MAP, thereby realizing the power mode switching.

[0040] Through the coordinated control strategy of downshifting to increase the transmission ratio and switching operating modes to increase torque output, the powertrain system is instantly activated. This allows the vehicle to quickly obtain driving torque far exceeding what the current economic mode can provide, thereby significantly shortening overtaking or acceleration time and precisely and efficiently satisfying the driver's intention to accelerate with high power.

[0041] S3. Continuously monitor the steering wheel angle data, road slope data, and throttle opening data. When the preset exit conditions are met, send an economy mode switching request to the engine controller to make the engine return to economy mode.

[0042] The preset exit conditions include: ①: The road gradient data is less than the second gradient threshold, and the throttle opening data is less than the third throttle amplitude threshold; In this embodiment, the second slope threshold is preferably 0%, and the third throttle amplitude threshold is preferably 15%. When the road gradient data is less than 0%, it indicates that the vehicle has left the steep slope and no longer needs to overcome gravity; and at the same time, the throttle opening data is less than 15%, it indicates that the driver has not requested high power. Both of these indicate that the demand for high power on the slope has disappeared, so it is determined to exit the power mode. ②: The steering wheel angle data is less than the second angle threshold, and the throttle opening data is less than the fourth throttle amplitude threshold; In this embodiment, the second angle threshold is preferably 8°, and the fourth throttle amplitude threshold is preferably 15%. When the steering wheel angle data is less than 8°, it indicates that the driver has completed the lane change or overtaking maneuver, and the vehicle has returned to a straight line or made minor adjustments; simultaneously, the throttle opening data is less than 15%, indicating that the driver has not requested high power. Both together indicate that the overtaking maneuver has been completed and there is no further intention to accelerate rapidly, therefore, the power mode is disengaged. ③: Throttle opening data is less than the fifth throttle amplitude threshold; In this embodiment, the fifth throttle amplitude threshold is preferably 30%; When the throttle opening is less than 30%, it means that the driver does not have a high demand for acceleration while driving straight, so the power mode is disengaged. When any of the above exit conditions are met within the set time, an economy mode switching request is sent to the engine controller to return the engine to economy mode. In this embodiment, the time is set to 200 seconds. The above conditions must be met continuously for this set duration before the recovery economy mode is triggered. This can effectively filter out brief and fluctuating operations during driving, and avoid frequent switching and oscillation of power modes when overtaking or climbing is not completed, which greatly improves the stability of the system and the smoothness of driving.

[0043] It should be noted that the specific values ​​of the second slope threshold, the second angle threshold, the third, fourth and fifth throttle amplitude thresholds and the delay setting time are all determined through conventional real-vehicle testing and calibration processes for different vehicle platforms, and can be optimized and adjusted according to the overall vehicle performance targets during the calibration process.

[0044] Example 2: Based on the same technical concept as Embodiment 1 above, this application also provides a system for a mode control method based on driving intention recognition, comprising: The data acquisition module is used to acquire and send the vehicle's throttle opening data, steering wheel angle data, and road slope data, as shown in step S1 of implementation one. The module can directly read the required data from the corresponding sensors or controllers (such as throttle pedal sensor, steering column module, ESP system, navigation system, etc.) by accessing the vehicle's CAN bus network. The determination module is connected to the data acquisition module; ①Based on the throttle opening data, steering wheel angle data and road slope data sent by the data acquisition module, it judges the intention of high-power acceleration according to the preset triggering conditions, and sends corresponding instructions based on the judgment result, specifically as the triggering condition step S101 in Embodiment 1. ② And make a judgment based on the preset exit conditions, and send the corresponding instruction based on the judgment result, as in step S3 of embodiment one; In addition, this module can also perform adaptive threshold correction based on different vehicle states, environments and driver styles. The specific steps are shown in S102 of Embodiment 1. It has pre-stored various correction coefficient MAP tables (such as load, altitude, driving style MAP) and corresponding weight coefficients corresponding to Embodiment 1. The module queries these MAP tables based on real-time data, calculates the adaptive threshold, and then uses it to judge the above triggering and exiting conditions.

[0045] The core of this module is a processing unit (such as a TCU, VCU, or a functional core within it), which stores the judgment logic and thresholds for the triggering and exiting conditions, as well as a MAP table in the form of a data matrix or a two-dimensional lookup table after calibration, and generates the judgment result by executing these logics.

[0046] The processing module, which is connected to the judgment module, sends a downshifting operation request to the AMT when it receives an instruction that "the intention to accelerate with high power". At the same time, it sends a power mode switching request to the engine controller (ECU). When it receives a command that "exit conditions are met", it sends an economy mode switching request to the engine controller (ECU).

[0047] This module acts as a command distribution center, sending standard control command frames to the AMT control unit and ECU via the CAN bus.

[0048] The system does not rely on any new hardware. The control strategy can be integrated into the vehicle's existing control units (such as the transmission control unit TCU, vehicle controller VCU, or other domain controllers) through software upgrades. It can give the vehicle the function of automatic mode switching without changing the vehicle's hardware structure. This makes it possible to quickly and cost-effectively adapt and port to various commercial vehicle platforms equipped with AMT systems, and it has extremely high market promotion value and application flexibility.

[0049] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0050] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0051] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A mode control method based on driving intention recognition, characterized in that, Includes the following steps: Based on the acquired throttle opening data, steering wheel angle data, and road slope data, the system determines the intention to accelerate with high power according to preset trigger conditions. When a strong acceleration intention is detected, a downshifting request is sent to the AMT, and a power mode switching request is sent to the engine controller to put the engine into power mode. The system continuously monitors the steering wheel angle data, road slope data, and throttle opening data. When the preset exit conditions are met, it sends an economy mode switching request to the engine controller, causing the engine to return to economy mode.

2. The mode control method based on driving intention recognition according to claim 1, characterized in that, The triggering conditions include: Condition 1: The road gradient data is greater than the first gradient threshold, and the throttle opening data is greater than the first throttle amplitude threshold; Condition 2: The steering wheel angle data is greater than the first angle threshold, and the throttle opening data is greater than the first throttle amplitude threshold; Condition 3: The throttle opening data is greater than the second throttle amplitude threshold; When any of the above triggering conditions are met, it is determined to be an intention to accelerate with high power.

3. The mode control method based on driving intention recognition according to claim 2, characterized in that, The second throttle amplitude threshold is greater than the first throttle amplitude threshold.

4. The mode control method based on driving intention recognition according to claim 2, characterized in that, The first slope threshold, the first angle threshold, the first throttle amplitude threshold, and the second throttle amplitude threshold can be adaptively corrected based on the vehicle's load data, current altitude data, and average throttle change rate data. The adaptive correction is achieved by querying the pre-calibrated correction coefficient MAP.

5. The mode control method based on driving intention recognition according to claim 4, characterized in that, The adaptive correction specifically includes: Based on the real-time acquired vehicle load data, current altitude data, and average throttle change rate data within the set ignition cycle, the corresponding correction coefficient MAP is queried to obtain the corresponding correction coefficient. Multiply the original threshold with the corresponding correction coefficient to obtain the adaptive threshold suitable for the current working condition.

6. The mode control method based on driving intention recognition according to claim 4, characterized in that, The larger the load data, the smaller the value of the correction coefficient corresponding to the first slope threshold, the first throttle amplitude threshold, and the second throttle amplitude threshold. The higher the altitude data, the smaller the value of the correction coefficient corresponding to the first throttle amplitude threshold and the second throttle amplitude threshold. The larger the average throttle change rate data within the set ignition cycle, the larger the value of the correction coefficient corresponding to the first angle threshold, the first throttle amplitude threshold, and the second throttle amplitude threshold.

7. The mode control method based on driving intention recognition according to claim 4, characterized in that, When adaptive correction is performed based on at least two of the vehicle's load data, current altitude data, and throttle change rate data within a set ignition cycle, the final correction coefficient is calculated by weighting and summing the correction coefficients corresponding to each influencing factor.

8. The mode control method based on driving intention recognition according to claim 1, characterized in that, The downshifting operation includes controlling the AMT to perform a downshifting operation of 1 or 2 gears.

9. The mode control method based on driving intention recognition according to claim 1, characterized in that, The preset exit conditions include: Condition 1: The road gradient data is less than the second gradient threshold, and the throttle opening data is less than the third throttle amplitude threshold; Condition 2: The steering wheel angle data is less than the second angle threshold, and the throttle opening data is less than the fourth throttle amplitude threshold; Condition 3: The throttle opening data is less than the fifth throttle amplitude threshold; When any of the above exit conditions are met within the set time, an economy mode switching request is sent to the engine controller to return the engine to economy mode.

10. A system based on the driving intention recognition-based pattern control method of claim 1, characterized in that, include: The data acquisition module is used to acquire and send vehicle throttle opening data, steering wheel angle data, and road slope data; The judgment module, which is connected to the data acquisition module, judges the intention to accelerate with high power based on the throttle opening data, steering wheel angle data and road slope data sent by the data acquisition module, and judges the intention to exit based on the preset trigger conditions, and sends corresponding instructions based on the judgment results. The processing module, which is connected to the determination module, sends a downshift operation request to the AMT based on the instructions sent by the determination module, and at the same time sends a power mode switching request and / or an economy mode switching request to the engine controller.

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