Acceleration Compensation Method and Device, and Vehicle

Abstract

Embodiments of the present application provide an acceleration compensation method. The method includes obtaining moving environment information and / or moving parameter information of a vehicle traveling in a first mode, and switching the first mode of the vehicle to a second mode when the moving environment information and / or the moving parameter information satisfy preset conditions. When at the same speed and / or accelerator pedal opening, the acceleration ability of the vehicle in the second mode is greater than that in the first mode, and the ECO mode or power saving mode of the vehicle includes the first mode and the second mode. The above method may be applied to an intelligent vehicle or an electric vehicle, thereby performing acceleration compensation on the vehicle in a scenario where the vehicle requires high torque or high power, timely adjusting the acceleration ability of the vehicle, and improving the driving experience of the user.

Description

Technical Field

[0001] Embodiments of the present application relate to the field of intelligent vehicles, and more specifically, to an acceleration compensation method and apparatus, and a vehicle.

Background Art

[0002] Due to the wide use of new energy vehicles in daily life, the battery life of new energy vehicles has become increasingly important. Currently, most new energy vehicles can improve the battery life of the vehicle by setting the ECO (power saving) mode.

[0003] However, in some scenarios where a large torque or high power is required when the vehicle is in the ECO (power saving) mode (for example, the vehicle climbing scenario), when the vehicle is in the ECO mode, the acceleration is decelerated, and the torque or power output ability of the vehicle is limited, so the power requirement of the vehicle may not be satisfied. Also, when the user starts to adjust the acceleration mode of the vehicle only when recognizing that the acceleration ability of the vehicle is insufficient, the acceleration ability of the vehicle may be difficult to match the user's acceleration requirement because the acceleration mode is not adjusted in a timely manner, and as a result, the user's driving experience deteriorates.

Summary of the Invention

[0004] Embodiments of the present application provide an acceleration compensation method and apparatus, and a vehicle, so that acceleration compensation can be performed on the vehicle in a scenario where the vehicle requires a large torque or high power, the acceleration ability of the vehicle can be adjusted in a timely manner, and the user's driving experience can be improved.

[0005] The vehicle of the present application (which may be abbreviated as a car) is a means of transportation in a broad sense, and may be a vehicle (e.g., a passenger car, a truck, a motorcycle, a train, an airplane, or a ship), an industrial vehicle (e.g., a pallet truck, a trailer, or a tractor), a construction vehicle (e.g., an excavator, a bulldozer, or a crane), an agricultural implement (e.g., a lawn mower or a harvester), a recreational device, a toy vehicle, etc. The type of vehicle is not specifically limited in the present application.

[0006] According to a first aspect, an acceleration compensation method is provided. The method includes obtaining movement environment information and / or movement parameter information of a vehicle traveling in a first mode, and switching the first mode of the vehicle to a second mode when the movement environment information and / or the movement parameter information satisfy a pre-set condition. When the vehicle has the same speed and / or accelerator pedal opening, the acceleration ability of the vehicle in the second mode is greater than that in the first mode, and the ECO mode or power-saving mode of the vehicle includes the first mode and the second mode.

[0007] The movement environment information of the vehicle may include one or more of road gradient, road type information, road speed limit information, road congestion information, and road average vehicle speed information. The movement parameter information of the vehicle may include one or more of the average speed, acceleration, accelerator pedal opening, state of charge, torque, and output power of the power end of the vehicle during movement.

[0008] Optionally, the first mode and the second mode may be one sub-mode of the ECO mode or the power-saving mode. The first mode and the second mode may be set for the vehicle before shipment, or may be directly selected by the user.

[0009] Optionally, the first mode and the second mode may be defined by the user based on user requirements. For example, the user may set devices (air conditioner, camera, and voice assistant) that are permitted to be enabled by the vehicle in the first mode and the second mode. As another example, the user may set devices that are not permitted to be enabled by the vehicle in the first mode and the second mode.

[0010] The fact that the acceleration ability of the vehicle in the second mode is greater than that of the vehicle in the first mode can be expressed in a plurality of ways. For example, when at the same speed and / or accelerator pedal opening, the torque of the vehicle moving in the second mode is greater than the torque of the vehicle moving in the first mode. As another example, when at the same speed and / or accelerator pedal opening, the output power of the power end of the vehicle moving in the second mode is greater than the power of the power end of the vehicle moving in the first mode. As another example, when at the same speed and / or accelerator pedal opening, the amplitude of the torque change of the vehicle moving in the second mode over time is greater than the amplitude of the torque change of the vehicle moving in the first mode over the same time period.

[0011] In an embodiment of the present application, the vehicle can switch the first mode of the vehicle to the second mode based on the moving environment information and / or the moving parameter information. In this way, the acceleration ability of the vehicle is improved when the vehicle is in the ECO mode or the power saving mode, thereby improving the driving experience of the user.

[0012] Referring to the first aspect, in some implementations of the first aspect, the moving environment information includes a road gradient, and switching the first mode of the vehicle to the second mode when the moving environment information and / or the moving parameter information satisfy a pre-set condition includes switching the first mode of the vehicle to the second mode when the road gradient is greater than or equal to a first threshold.

[0013] The road gradient may be obtained from the fixed information or the navigation information in the moving environment information, and the first threshold may be a pre-set road gradient value. When the road gradient is greater than the first threshold, the acceleration ability of the vehicle is improved by switching the first mode to the second mode.

[0014] In an embodiment of the present application, when the road gradient is greater than or equal to a first threshold, the first mode in which the vehicle moves is switched to a second mode. In this way, the acceleration ability of the vehicle can immediately match the user's acceleration request when the vehicle is in the ECO mode or the power-saving mode, thereby improving the user's driving experience.

[0015] Referring to the first aspect, in some implementations of the first aspect, the movement environment information includes road type information, and switching the first mode of the vehicle to the second mode when the road gradient is greater than or equal to a first threshold includes switching the first mode of the vehicle to the second mode when the gradient is greater than or equal to the first threshold based on the road type information.

[0016] The road type information may include one or more of highway, suburban road, urban road, and mountain road. The first threshold may be set to different values corresponding to different road types. For example, the first threshold corresponding to a highway may be set to A. When the vehicle is moving on a highway and the gradient of the highway is greater than A, the first mode may be switched to the second mode based on a first gradient range set in advance before the gradient of the highway enters. As another example, the first threshold corresponding to a mountain road may be set to D. When the vehicle is moving on a mountain road and the gradient of the mountain road is greater than D, the first mode may be switched to the second mode based on a second gradient range set in advance before the gradient of the mountain road enters.

[0017] In an embodiment of the present application, when the road gradient is greater than or equal to a first threshold, the acceleration ability of the vehicle at the same speed and / or accelerator pedal opening can be improved based on the road type information and the road gradient. In this way, the acceleration ability of the vehicle can more quickly match the user's acceleration request when the vehicle is in the ECO mode or the power-saving mode, thereby improving the user's driving experience.

[0018] Referring to the first aspect, in some implementations of the first aspect, the movement parameter information includes one or more of average speed, acceleration, and accelerator pedal opening, and switching the first mode of the vehicle to the second mode when the movement environment information and / or the movement parameter information satisfy a pre-set condition includes switching 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 past average speed of the vehicle moving on the road, and / or switching the first mode of the vehicle to the second mode when the current acceleration of the vehicle is greater than or equal to the past average acceleration of the vehicle moving on the road, and / or switching the first mode of the vehicle to the second mode when the current average accelerator pedal opening of the vehicle is greater than or equal to the past average accelerator pedal opening of the vehicle moving on the road.

[0019] The past average speed, past acceleration, and past accelerator pedal opening of the vehicle may belong to the past movement data of the vehicle, and the past movement data may be sent to the vehicle by using a cloud server. The past movement data may be all the past movement data of the vehicle, the movement data of the vehicle in the past month, or the movement data of the vehicle in the past week. This is not limited in the embodiments of the present application.

[0020] In the embodiments of the present application, a comparison can be made between the movement parameter information of the vehicle and the past movement data of the vehicle. If the movement data included in the movement parameter information of the vehicle is greater than or equal to the past movement data of the vehicle, it indicates that the driving style of the user is aggressive. In this case, the acceleration ability of the vehicle at the same speed and / or accelerator pedal opening can be improved so that the driving mode of the vehicle matches the driving style of the user.

[0021] Referring to the first aspect, in some implementations of the first aspect, the movement parameter information further includes the accelerator pedal opening of the vehicle during a preset period, and switching the first mode of the vehicle to the second mode when the movement environment information and / or the movement parameter information meet the preset conditions includes switching the first mode of the vehicle to the second mode when the number of times the accelerator pedal opening becomes greater than or equal to a second threshold is greater than or equal to a third threshold.

[0022] The second threshold may be a preset pedal opening, and the third threshold may be a preset number of times the driver steps on the accelerator pedal. For example, it is detected that the number of times the accelerator pedal operation stepped on by the driver is greater than 70% within 20 seconds is 2 more than the preset number of times, which is 5. In this case, the first mode of the vehicle can be switched to the second mode. As another example, it is detected that the number of times the accelerator pedal operation stepped on by the driver is greater than 70% within 60 seconds is 10 more than the preset number of times, which is 12. In this case, the first mode of the vehicle can be switched to the second mode.

[0023] In an embodiment of the present application, when the accelerator pedal opening of the vehicle meets the preset conditions within the preset period, the acceleration ability of the vehicle in the case of the same speed and / or accelerator pedal opening can be improved. In this way, the acceleration ability of the vehicle can be adjusted in a timely manner based on the driving operation of the driver when the vehicle is in the ECO mode or the power saving mode, so that the acceleration mode of the vehicle can be consistent with the driving habits of the user.

[0024] Referring to the first aspect, in some implementations of the first aspect, the movement parameter information includes the state of charge of the vehicle, and the method further includes determining a third mode in which the vehicle moves based on the state of charge, where the ECO mode or power-saving mode of the vehicle includes the third mode, and before switching the first mode of the vehicle to the second mode, the method further includes determining that the acceleration ability of the vehicle in the second mode is less than the acceleration ability of the vehicle in the third mode.

[0025] The third mode belongs to the ECO mode or power-saving mode of the vehicle, and the acceleration ability of the vehicle in the third mode may be the maximum acceleration ability that the vehicle can achieve in the current state of charge.

[0026] Before the vehicle switches from the first mode to the second mode, the value relationship between the acceleration ability of the vehicle in the second mode and the acceleration ability of the vehicle in the third mode may be determined to determine different acceleration compensation policies. If the acceleration ability of the vehicle in the second mode is less than the acceleration ability in the third mode, the first mode of the vehicle is switched to the second mode. If the acceleration ability of the vehicle in the second mode is greater than or equal to the acceleration ability in the third mode, the first mode of the vehicle is switched to the third mode.

[0027] The fact that the acceleration ability of the vehicle in the second mode is less than the acceleration ability in the third mode can be determined in a plurality of ways.

[0028] For example, the current maximum output power of the battery can be determined based on the state of charge. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the power end of the vehicle can be obtained. Then, the output power corresponding to the second mode of the power end is determined, and the output power is compared with the maximum output power. If the output power is less than the maximum output power, in the case of the same speed and / or degree of accelerator pedal opening, the acceleration ability of the vehicle in the second mode is less than the acceleration ability in the third mode. If the output power is greater than the maximum output power, in the case of the same speed and / or accelerator pedal opening, the acceleration ability of the vehicle in the second mode is greater than the acceleration ability in the third mode.

[0029] As another example, the current maximum output power of the battery can be determined based on the state of charge. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the power end of the vehicle can be obtained, and the maximum torque can be obtained by calculation based on the maximum output power. Next, the torque corresponding to the second mode of the vehicle is compared with the maximum torque. When the torque corresponding to the second mode is smaller than the maximum torque, in the case of the same speed and / or accelerator pedal opening, the acceleration ability of the vehicle in the second mode is smaller than that in the third mode. When the second torque is larger than the maximum torque, in the case of the same speed and / or accelerator pedal opening, the acceleration ability of the vehicle in the second mode is larger than that in the third mode.

[0030] In an embodiment of the present application, the third mode in which the vehicle moves is determined based on the current state of charge of the vehicle, and the first mode is switched to the second mode only when the acceleration ability of the vehicle in the second mode is smaller than that in the third mode. In this way, the acceleration ability of the vehicle can immediately match the user's acceleration requirement within the range of capabilities that the vehicle battery can achieve, thereby improving the user's driving experience.

[0031] Referring to the first aspect, in some implementations of the first aspect, switching the first mode of the vehicle to the second mode when the movement environment information and / or the movement parameter information satisfy the pre-set conditions includes adjusting the first torque of the vehicle moving in the first mode to the second torque of the vehicle moving in the second mode when the movement environment information and / or the movement parameter information satisfy the pre-set conditions, and in the case of the same speed and / or accelerator pedal opening, the second torque is larger than the first torque.

[0032] In the embodiments of the present application, when the movement environment information and / or movement parameter information of the vehicle satisfy the pre-set conditions, the vehicle can adjust the first torque of the vehicle moving in the first mode to the second torque of the vehicle moving in the second mode. In this way, the acceleration ability of the vehicle is improved by increasing the torque when the vehicle is in the ECO mode or the power-saving mode, thereby improving the driving experience of the user.

[0033] Referring to the first aspect, in some implementations of the first aspect, switching the first mode of the vehicle to the second mode when the movement environment information and / or movement parameter information satisfy the pre-set conditions includes adjusting the first power of the vehicle moving in the first mode to the second power of the vehicle moving in the second mode when the movement environment information and / or movement parameter information satisfy the pre-set conditions, and in the case of the same speed and / or accelerator pedal opening, the second power is greater than the first power.

[0034] In the embodiments of the present application, when the movement environment information and / or movement parameter information of the vehicle satisfy the pre-set conditions, the vehicle can adjust the first power of the vehicle moving in the first mode to the second power of the vehicle moving in the second mode. In this way, the acceleration ability of the vehicle is improved by increasing the output power of the power end of the vehicle when the vehicle is in the ECO mode or the power-saving mode, thereby improving the driving experience of the user.

[0035] Referring to the first aspect, in some implementations of the first aspect, switching the first mode of the vehicle to the second mode when the movement environment information and / or movement parameter information satisfy the pre-set conditions includes adjusting the first torque change rate of the vehicle moving in the first mode to the second torque change rate of the vehicle moving in the second mode when the movement environment information and / or movement parameter information satisfy the pre-set conditions, and in the case of the same speed and / or accelerator pedal opening, the second torque change rate is greater than the first torque change rate.

[0036] In the embodiments of the present application, when the moving environment information and / or the moving parameter information of the vehicle satisfy the preset conditions, the vehicle can adjust the first torque change rate of the vehicle moving in the first mode to the second torque change rate of the vehicle moving in the second mode. In this way, the acceleration ability of the vehicle is improved by increasing the torque change rate of the vehicle when the vehicle is in the ECO mode or the power-saving mode, thereby improving the driving experience of the user.

[0037] According to a second aspect, an acceleration compensation device is provided. The device includes an acquisition unit configured to acquire the moving environment information and / or the moving parameter information of the vehicle traveling in the first mode, and a processing unit configured to switch the first mode of the vehicle to the second mode when the moving environment information and / or the moving parameter information satisfy the preset conditions. In the case of the same speed and / or accelerator pedal opening, the acceleration ability of the vehicle in the second mode is greater than that in the first mode, and the ECO mode or the power-saving mode of the vehicle includes the first mode and the second mode.

[0038] Referring to the second aspect, in some implementations of the second aspect, the moving environment information includes a road gradient.

[0039] The processing unit is particularly configured to switch the first mode of the vehicle to the second mode when the road gradient is greater than or equal to a first threshold.

[0040] Referring to the second aspect, in some implementations of the second aspect, the moving environment information further includes road type information, and the processing unit is particularly configured to switch the first mode of the vehicle to the second mode when the gradient is greater than or equal to the first threshold based on the road type information.

[0041] Referring to the second aspect, in some implementations of the second aspect, the movement parameter information includes one or more of average speed, acceleration, and accelerator pedal opening, and the processing unit is 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 past average speed of the vehicle moving on the road, and / or when the current acceleration of the vehicle is greater than or equal to the past average acceleration of the vehicle moving on the road, and / or when the current average accelerator pedal opening of the vehicle is greater than or equal to the past average accelerator pedal opening of the vehicle moving on the road.

[0042] Referring to the second aspect, in some implementations of the second aspect, the movement parameter information further includes the accelerator pedal opening of the vehicle during a preset period, and the processing unit is configured to switch the first mode of the vehicle to the second mode when the number of times the accelerator pedal opening becomes greater than or equal to the second threshold is greater than or equal to the third threshold.

[0043] Referring to the second aspect, in some implementations of the second aspect, the processing unit is specifically configured to determine the third mode in which the vehicle moves based on the state of charge, and the ECO mode or power-saving mode of the vehicle includes the third mode. The processing unit is further configured to determine that the acceleration ability of the vehicle in the second mode is less than that of the vehicle in the third mode.

[0044] Referring to the second aspect, in some implementations of the second aspect, the processing unit is specifically configured to adjust the first torque of the vehicle moving in the first mode to the second torque of the vehicle moving in the second mode when the movement environment information and / or the movement parameter information satisfy preset conditions, and the second torque is greater than the first torque at the same speed and / or accelerator pedal opening.

[0045] Referring to the second aspect, in some implementations of the second aspect, the processing unit is particularly configured to adjust the first power of a vehicle moving in the first mode to the second power of a vehicle moving in the second mode when the movement environment information and / or movement parameter information satisfy a pre-set condition, and the second power is greater than the first power for the same speed and / or accelerator pedal opening.

[0046] Referring to the second aspect, in some implementations of the second aspect, the processing unit is particularly configured to adjust the first torque change rate of a vehicle moving in the first mode to the second torque change rate of a vehicle moving in the second mode when the movement environment information and / or movement parameter information satisfy a pre-set condition, and the second torque change rate is greater than the first torque change rate for the same speed and / or accelerator pedal opening.

[0047] According to a third aspect, an acceleration compensation device is provided, the device including at least one processor and a memory, the at least one processor being coupled to the memory and configured to read and execute instructions in the memory. The device is configured to execute the method in the above aspect.

[0048] According to a fourth aspect, a computer-readable medium is provided. The computer-readable medium stores program code. When the computer program code is executed by a computer, the computer can execute the method in the above aspect.

[0049] According to a fifth aspect, a chip is provided, the chip including at least one processor and a memory, the at least one processor being coupled to the memory and configured to read and execute instructions in the memory. The device is configured to execute the method in the above aspect.

[0050] According to a sixth aspect, a computer program product is provided, the computer product including a computer program. When the computer program is executed, a computer can execute the method in the above aspect.

[0051] According to a seventh aspect, a vehicle is provided, the vehicle including at least one processor and a memory, the at least one processor being coupled to the memory and configured to read and execute instructions in the memory. The vehicle is configured to execute the method in the first aspect.

Brief Description of the Drawings

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Embodiments for Carrying Out the Invention

[0053] The following describes the technical solution in the embodiments of the present application with reference to the accompanying drawings.

[0054] For ease of understanding, with reference to FIG. 1, an exemplary scenario to which the embodiments of the present application are applied is described below by using an intelligent driving scenario as an example.

[0055] FIG. 1 is a functional diagram of a vehicle 100 according to an embodiment of the present application. It should be understood that FIG. 1 and the related description are merely examples and there is no intention to limit the vehicle in the embodiments of the present application.

[0056] In the implementation process, vehicle 100 may be configured to be in a fully or partially autonomous driving mode, or may be manually driven by a user. For example, vehicle 100 may obtain ambient environment information of vehicle 100 by using sensing system 120, obtain an automatic driving policy based on the analysis of the ambient environment information to implement full automatic driving, or present the analysis result to the user to implement partial automatic driving.

[0057] Vehicle 100 may include a plurality of subsystems such as sensing system 120, computing platform 130, and display device 140. Optionally, vehicle 100 may include more or fewer subsystems, and each subsystem may include one or more components. Further, each subsystem and component of vehicle 100 may be interconnected in a wired or wireless manner.

[0058] Sensing system 120 may include several types of sensors for detecting the ambient environment information of vehicle 100. For example, sensing system 120 may include a positioning system. The positioning system may be a global positioning system (GPS), BeiDou system, or other positioning systems. Sensing system 120 may include one or more of an inertial measurement unit (IMU), Lidar, millimeter wave radar, ultrasonic radar, and photographing device 121.

[0059] The photographing device 121 may be configured to capture image information of the surrounding environment of the vehicle 100. The photographing device 121 may include a monocular camera, a binocular camera, a structured light camera, a panoramic camera, and the like. The image information acquired by the photographing device 121 may include still image information, and may further include video stream information. The image information may be stored in the form of an image or a video, or may be stored in the form of parameters of an image or a video, for example, parameter information such as the brightness, grayscale, color distribution, contrast, and pixels of the image.

[0060] Some or all of the functions of the vehicle 100 may be controlled by the computing platform 130. The computing platform 130 may include processors 131 to 13n (n is a positive integer). A processor is a circuit with signal processing capabilities. In an implementation, a processor may be a circuit with instruction reading and execution capabilities, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which may be understood as a microprocessor), or a digital signal processor (DSP). In other implementations, a processor may implement specific functions by using the logical relationships of hardware circuits. The logical relationships of the hardware circuits are either fixed or reconfigurable. For example, a 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 by which a processor loads a configuration document to implement a hardware circuit configuration may be understood as the process by which a processor loads instructions to implement some or all of the functions of the above units. Further, the circuit may be a hardware circuit designed for artificial intelligence and may be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), or a deep learning processing unit (DPU). Further, the computing platform 130 may further include a memory. The memory is configured to store instructions. Some or all of the processors 131 to 13n may call the instructions in the memory and execute the instructions to implement corresponding functions.

[0061] Based on inputs received from various subsystems (such as the sensing system 120), the computing platform 130 may control the functions of the vehicle 100. In some embodiments, the computing platform 130 may operate to provide control over multiple aspects of the vehicle 100 and the subsystems of the vehicle 100.

[0062] Optionally, the above components are merely examples. In actual applications, the components within the above modules may be added or removed based on actual requirements. Figure 1 should not be understood as a limitation to the embodiments of this application.

[0063] An autonomous vehicle moving on a road, such as vehicle 100, may identify objects in the vehicle's surrounding environment to determine adjustments to the current speed. The objects may be other vehicles, traffic control devices, or other types of objects. In some examples, each identified object may be considered independently, and the speed adjustment made by the autonomous vehicle may be determined based on object characteristics, such as the current speed of the object, the acceleration of the object, and the distance of the object from the vehicle.

[0064] Optionally, the vehicle 100 or a sensing and computing device associated with the vehicle 100 (e.g., the computing platform 130) can predict the behavior of the identified object based on the characteristics of the identified object and the status of the surrounding environment (e.g., traffic congestion, rain, road freezing, etc.). Optionally, since each identified object depends on the behavior of another identified object, all identified objects can be further considered together to predict the behavior of a single identified object. In other words, the autonomous vehicle can determine a stable status (e.g., accelerating, decelerating, or stopping) that the vehicle needs to adjust based on the predicted behavior of the object. In this process, other factors, such as the lateral position of the vehicle 100 on the road where the vehicle 100 is moving, the curvature of the road, and the proximity of static and dynamic objects, may also be considered to determine the speed of the vehicle 100.

[0065] In addition to giving instructions to adjust the speed of the autonomous vehicle, the computing device can further give instructions to change the steering angle of the vehicle 100, whereby the autonomous vehicle follows a given trajectory and / or maintains a safe lateral and longitudinal distance from an object near the autonomous vehicle (e.g., a passenger car in an adjacent lane of the road).

[0066] The vehicle of the present application (sometimes abbreviated as a car) is a means of transportation in a broad sense and can be a vehicle (e.g., a passenger car, a truck, a motorcycle, a train, an airplane, or a ship), an industrial vehicle (e.g., a pallet truck, a trailer, or a tractor), a construction vehicle (e.g., an excavator, a bulldozer, or a crane), an agricultural implement (e.g., a lawn mower or a harvester), a recreational device, a toy vehicle, etc. The type of vehicle is not limited in the embodiments of the present application.

[0067] Due to the widespread use of new energy vehicles in daily life, the battery life of new energy vehicles has become increasingly important. Currently, most new energy vehicles can improve the battery life of the vehicle by setting the ECO (power saving) mode.

[0068] However, in some scenarios where high torque or high power is required when the vehicle is in the ECO (power saving) mode, when the vehicle is in the ECO mode, the acceleration is decelerated (the power output ability is weakened compared with the normal mode), and the output ability of the torque or power of the vehicle is limited, so the power requirement of the vehicle may not be satisfied. In addition, when the user starts to adjust the acceleration mode of the vehicle only when recognizing that the acceleration ability of the vehicle is insufficient, the acceleration ability of the vehicle may be difficult to meet the user's acceleration requirement because the acceleration mode is not adjusted in a timely manner, and as a result, the user's driving experience becomes worse.

[0069] For example, in the climbing scenario where the user drives the vehicle in the ECO mode, the torque or power output ability of the vehicle is limited after the ECO mode is activated, so the acceleration ability of the vehicle may not be sufficient to successfully climb the vehicle. In this case, the user can adjust the acceleration mode of the vehicle to improve the acceleration ability of the vehicle. However, when the user starts to adjust the acceleration mode of the vehicle only when recognizing that the acceleration ability of the vehicle is insufficient, since the vehicle needs to switch the mode, it may be difficult for the vehicle to meet the user's acceleration requirement for a long time, and as a result, the user's driving experience becomes worse.

[0070] Embodiments of the present application provide an acceleration compensation method, an apparatus, and a vehicle so that acceleration compensation can be performed on the vehicle in a scenario where the vehicle requires high torque or high power, the acceleration ability of the vehicle can be adjusted in a timely manner, and the user's driving experience can be improved.

[0071] First, the system architecture to which the acceleration compensation method provided in the embodiments of the present application is applied will be described below.

[0072] Figure 2 shows a system architecture 200 of an acceleration compensation method according to an embodiment of the present application. The system architecture 200 can be applied to the vehicle 100 of FIG. 1.

[0073] The system architecture 200 may include a map module, a vehicle cloud module, and a vehicle controller. The vehicle may obtain one or more of road information, navigation information, driving history information, and current road section driving information by using the map module and the vehicle cloud module, and may obtain instantaneous vehicle driving information and / or acceleration ability information by using the vehicle controller (domain controller or intelligent driving controller). After obtaining the above information, the vehicle controller may analyze the user's acceleration request from several aspects, namely, road conditions, the user's driving style, and the user's driving actions, and complete the calculation of driving compensation. Finally, the vehicle controller can perform acceleration compensation within a period.

[0074] Specifically, the vehicle can obtain the fixed information of the map and the navigation information of the map by using the map module. The fixed information of the map may include road type (high-speed section or conventional road section), road gradient, and road speed limit. The navigation information of the map may include the average speed of the vehicle flow on the road where the vehicle is moving, the congestion of the road, and the position of the vehicle on the road. The vehicle's history information (user's driving habit information) and the distance information of the vehicle on the moving road section can be obtained by using the vehicle cloud module. The vehicle's history information (user's driving habit information) may include the past average vehicle speed of the vehicle under speed limit conditions, the past average accelerator pedal opening and the past average acceleration of the vehicle on the moving road section. The moving distance information of the vehicle on the moving road section may include the average accelerator pedal opening of the vehicle on the current moving road section and the average acceleration of the vehicle on the current moving road section. The vehicle controller can collect the driving information and acceleration ability information of the vehicle on the current road section. The moving information of the vehicle on the current road section may include information such as accelerator pedal opening, state of charge (SOC) of the driving battery, ambient temperature inside the vehicle, number of passengers, and acceleration setting of the acceleration mode. The current acceleration ability information of the vehicle may include the maximum output power of the power end of the vehicle and the current controlled torque output of the vehicle.

[0075] It should be understood that the moving information and acceleration ability information of the vehicle may also be collectively referred to as the moving parameter information of the vehicle.

[0076] After obtaining the above information, the vehicle controller can obtain the acceleration compensation parameter by calculation based on the above information. The acceleration compensation parameter may include an acceleration ability requirement map, a compensation coefficient, an acceleration compensation map, an acceleration requirement time point, an acceleration requirement location, an acceleration requirement distance, and the number of acceleration adjustments within the distance of the vehicle. The acceleration ability requirement map may be one or more of torque, accelerator pedal opening, power, or vehicle speed that need to be compensated by the vehicle, and the acceleration compensation map may be one or more of torque, accelerator pedal opening, power, or vehicle speed that the vehicle can compensate within the battery capacity range.

[0077] After the acceleration compensation parameter is obtained by calculation, the vehicle controller can perform acceleration compensation on the vehicle based on the acceleration compensation parameter within a period (between the start point and the end point of compensation).

[0078] FIG. 3 is a schematic flowchart of an acceleration compensation method according to an embodiment of the present application. The acceleration compensation method of FIG. 3 may be applied to vehicle 100, and method 300 may include the following steps.

[0079] S301: Obtain the movement environment information and / or movement parameter information of the vehicle running in the first mode.

[0080] The movement environment information of the vehicle may include one or more of road gradient, road type information, road speed limit information, road congestion information, and road average vehicle speed information. The movement parameter information of the vehicle may include one or more of the average speed, acceleration, accelerator pedal opening, state of charge, torque, and output power of the power end of the vehicle during movement.

[0081] The first mode may be a sub-mode of the ECO mode or the power-saving mode. After the ECO mode or the power-saving mode of the vehicle is activated, the battery life of the vehicle is extended, and the torque and power output ability (acceleration ability) are limited.

[0082] Optionally, the first mode may be set for the vehicle before shipment and may also be directly selected by the user.

[0083] Optionally, the first mode may be defined by the user based on user requirements. For example, the user may set devices (including but not limited to air conditioners, cameras, and voice assistants) that are permitted to be enabled by the vehicle in the first mode. As another example, the user may set devices that are not permitted to be enabled by the vehicle in the first mode.

[0084] S302: Switch the first mode of the vehicle to the second mode when the moving environment information and / or the moving parameter information satisfy the conditions set in advance.

[0085] Specifically, the second mode may be one of the sub - modes of the ECO mode or the power - saving mode. When at the same speed and / or accelerator pedal opening, the acceleration ability of the vehicle in the second mode is greater than that in the first mode.

[0086] Optionally, the second mode may be set for the vehicle before shipment and may also be directly selected by the user.

[0087] Optionally, the second mode may be defined by the user based on the user's request. For example, the user may set the devices that are permitted to be enabled by the vehicle in the second mode. As another example, the user may set the devices that are not permitted to be enabled by the vehicle in the second mode.

[0088] The fact that the acceleration ability of the vehicle in the second mode is greater than that of the vehicle in the first mode can be expressed in multiple ways. For example, when at the same speed and / or accelerator pedal opening, the torque of the vehicle moving in the second mode is greater than the torque of the vehicle moving in the first mode. As another example, when at the same speed and / or accelerator pedal opening, the output power of the power end of the vehicle moving in the second mode is greater than the power of the power end of the vehicle moving in the first mode. As another example, when at the same speed and / or accelerator pedal opening, the amplitude of the torque change of the vehicle moving in the second mode over time is greater than the amplitude of the torque change of the vehicle moving in the first mode over the same time period.

[0089] In the embodiments of the present application, the vehicle can switch the first mode of the vehicle to the second mode based on the moving environment information and / or the moving parameter information. In this way, the acceleration ability of the vehicle is improved when the vehicle is in the ECO mode or the power - saving mode, thereby improving the driving experience of the user.

[0090] When the moving environment information and / or the moving parameter information satisfy the pre-set conditions, various methods can be used to switch the first mode of the vehicle to the second mode.

[0091] In a possible implementation, the moving environment information includes a road gradient. When the moving environment information and / or the moving parameter information satisfy the pre-set conditions, switching the first mode of the vehicle to the second mode includes switching the first mode of the vehicle to the second mode when the road gradient is equal to or greater than a first threshold.

[0092] The road gradient may be obtained from the fixed information or the navigation information within the moving environment information, and the first threshold may be a pre-set road gradient value. When the road gradient is greater than the first threshold, the acceleration ability of the vehicle is improved by switching the first mode to the second mode.

[0093] In an embodiment of the present application, when the road gradient is equal to or greater than the first threshold, the first mode in which the vehicle moves is switched to the second mode. In this way, the acceleration ability of the vehicle can immediately meet the user's acceleration requirement when the vehicle is in the ECO mode or the power-saving mode, thereby improving the user's driving experience.

[0094] In a possible implementation, the moving environment information includes road type information. When the road gradient is equal to or greater than the first threshold, switching the first mode of the vehicle to the second mode includes switching the first mode of the vehicle to the second mode based on the road type information when the gradient is equal to or greater than the first threshold.

[0095] The road type information may include one or more of highway, suburban road, urban road, and mountain road. The first threshold value may be set to different values corresponding to different road types. For example, the first threshold value corresponding to the highway may be set to A. When the vehicle is moving on the highway and the gradient of the highway is greater than A, the first mode may be switched to the second mode based on the first gradient range set in advance before the gradient of the highway enters. The specific adjustment method is described in FIGS. 5(c) and 5(d). As another example, the first threshold value corresponding to the mountain road may be set to D. When the vehicle is moving on the mountain road and the gradient of the mountain road is greater than D, the first mode may be switched to the second mode based on the second gradient range set in advance before the gradient of the mountain road enters. The specific adjustment method is described in FIGS. 5(i) and 5(j).

[0096] In the embodiments of the present application, when the road gradient is greater than or equal to the first threshold value, the acceleration ability of the vehicle in the case of the same speed and / or accelerator pedal opening can be improved based on the road type information and the road gradient. In this way, the acceleration ability of the vehicle can more quickly match the user's acceleration requirement when the vehicle is in the ECO mode or the power saving mode, thereby improving the user's driving experience.

[0097] In a possible implementation, the movement parameter information includes one or more of average speed, acceleration, and accelerator pedal opening. Switching the first mode of the vehicle to the second mode when the movement environment information and / or the movement parameter information satisfy the pre-set conditions includes switching 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 past average speed of the vehicle moving on the road, and / or switching the first mode of the vehicle to the second mode when the current acceleration of the vehicle is greater than or equal to the past average acceleration of the vehicle moving on the road, and / or switching the first mode of the vehicle to the second mode when the current average accelerator pedal opening of the vehicle is greater than or equal to the past average accelerator pedal opening of the vehicle moving on the road.

[0098] The past average speed, past acceleration, and past accelerator pedal opening of the vehicle may belong to the past movement data of the vehicle, and the past movement data may be sent to the vehicle by using a cloud server. The past movement data may be all the past movement data of the vehicle, the movement data of the vehicle in the past one month, or the movement data of the vehicle in the past one week. This is not limited in the embodiments of the present application.

[0099] In the embodiments of the present application, a comparison can be made between the vehicle movement parameter information and the past movement data of the vehicle. If the movement data included in the vehicle movement parameter information is greater than or equal to the past movement data of the vehicle, it indicates that the driving style of the user is aggressive. In this case, the acceleration ability of the vehicle at the same speed and / or accelerator pedal opening can be improved so that the driving mode of the vehicle matches the driving style of the user.

[0100] In a possible implementation, the movement parameter information further includes the accelerator pedal opening of the vehicle during a pre-set period, and switching the first mode of the vehicle to the second mode when the movement environment information and / or the movement parameter information satisfy the pre-set conditions includes switching 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 the third threshold.

[0101] The second threshold may be a pre-set pedal opening, and the third threshold may be a pre-set number of times the driver steps on the accelerator pedal. For example, it is detected that the number of times the accelerator pedal operation stepped on by the driver is greater than 70% within 20 seconds is 5, which is 2 more than the pre-set number of times. In this case, the first mode of the vehicle can be switched to the second mode. As another example, it is detected that the number of times the accelerator pedal operation stepped on by the driver is greater than 70% within 60 seconds is 12, which is 10 more than the pre-set number of times. In this case, the first mode of the vehicle can be switched to the second mode.

[0102] In an embodiment of the present application, when the accelerator pedal opening of the vehicle satisfies a pre-set condition within a pre-set period, the acceleration ability of the vehicle at the same speed and / or accelerator pedal opening can be improved. In this way, the acceleration ability of the vehicle can be adjusted in a timely manner based on the driving operation of the driver when the vehicle is in the ECO mode or the power saving mode, so that the acceleration mode of the vehicle can match the driving habit of the user.

[0103] In a possible implementation, the movement parameter information includes the state of charge of the vehicle, and the method further includes determining a third mode in which the vehicle moves based on the state of charge, where the ECO mode or the power saving mode of the vehicle includes the third mode, and before switching the first mode of the vehicle to the second mode, the method further includes determining that the acceleration ability of the vehicle in the second mode is smaller than the acceleration ability of the vehicle in the third mode.

[0104] The third mode belongs to the ECO mode or the power saving mode of the vehicle, and the acceleration ability of the vehicle in the third mode may be the maximum acceleration ability that the vehicle can achieve in the current state of charge.

[0105] Before the vehicle switches the first mode to the second mode, the value relationship between the acceleration ability of the vehicle in the second mode and the acceleration ability of the vehicle in the third mode may be determined to determine different acceleration compensation policies. When the acceleration ability of the vehicle in the second mode is smaller than the acceleration ability in the third mode, the first mode of the vehicle is switched to the second mode. When the acceleration ability of the vehicle in the second mode is greater than or equal to the acceleration ability in the third mode, the first mode of the vehicle is switched to the third mode.

[0106] The fact that the acceleration ability of the vehicle in the second mode is smaller than the acceleration ability of the vehicle in the third mode can be determined in a plurality of ways.

[0107] For example, the current maximum output power of the battery can be determined based on the state of charge. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the vehicle's power end can be obtained. Next, the output power corresponding to the second mode of the power end is determined, and the output power is compared with the maximum output power. When the output power is smaller than the maximum output power, the acceleration ability of the vehicle in the second mode is smaller than that in the third mode when at the same speed and / or degree of accelerator pedal opening. When the output power is larger than the maximum output power, the acceleration ability of the vehicle in the second mode is larger than that in the third mode when at the same speed and / or accelerator pedal opening.

[0108] As another example, the current maximum output power of the battery can be determined based on the state of charge. Since the current maximum output power of the battery 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 obtained by calculation based on the maximum output power. Next, the torque corresponding to the second mode of the vehicle is compared with the maximum torque. When the torque corresponding to the second mode is smaller than the maximum torque, the acceleration ability of the vehicle in the second mode is smaller than that in the third mode when at the same speed and / or degree of accelerator pedal opening. When the second torque is larger than the maximum torque, the acceleration ability of the vehicle in the second mode is larger than that in the third mode when at the same speed and / or degree of accelerator pedal opening.

[0109] In an embodiment of the present application, the third mode in which the vehicle moves is determined based on the current state of charge of the vehicle, and the first mode is switched to the second mode only when the acceleration ability of the vehicle in the second mode is smaller than that in the third mode. In this way, the acceleration ability of the vehicle can immediately match the user's acceleration requirement within the range of capabilities achievable by the vehicle battery, thereby improving the user's driving experience.

[0110] In a possible implementation, when the movement environment information and / or movement parameter information satisfy the pre-set conditions, switching the first mode of the vehicle to the second mode includes adjusting the first torque of the vehicle moving in the first mode to the second torque of the vehicle moving in the second mode, and when at the same speed and / or accelerator pedal opening, the second torque is greater than the first torque.

[0111] In an embodiment of the present application, when the movement environment information and / or movement parameter information of the vehicle satisfy the pre-set conditions, the vehicle can adjust the first torque of the vehicle moving in the first mode to the second torque of the vehicle moving in the second mode. In this way, the acceleration ability of the vehicle is improved by increasing the torque when the vehicle is in the ECO mode or power-saving mode, thereby improving the driving experience of the user.

[0112] In a possible implementation, when the movement environment information and / or movement parameter information satisfy the pre-set conditions, switching the first mode of the vehicle to the second mode includes adjusting the first power of the vehicle moving in the first mode to the second power of the vehicle moving in the second mode, and when at the same speed and / or accelerator pedal opening, the second power is greater than the first power.

[0113] In an embodiment of the present application, when the movement environment information and / or movement parameter information of the vehicle satisfy the pre-set conditions, the vehicle can adjust the first power of the vehicle moving in the first mode to the second power of the vehicle moving in the second mode. In this way, the acceleration ability of the vehicle is improved by increasing the output power of the power end of the vehicle when the vehicle is in the ECO mode or power-saving mode, thereby improving the driving experience of the user.

[0114] In a possible implementation, switching the first mode of the vehicle to the second mode when the moving environment information and / or the moving parameter information satisfy pre-set conditions includes adjusting the first torque change rate of the vehicle moving in the first mode to the second torque change rate of the vehicle moving in the second mode when the moving environment information and / or the moving parameter information satisfy the pre-set conditions. When at the same speed and / or accelerator pedal opening, the second torque change rate is greater than the first torque change rate.

[0115] In an embodiment of the present application, when the moving environment information and / or the moving parameter information of the vehicle satisfy pre-set conditions, the vehicle can adjust the first torque change rate of the vehicle moving in the first mode to the second torque change rate of the vehicle moving in the second mode. In this way, the acceleration ability of the vehicle is improved by increasing the torque change rate of the vehicle when the vehicle is in the ECO mode or the power saving mode, thereby improving the driving experience of the user.

[0116] FIGS. 4A and 4B are schematic flowcharts of another acceleration compensation method according to an embodiment of the present application. The acceleration compensation method of FIGS. 4A and 4B can be applied to the vehicle 100. The method 400 may include the following steps.

[0117] S401: Enable the ECO mode of the vehicle.

[0118] The ECO mode of the vehicle may also be called the power saving mode. In the ECO mode, since the vehicle needs to prioritize ensuring the battery life, the torque or power output ability of the vehicle is limited, and the acceleration ability is affected.

[0119] The ECO mode of a vehicle can be activated in multiple ways. For example, the ECO mode of the vehicle can be immediately activated by using the human-machine interaction interface of the vehicle display. As another example, the user may send a voice command to the in-vehicle interaction assistant, and the interaction assistant can activate the ECO mode of the vehicle based on the voice command. As another example, if it is detected that the state of charge is insufficient to assist the vehicle in moving to the destination in the normal driving mode, the vehicle can automatically switch from the normal driving mode to the ECO mode.

[0120] S402: Obtain the current movement information of the vehicle.

[0121] Specifically, the movement information of the vehicle may include one or more of vehicle controller information, road information, navigation information, user driving habit information, and driving information regarding the current road section. The above information can be obtained by using the map module, vehicle cloud module, and vehicle controller within the system architecture 200 of FIG. 2. The specific meaning of the above information is described in detail in the system architecture of FIG. 2. The details are not described again here.

[0122] S403: Determine whether the maximum battery capacity is greater than the maximum battery capacity set in this mode.

[0123] Specifically, in this step, it is necessary to determine whether the maximum battery capacity of the vehicle is greater than the maximum battery capacity in the ECO mode. If the maximum battery capacity of the vehicle is greater than the maximum battery capacity in the ECO mode, step S404 is performed. If the maximum battery capacity of the vehicle is less than or equal to the maximum battery capacity in the ECO mode, step S408 is performed, and the compensation process ends.

[0124] Since part of the battery capacity needs to be occupied when acceleration compensation is performed in the vehicle, when acceleration compensation is performed when the maximum battery capacity in ECO mode is greater than the maximum battery capacity of the vehicle, the acceleration compensation may fail and the service life of the battery may be shortened.

[0125] S404: Determine whether the vehicle is moving on a highway.

[0126] Specifically, whether the vehicle is moving on a highway can be determined in a plurality of ways.

[0127] In a possible implementation, the vehicle may determine whether the vehicle is on a highway based on the road information and / or navigation information of the map.

[0128] In a possible implementation, the vehicle may obtain the environmental information outside the vehicle by using a photographing device arranged on the vehicle, and the vehicle may identify the environmental information and refer to the moving speed of the vehicle to determine whether the vehicle is on a highway.

[0129] For example, the vehicle uses a surround view camera to collect the environmental information around the vehicle at a preset time interval, finds that there are no buildings or traffic lights in the environmental information around the vehicle, and the vehicle has been moving at a high speed (for example, 120 km / h) for a long time. In this case, the vehicle can be determined to be moving on a highway.

[0130] As another example, the vehicle collects the image information of a highway sign or a highway toll gate at a certain moment, and the vehicle has been moving at a high speed (for example, 120 km / h) for a long time. In this case, the vehicle can be determined to be moving on a highway.

[0131] In step S404, if it is determined that the vehicle is moving on a highway, step S404' is performed. If it is determined that the vehicle is not on a highway, step S405 is performed.

[0132] S404’: Determine whether the road gradient is greater than a preset threshold A.

[0133] Specifically, the vehicle can determine the gradient of the highway on which the vehicle is moving based on the gradient information in the road information. If the gradient is greater than or equal to the preset threshold A, the vehicle executes a highway slope compensation solution. If the gradient is less than the preset threshold A, step S408 is performed to end the compensation process.

[0134] S405: Determine whether the vehicle is moving on a suburban road.

[0135] Specifically, whether the vehicle is on a suburban road can be determined in multiple ways.

[0136] In a possible implementation, the vehicle can determine whether it is on a suburban road based on the road information and / or navigation information of the map.

[0137] In a possible implementation, the vehicle may obtain external environment information by using a photographing device arranged on the vehicle, and the vehicle can identify the environment information and refer to the moving speed of the vehicle to determine whether the vehicle is on a suburban road.

[0138] For example, the vehicle uses a surround view camera to collect the environmental information around the vehicle at a preset time interval, and finds that buildings or traffic lights appear in the environmental information around the vehicle at a low frequency and the vehicle continues to move at a medium speed (e.g., 70 km / h) for a long time. In this case, the vehicle can be determined to be moving on a suburban road.

[0139] It should be understood that suburban roads can be first-class classified roads, that is, roads whose main function is to connect the economic and political centers of major regions and bring important industrial regions or transportation hubs.

[0140] In step S405, if it is determined that the vehicle is moving on a suburban road, step S405’ is performed. If it is determined that the vehicle is not on a highway, step S406 is performed.

[0141] S405’: Determine whether the road gradient is greater than a pre-set threshold B.

[0142] Specifically, the vehicle can determine the gradient of the suburban road on which the vehicle is moving based on the gradient information in the road information. If the gradient is greater than or equal to the pre-set threshold B, the vehicle executes a suburban slope compensation solution. If the gradient is less than the pre-set threshold B, step S408 is performed to end the compensation process.

[0143] S406: Determine whether the vehicle is moving on an urban road.

[0144] Specifically, whether the vehicle is on an urban road can be determined in multiple ways.

[0145] In a possible implementation, the vehicle can determine whether the vehicle is on an urban road based on the road information and / or navigation information of the map.

[0146] For example, the vehicle can determine that the traffic congestion on the road where the vehicle is moving is serious based on the traffic congestion information in the navigation information. In this case, it can be determined that the vehicle is moving on an urban road.

[0147] In a possible implementation, the vehicle may obtain the external environment information by using a photographing device arranged on the vehicle, and the vehicle can identify the environment information and refer to the moving speed of the vehicle to determine whether the vehicle is on an urban road.

[0148] For example, by using a surround view camera, a vehicle collects environmental information around the vehicle at a preset time interval, finds that buildings or traffic lights appear frequently in the environmental information around the vehicle, the vehicle continues to move at a low speed (e.g., 40 km / h) for a long time, and the speed of the vehicle fluctuates greatly. In this case, the vehicle can be determined to be moving on an urban road.

[0149] In step S406, if it is determined that the vehicle is moving on an urban road, step S406’ is performed. If it is determined that the vehicle is not on a highway, step S407 is performed.

[0150] S406’: Determine whether the road gradient is greater than a preset threshold C.

[0151] Specifically, based on the gradient information in the road information, the vehicle can determine the gradient of the urban road on which the vehicle is moving. If the gradient is greater than or equal to the preset threshold C, the vehicle executes an urban slope compensation solution. If the gradient is less than the preset threshold C, step S408 is performed to end the compensation process.

[0152] S407: Determine whether the vehicle is moving on a mountain road.

[0153] Specifically, whether the vehicle is on a mountain road can be determined in multiple ways.

[0154] In a possible implementation, based on the road information and / or navigation information of the map, the vehicle can determine whether the vehicle is on a mountain road.

[0155] In a possible implementation, the vehicle may obtain external environmental information by using a photographing device arranged on the vehicle, and the vehicle can identify the environmental information and refer to the moving speed of the vehicle to determine whether the vehicle is on a mountain road.

[0156] For example, by using a surround view camera, a vehicle collects environmental information around the vehicle at a preset time interval and finds that a mountain or a road sign of a mountain appears in the environmental information around the vehicle. In this case, the vehicle may be determined to be moving on a mountain road.

[0157] S407’: Determine whether the road gradient is greater than a preset threshold D.

[0158] Specifically, the vehicle may determine the gradient of the mountain road on which the vehicle is moving based on the gradient information in the road information. When the gradient is greater than or equal to the preset threshold D, the vehicle executes a mountain slope compensation solution. When the gradient is less than the preset threshold D, step S408 is performed to end the compensation process.

[0159] It should be understood that the values of the preset thresholds A to D may be set in ascending order, and the specific values of the preset thresholds A to D and the compensation solutions under various road conditions are described in FIGS. 5(a)-1 to 5(j) by using examples.

[0160] S408: End the compensation process.

[0161] In the embodiment of the present application, the road type of the road on which the vehicle moves can be determined based on the movement information of the vehicle, and the acceleration compensation method is determined based on the road type and the road gradient. Thereby, in various driving scenarios, while enhancing the acceleration ability of the vehicle, the battery life of the vehicle is ensured.

[0162] FIGS. 5(a)-1 to 5(j) are diagrams of application scenarios of the acceleration compensation method according to the embodiment of the present application. The application scenarios of FIGS. 5(a)-1 to 5(j) can be application scenarios to which method 400 is applied.

[0163] As shown in FIGS. 5(a)-1 and 5(a)-2, when the vehicle is in normal driving information, a display interface 500 and a function bar 510 are displayed on the center display of the vehicle. The display interface 500 includes user account login information 501, a Bluetooth function icon 502, a Wi-Fi function icon 503, a cellular network signal icon 504, an in-vehicle map application search box 505, a card 506 for switching to display all applications installed in the vehicle, a card 507 for switching to display the in-vehicle music application, a display card 508 for the charging state and remaining driving distance of the vehicle, and a display card 509 for the 360-degree (°) surround view function of the vehicle. The in-vehicle map application search box 505 may include a home control 5051 and a work control 5052 set by the user. The function bar 510 is an icon 511 for switching to display the home screen of the center display. It includes a vehicle interior circulation icon 512, a driver's seat heating function icon 513, a driver area air conditioning temperature display icon 514, a front passenger area air conditioning temperature display icon 515, a front passenger seat heating function icon 516, and a volume setting icon 517.

[0164] The user can search for the location the user wants to arrive at by using the in-vehicle map application search box 505. The vehicle can determine the pre-set location and travel distance that the user wants to arrive at based on the information input by the user. Furthermore, the vehicle can determine whether it can move to the pre-set location in normal mode by referring to the travel distance and charging state.

[0165] As shown in FIG. 5(b), if the vehicle determines that the state of charge is insufficient to assist the vehicle in moving to a pre-set location in the normal mode, the prompt box 518 may be displayed on the vehicle's display to notify the user that the battery life of the vehicle is insufficient to reach the destination and to confirm with the user whether the ECO mode should be enabled. The user may tap the confirmation control in the prompt box 518 to enable the ECO mode of the vehicle.

[0166] As shown in FIG. 5(c), after the vehicle enables the ECO mode, it is detected that the vehicle is moving on a highway. The vehicle may determine the gradient of the highway based on the acquired road gradient information, compare the determined gradient with a pre-set threshold A, and determine whether to execute a highway slope compensation solution. Any method described in step S404 of method 400 may be performed to detect that the vehicle is moving on a highway.

[0167] The highway slope compensation solution is described in FIG. 5(d). As shown in FIG. 5(d), when the gradient of the highway is less than A, no compensation is required. When the gradient of the highway is within the range of [A, A + x), an acceleration compensation h1 is required to be performed by the vehicle. When the gradient of the highway is within the range of [A + x, A + 2x), an acceleration compensation 2h1 is required to be performed by the vehicle. When the gradient of the highway is A + 2x or more, an acceleration compensation 4h1 is required to be performed by the vehicle.

[0168] For example, when the gradient of the highway is less than 2%, no compensation is required. When the gradient of the highway is within the range of [2%, 4%), an acceleration compensation h1 is required to be performed by the vehicle. When the gradient of the highway is within the range of [4%, 6%), an acceleration compensation 2h1 is required to be performed by the vehicle. When the gradient of the highway is 6% or more, an acceleration compensation 4h1 is required to be performed by the vehicle.

[0169] The specific value of the compensation h1 on the highway may be determined according to Table 1. For example, when the vehicle is moving on the highway, the gradient is within the range of [2%, 4%), the vehicle speed is 120 km / h, and the accelerator pedal opening is 20%, 10 Nm of torque can be compensated to the vehicle. As another example, when the vehicle is moving on the highway, the gradient is within the range of [4%, 6%), the vehicle speed is 120 km / h, and the accelerator pedal opening is 20%, 20 Nm of torque can be compensated to the vehicle.

[0170] It should be understood that the compensation method for the vehicle moving on the highway shown in Table 1 below is only an example for explanation, and the data in Table 1 do not constitute any limitation to the embodiments of the present application.

[0171] Furthermore, in the acceleration compensation method of Table 1, the compensation of the moving torque of the vehicle is used as an example, and it should be understood that the torque compensation of the vehicle may be replaced by the compensation of the output power of the electric end of the vehicle.

Table 1

[0172] As shown in FIG. 5(e), after the vehicle enables the ECO mode, it is detected that the vehicle is moving on a suburban road. The vehicle may determine the gradient of the suburban road based on the acquired road gradient information, and compare the determined gradient with a pre-set threshold B to determine whether to execute a suburban slope compensation solution. Any method described in step S405 of method 400 may be performed to detect that the vehicle is moving on a suburban road.

[0173] The suburban slope compensation solution is described in FIG. 5(f). As shown in FIG. 5(f), when the slope of the suburban road is less than B, no compensation is required. When the slope of the suburban road is within the range of [B, B+x), acceleration compensation h2 needs to be performed on the vehicle. When the slope of the suburban road is within the range of [B+x, B+2x), acceleration compensation 2h2 needs to be performed on the vehicle. When the slope of the suburban road is B+2x or more, acceleration compensation 4h2 needs to be performed on the vehicle.

[0174] For example, when the slope of the suburban road is less than 4%, no compensation is required. When the slope of the suburban road is within the range of [4%, 6%), acceleration compensation h2 needs to be performed on the vehicle. When the slope of the suburban road is within the range of [6%, 8%), acceleration compensation 2h2 needs to be performed on the vehicle. When the slope of the suburban road is 8% or more, acceleration compensation 4h2 needs to be performed on the vehicle.

[0175] The specific value of the compensation h2 for a vehicle moving on a suburban road may be determined according to Table 2. For example, when the vehicle is moving on a suburban road, the slope is within the range of [4%, 6%), the vehicle speed is 60 km / h, and the accelerator pedal opening is 25%, 10 Nm of torque can be compensated for the vehicle. As another example, when the vehicle is moving on a suburban road, the slope is within the range of [6%, 8%), the vehicle speed is 60 km / h, and the accelerator pedal opening is 25%, 20 Nm of torque can be compensated for the vehicle.

[0176] It should be understood that the compensation method for a vehicle moving on a suburban road shown in the following Table 2 is only an example for explanation, and the data in Table 2 does not constitute any limitation to the embodiments of the present application.

[0177] Furthermore, in the acceleration compensation method of Table 2, the compensation of the moving torque of the vehicle is used as an example, and it should be understood that the torque compensation of the vehicle may be replaced by the compensation of the output power of the power end of the vehicle.

Table 2

[0178] As shown in FIG. 5(g), after the vehicle enables the ECO mode, it is detected that the vehicle is moving on an urban road. The vehicle can determine the gradient of the urban road based on the acquired road gradient information, and compare the determined gradient with a pre-set threshold C to determine whether to execute the urban slope compensation solution. Any method described in step S406 of method 400 may be performed to detect that the vehicle is moving on an urban road.

[0179] The urban slope compensation solution is described in FIG. 5(h). As shown in FIG. 5(h), when the gradient of the urban road is less than C, no compensation is required. When the gradient of the urban road is within the range of [C, C + x), an acceleration compensation h3 needs to be performed on the vehicle. When the gradient of the urban road is within the range of [C + x, C + 2x), an acceleration compensation 2h3 needs to be performed on the vehicle. When the gradient of the urban road is C + 2x or more, an acceleration compensation 4h3 needs to be performed on the vehicle.

[0180] For example, when the gradient of the urban road is less than 6%, no compensation is required. When the gradient of the urban road is within the range of [6%, 8%), an acceleration compensation h3 needs to be performed on the vehicle. When the gradient of the urban road is within the range of [8%, 10%), an acceleration compensation 2h3 needs to be performed on the vehicle. When the gradient of the urban road is 10% or more, an acceleration compensation 4h3 needs to be performed on the vehicle.

[0181] The specific value of compensation h3 for a vehicle moving on an urban road may be determined according to Table 3. For example, when the vehicle is moving on an urban road, the gradient is within the range of [6%, 8%), the vehicle speed is 40 km / h, and the accelerator pedal opening is 30%, 10 Nm of torque can be compensated for the vehicle. As another example, when the vehicle is moving on an urban road, the gradient is within the range of [8%, 10%), the vehicle speed is 40 km / h, and the accelerator pedal opening is 30%, 20 Nm of torque can be compensated for the vehicle.

[0182] It should be understood that the compensation method for a vehicle moving on an urban road shown in the following Table 3 is only an example for illustration, and the data in Table 3 do not constitute any limitation to the embodiments of the present application.

[0183] Furthermore, it should be understood that in the acceleration compensation method of Table 3, the compensation of the moving torque of the vehicle is used as an example, and the torque compensation of the vehicle may be replaced by the compensation of the output power of the power end of the vehicle.

Table 3

[0184] As shown in Figure 5(i), after the vehicle enables the ECO mode, it is detected that the vehicle is moving on a mountain road. The vehicle may determine the gradient of the mountain road based on the acquired road gradient information, and compare the determined gradient with a pre-set threshold D to determine whether to execute a mountain slope compensation solution. Any method described in step S407 of method 400 may be performed to detect that the vehicle is moving on a mountain road.

[0185] The mountain slope compensation solution is described in Fig. 5(j). As shown in Fig. 5(j), when the slope of the mountain road is less than D, no compensation is required. When the slope of the mountain road is in the range of [D, D+x), the acceleration compensation h4 needs to be performed on the vehicle. When the slope of the mountain road is in the range of [D+x, D+2x), the acceleration compensation 2h4 needs to be performed on the vehicle. When the slope of the mountain road is D+2x or more, the acceleration compensation 4h4 needs to be performed on the vehicle.

[0186] For example, when the slope of the mountain road is less than 20%, no compensation is required. When the slope of the mountain road is in the range of [20%, 25%), the acceleration compensation h4 needs to be performed on the vehicle. When the slope of the mountain road is in the range of [25%, 30%), the acceleration compensation 2h4 needs to be performed on the vehicle. When the slope of the mountain road is 30% or more, the acceleration compensation 4h4 needs to be performed on the vehicle.

[0187] The specific value of the compensation h4 for a vehicle moving on a mountain road may be determined according to Table 4. For example, when the vehicle is moving on a mountain road, the slope is in the range of [20%, 25%), the vehicle speed is 40 km / h, and the accelerator pedal opening is 30%, 20 Nm of torque can be compensated for the vehicle. As another example, when the vehicle is moving on a mountain road, the slope is in the range of [25%, 30%), the vehicle speed is 40 km / h, and the accelerator pedal opening is 30%, 40 Nm of torque can be compensated for the vehicle.

[0188] It should be understood that the compensation method for a vehicle moving on a mountain road shown in Table 4 below is only an example for explanation, and the data in Table 4 do not constitute any limitation to the embodiments of the present application.

[0189] Furthermore, in the acceleration compensation method of Table 4, the compensation of the moving torque of the vehicle is used as an example, and it should be understood that the torque compensation of the vehicle may be replaced by the compensation of the output power of the electric end of the vehicle.

Table 4

[0190] In the embodiments of the present application, since the most appropriate acceleration compensation solution is determined based on the road type and road gradient, the acceleration ability of the vehicle can be enhanced in various driving scenarios, while the battery life of the vehicle is ensured.

[0191] FIG. 6 is a schematic flowchart of an acceleration compensation method based on driving style according to an embodiment of the present application. The method 600 may be applied to the vehicle 100 in FIG. 1, and the method 600 may include the following steps.

[0192] S601: Enable the ECO mode of the vehicle.

[0193] The ECO mode of the vehicle can be enabled in multiple ways. For example, the ECO mode of the vehicle can be immediately enabled by using the human-machine interaction interface of the vehicle display. As another example, the user may send a voice command to the in-vehicle interaction assistant, and the interaction assistant may enable the ECO mode of the vehicle based on the voice command. As another example, the ECO mode of the vehicle may be enabled in the manner shown in FIG. 5(b).

[0194] S602: Obtain the current movement information of the vehicle.

[0195] The movement information of the vehicle may include one or more of vehicle controller information, road information, navigation information, user driving habit information, and driving information regarding the current road section. The above information may be obtained by using the map module, vehicle cloud module, and vehicle controller within the system architecture 200 in FIG. 2. The specific meaning of the above information is described in detail in the system architecture of FIG. 2. Details are not described again here.

[0196] S603: Determine whether the maximum battery capacity is greater than the maximum battery capacity set in this mode.

[0197] Specifically, in this step, it is necessary to determine whether the maximum battery capacity of the vehicle is greater than the maximum battery capacity in the ECO mode. If the maximum battery capacity of the vehicle is greater than the maximum battery capacity in the ECO mode, step S604 is performed. If the maximum battery capacity of the vehicle is less than or equal to the maximum battery capacity in the ECO mode, step S605 is performed, and the compensation process ends.

[0198] Since a part of the battery capacity needs to be occupied when acceleration compensation is performed in the vehicle, when acceleration compensation is performed when the maximum battery capacity in the ECO mode is greater than the maximum battery capacity of the vehicle, the acceleration compensation may fail, and the service life of the battery may be shortened.

[0199] S604: Determine whether the current navigation road section has reference history data.

[0200] If the current navigation road section has reference history data, step S604’ is performed. If the current road section does not have reference history data, step S605 is performed to end the acceleration compensation process.

[0201] Historical data used by a user for reference may indicate one or more of the average speed, average acceleration, and average throttle of vehicles moving under the same or similar road conditions. For example, a vehicle may have once moved on a suburban road at an average speed of 50 km / h. Currently, the vehicle is also moving on a suburban road, and the current moving road conditions are similar to the past road conditions. The vehicle is moving at an average speed of 60 km / h. In this case, the average speed of 50 km / h can be used as reference historical data. As another example, a vehicle may have once moved on a mountain road with an accelerator pedal opening of 30%. Currently, the vehicle is moving on a mountain road with a similar gradient, and the accelerator pedal opening is 40%. In this case, the accelerator pedal opening of 30% can be used as reference historical data.

[0202] S604’: Determine whether the current acceleration coefficient is greater than the reference historical data.

[0203] Specifically, the acceleration coefficient can be determined according to the following formula: y = f(x1, x2, x3) and can be determined accordingly.

[0204] Here, y represents the acceleration coefficient, x1 represents that the speed coefficient = current average speed / past average speed, x2 represents that the acceleration coefficient = current acceleration / past average acceleration, and x3 represents that the throttle coefficient = current accelerator pedal opening / past accelerator pedal opening.

[0205] The above formula can be expressed in two ways.

[0206] Method 1: y = k0x1x2x3

[0207] Here, k0 is a correction coefficient, and the specific value of k0 can be determined according to the actual application of the above formula.

[0208] Method 2: y = k1x1 + k2x2 + k3x3

[0209] Here, k1, k2, and k3 are weighting factors, and the specific values of k1 to k3 can be determined according to the actual application situation of the above formula.

[0210] When the acceleration coefficient calculated by using the formula is greater than the reference history data, compensation can be performed based on the user's driving style. When the acceleration coefficient is smaller than the reference history data, step S605 can be performed to end the acceleration compensation process.

[0211] Specifically, the acceleration compensation can be calculated by using the following formula: Compensation value = acceleration coefficient × basic torque value

[0212] The specific value of the basic torque value can be determined based on the correspondence in Table 5 below.

[0213] It should be understood that the data of the basic torque value listed in Table 5 below are only examples for description, and the data in Table 5 do not constitute any limitation to the embodiments of the present application.

Table 5

[0214] S605: End the compensation process.

[0215] In an embodiment of the present application, the acceleration coefficient can be obtained by comparing the current moving speed, acceleration, and accelerator pedal opening degree of the vehicle with the past moving speed, acceleration, and accelerator pedal opening degree of the vehicle. Whether the user's current driving style is more aggressive than the past driving style can be determined based on the acceleration coefficient, and compensation is performed to various degrees based on the range in which the acceleration coefficient falls. In this way, the vehicle requirements for high power or large torque in some scenarios can be satisfied, and acceleration compensation is performed without affecting the driver, thereby improving the user's driving experience.

[0216] FIG. 7 is a schematic flowchart of an acceleration compensation method based on a driving operation according to an embodiment of the present application. Method 700 may be applied to vehicle 100 of FIG. 1, and method 700 may include the following steps.

[0217] S701: Enable the ECO mode of the vehicle.

[0218] The ECO mode of the vehicle can be enabled in multiple ways. For example, the ECO mode of the vehicle can be immediately enabled by using the human-machine interaction interface of the vehicle display. As another example, the user may send a voice command to the in-vehicle interaction assistant, and the interaction assistant may enable the ECO mode of the vehicle based on the voice command. As another example, the ECO mode of the vehicle may be enabled in the manner shown in FIG. 5(b).

[0219] S702: Obtain the current movement information of the vehicle.

[0220] The vehicle movement information may include one or more of vehicle controller information, road information, navigation information, user driving habit information, and driving information regarding the current road section. The above information can be obtained by using the map module, vehicle cloud module, and vehicle controller within the system architecture 200 of FIG. 2. The specific meaning of the above information is described in detail in the system architecture of FIG. 2. Details are not described here again.

[0221] S703: Determine whether the maximum battery capacity is greater than the maximum battery capacity set in this mode.

[0222] Specifically, in this step, it is necessary to determine whether the maximum battery capacity of the vehicle is greater than the maximum battery capacity in ECO mode. If the maximum battery capacity of the vehicle is greater than the maximum battery capacity in ECO mode, step S704 is performed. If the maximum battery capacity of the vehicle is less than or equal to the maximum battery capacity in ECO mode, step S705 is performed and the compensation process ends.

[0223] Since a part of the battery capacity needs to be occupied when acceleration compensation is performed in the vehicle, when acceleration compensation is performed when the maximum battery capacity in ECO mode is greater than the maximum battery capacity of the vehicle, the acceleration compensation may fail and the service life of the battery may be shortened.

[0224] S704: Determine whether the driver triggers a specific acceleration operation.

[0225] Whether the driver triggers a specific acceleration operation can be determined by determining whether the driver depresses the accelerator pedal. If the vehicle detects that the driver depresses the accelerator pedal within a pre-set period, step S704’ is performed. If the vehicle does not detect that the driver depresses the accelerator pedal within the pre-set period, step S705 is performed and the acceleration compensation process ends.

[0226] S704’: Whether the number of operations reaches a pre-set threshold within a pre-set period.

[0227] Specifically, the acceleration compensation solution can be determined by detecting whether the number of times the accelerator pedal depressed by the driver is greater than a second threshold and more than a third threshold within a pre-set period. If the number of times the opening degree of the accelerator pedal depressed by the driver is greater than the second threshold and not less than the third threshold within the pre-set period, step S704” is performed. If the number of times the accelerator pedal depressed by the driver is greater than the second threshold and less than the third threshold within the pre-set period, step S705 is performed and the acceleration compensation process ends.

[0228] S704”: Perform acceleration compensation based on the driving operation.

[0229] Specifically, the acceleration compensation can be performed based on the solution in Table 6 below.

Table 6

[0230] As shown in Table 6, during the period when the pre-set period is T1, the number of times the actual opening of the accelerator pedal depressed by the driver is greater than or equal to P% is n or more. In this case, acceleration compensation k can be performed. During the period when the pre-set period is T2, the number of times the actual opening of the accelerator pedal depressed by the driver is greater than or equal to P% is 2.5n or more. In this case, acceleration compensation l can be performed. During the period when the pre-set period is T3, the number of times the actual opening of the accelerator pedal depressed by the driver is greater than or equal to P% is 5 or more. In this case, acceleration compensation m can be performed.

[0231] Table 7 is an example of Table 6.

Table 7

[0232] As shown in Table 7, during the period when the pre-set period is 20 s, the number of times the actual opening of the accelerator pedal depressed by the driver is greater than or equal to 70% is 2 or more, and 30 Nm of torque can be compensated for the vehicle (at a vehicle speed of 0 km / h to 200 km / h). During the period when the pre-set period is 60 s, the number of times the actual opening of the accelerator pedal depressed by the driver is greater than or equal to 70% is 5 or more, and 50 Nm of torque can be compensated for the vehicle (at a vehicle speed of 0 km / h to 200 km / h). During the period when the pre-set period is 120 s, the number of times the actual opening of the accelerator pedal depressed by the driver is greater than or equal to 70% is 10 or more, and 50 Nm of torque can be compensated for the vehicle (at a vehicle speed of 0 km / h to 200 km / h).

[0233] S705: End the compensation process.

[0234] In the embodiments of the present application, different compensation solutions can be performed based on the number of driving operations triggered by the driver within a preset period. In this way, since the acceleration ability of the vehicle is adjusted in a timely manner based on the number of driving operations of the driver, the acceleration ability of the vehicle can be adapted to the driving habits of the user.

[0235] FIGS. 8A and 8B are schematic flowcharts of an acceleration compensation method based on multiple policies according to an embodiment of the present application. The method 800 may be applied to the vehicle 100 of FIG. 1, and the method 800 may include the following steps.

[0236] S801: Enable the ECO mode of the vehicle.

[0237] The ECO mode of the vehicle can be enabled in multiple ways. For example, the ECO mode of the vehicle can be immediately enabled by using the human-machine interaction interface of the vehicle display. As another example, the user may send a voice command to the in-vehicle interaction assistant, and the interaction assistant may enable the ECO mode of the vehicle based on the voice command. As another example, the ECO mode of the vehicle may be enabled in the manner shown in FIG. 5(b).

[0238] S802: Obtain the current movement information of the vehicle.

[0239] The movement information of the vehicle may include one or more of vehicle controller information, road information, navigation information, user driving habit information, and driving information regarding the current road section. The above information may be obtained by using the map module, vehicle cloud module, and vehicle controller within the system architecture 200 of FIG. 2. The specific meaning of the above information is described in detail in the system architecture of FIG. 2. Details are not described again here.

[0240] S803: Determine whether the maximum battery capacity is greater than the maximum battery capacity set in this mode.

[0241] Specifically, in this step, it is necessary to determine whether the maximum battery capacity of the vehicle is greater than the maximum battery capacity in ECO mode. If the maximum battery capacity of the vehicle is greater than the maximum battery capacity in ECO mode, steps S804a to S804c are performed. If the maximum battery capacity of the vehicle is less than or equal to the maximum battery capacity in ECO mode, acceleration compensation is not performed and the compensation process ends.

[0242] Since a part of the battery capacity needs to be occupied when acceleration compensation is performed on the vehicle, when acceleration compensation is performed when the maximum battery capacity in ECO mode is greater than the maximum battery capacity of the vehicle, the acceleration compensation may fail and the service life of the battery may be shortened.

[0243] S804a: Determine the road type and road gradient.

[0244] Specifically, the road type and road gradient can be determined by the method of method 400. After the road type and road gradient are determined, step S805a can be performed.

[0245] S804b: Whether the current navigation road section has reference history data.

[0246] Specifically, if the current navigation road section has reference history data, step S805’ is performed. If the current road section does not have reference history data, it is determined that acceleration compensation is not required for the vehicle, and the compensation process in this method ends. The reference history data may be the data determined in step S604 of method 600.

[0247] S804c: Whether the driver triggers a specific acceleration operation.

[0248] Specifically, a specific acceleration operation may include depressing the accelerator pedal. If the driver triggers a specific acceleration operation within a pre-set period, step S805c may be performed. If the driver does not trigger a specific operation within the pre-set period, it is determined that there is no need to perform acceleration compensation on the vehicle, and the compensation process in this method ends.

[0249] It should be understood that the above steps S804a - S804c may be performed simultaneously or sequentially. The specific execution method may be set based on the actual application situation of method 800.

[0250] S805a: Determine whether the road gradient satisfies the slope compensation solution.

[0251] Specifically, the methods described in steps S404’ - S407’ of method 400 may be used to determine whether the road gradient satisfies the slope compensation solution. After it is determined that the road gradient satisfies the slope compensation solution, step S806a may be performed. If the road gradient does not satisfy the slope compensation solution, it is determined that there is no need to perform acceleration compensation on the vehicle, and the compensation process in this method ends.

[0252] S805b: Whether the current acceleration coefficient is greater than the reference history data.

[0253] Specifically, the acceleration coefficient may be determined by the method described in step S604’ of method 600. If the acceleration coefficient is greater than the reference history data, step S806b is performed. If the current acceleration coefficient is less than the reference history data, it is determined that there is no need to perform acceleration compensation on the vehicle, and the compensation process in this method ends.

[0254] S805c: Whether the number of driving operations reaches a threshold within a pre-set period.

[0255] Specifically, the acceleration compensation process can be determined by detecting whether the number of times the accelerator pedal depressed by the driver becomes greater than a second threshold within a preset period is more than a third threshold. If the number of times the opening degree of the accelerator pedal depressed by the driver becomes greater than the second threshold within a preset period is equal to or greater than the third threshold, step S806c is performed. If the number of times the depression of the accelerator pedal by the driver becomes greater than or equal to the second threshold within a preset period is less than the third threshold, it is determined that acceleration compensation for the vehicle is not necessary, and the compensation process in this method ends.

[0256] It should be understood that the above steps S805a to S805c may be performed simultaneously or in sequence. The specific execution method may be set based on the actual application situation of method 800.

[0257] Furthermore, it should be understood that if it is determined in the above steps S805a to S805c that acceleration compensation in one method is not necessary for the vehicle, the compensation process in this method ends and the acceleration compensation in other methods is not affected.

[0258] S806a: Acceleration compensation based on the slope.

[0259] Specifically, in the case of acceleration compensation based on the slope, any acceleration compensation solution described in FIGS. 5(d), 5(f), 5(h), 5(i) and the text parts of FIGS. 5(a)-1 to 5(j) may be used.

[0260] S806b: Acceleration compensation based on the driving style.

[0261] Specifically, for acceleration compensation based on the driving style, the acceleration compensation solution described in step S604' of method 600 may be used.

[0262] S806c: Acceleration compensation based on driving operation.

[0263] Specifically, for acceleration compensation based on driving operation, the acceleration compensation solutions described in Table 6 or Table 7 of Method 700 may be used.

[0264] S807: Obtain the maximum compensation value and obtain the time point of the solution.

[0265] Specifically, when all of a plurality of methods satisfy the compensation conditions, the maximum compensation value in all compensation solutions may be used as the final acceleration compensation value, and the time when the vehicle enters and exits compensation is determined.

[0266] S808: Perform compensation by using the minimum value among the compensation values of the compensation solution and the maximum battery output capacity.

[0267] The maximum power and / or maximum torque supported by the battery for acceleration compensation may be calculated by using the maximum battery output capacity. The maximum power and maximum torque are compared with the maximum value among the compensation power and / or compensation torque obtained in step S807, and the minimum value of the two is used as the final compensation solution. The compensation process is automatically started and ended based on the entry time point and end time point of the compensation solution.

[0268] In the embodiments of the present application, a plurality of acceleration compensation solutions can be applied in combination, and the final acceleration compensation solution is determined based on the maximum battery output capacity. In this way, the acceleration ability of the vehicle can immediately meet the user's acceleration requirements within the range of the ability that the vehicle battery can reach, and the user's driving experience can be improved.

[0269] The embodiments of the present application further provide a device configured to implement any one of the above methods, for example, a device including a unit (or means) configured to implement the steps executed by the device or vehicle in any one of the above methods.

[0270] FIG. 9 is a diagram of an acceleration compensation device 900 according to an embodiment of the present application. The device 900 can be applied to the vehicle 100 of FIG. 1.

[0271] The device 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 the acquisition unit 910 may also be referred to as a communication interface or a communication unit. The storage unit 920 implements a corresponding data storage function and may store corresponding instructions and / or data. The processing unit 930 is configured to execute data processing. The processing unit 930 may read instructions and / or data in the storage unit 920 so that the device implements the above method embodiments.

[0272] The device 900 may include an acquisition unit 910 configured to acquire movement environment information and / or movement parameter information of a vehicle traveling in a first mode, and a processing unit 930 configured to switch the first mode of the vehicle to a second mode when the movement environment information and / or the movement parameter information satisfy a preset condition. When the vehicle has the same speed and / or accelerator pedal opening, the acceleration ability of the vehicle in the second mode is greater than that in the first mode, and the ECO mode or power saving mode of the vehicle includes the first mode and the second mode.

[0273] In a possible implementation, the movement environment information includes a road gradient, and the processing unit 930 is specifically configured to switch the first mode of the vehicle to the second mode when the road gradient is greater than or equal to a first threshold.

[0274] In a possible implementation, the movement environment information further includes road type information, and the processing unit 930 is specifically configured to switch the first mode of the vehicle to the second mode when the gradient is greater than or equal to the first threshold based on the road type information.

[0275] In a possible implementation, the movement parameter information includes one or more of an average speed, an acceleration, and an accelerator pedal opening, and the processing unit 930 is 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 past average speed of the vehicle moving on the road, and / or when the current acceleration of the vehicle is greater than or equal to the past average acceleration of the vehicle moving on the road, and / or when the current average accelerator pedal opening of the vehicle is greater than or equal to the past average accelerator pedal opening of the vehicle moving on the road.

[0276] In a possible implementation, the movement parameter information further includes the accelerator pedal opening of the vehicle during a preset period, and the processing unit 930 is configured to switch the first mode of the vehicle to the second mode when the number of times the accelerator pedal opening becomes greater than or equal to a second threshold is greater than or equal to a third threshold.

[0277] In a possible implementation, the processing unit 930 is specifically configured to determine a third mode in which the vehicle moves based on the state of charge, the ECO mode or the power saving mode of the vehicle includes the third mode, and the processing unit 930 is further configured to determine that the acceleration ability of the vehicle in the second mode is less than that in the third mode.

[0278] In a possible implementation, the processing unit 930 is specifically configured to adjust the first torque of the vehicle moving in the first mode to the second torque of the vehicle moving in the second mode when the movement environment information and / or the movement parameter information satisfy preset conditions, and in the case of the same speed and / or accelerator pedal opening, the second torque is greater than the first torque.

[0279] In a possible implementation, when the processing unit 930 satisfies the pre-set conditions with the movement environment information and / or the movement parameter information, the processing unit 930 is specifically configured to adjust the first power of the vehicle moving in the first mode to the second power of the vehicle moving in the second mode, and when at the same speed and / or accelerator pedal opening, the second power is greater than the first power.

[0280] In a possible implementation, when the processing unit 930 satisfies the pre-set conditions with the movement environment information and / or the movement parameter information, the processing unit 930 is specifically configured to adjust the first torque change rate of the vehicle moving in the first mode to the second torque change rate of the vehicle moving in the second mode, and when at the same speed and / or accelerator pedal opening, the second torque change rate is greater than the first torque change rate.

[0281] The division of the above device into units is merely a logical function division. It should be understood that during actual implementation, all or some of the units may be incorporated into a physical entity, or the units may be physically separated. Also, the units of the device may be implemented in the form of software called by a processor. For example, the device includes a processor, the processor is connected to a memory, the memory stores instructions, and the processor calls the instructions stored in the memory to implement any one of the above methods or the functions of the units of the device. For example, the processor is a general-purpose processor, such as a graphics processing unit (GPU) or a microprocessor, and the memory is a memory inside the device or a memory outside the device. Alternatively, the units of the device may be implemented in the form of a hardware circuit, and the functions of some or all of the units can be implemented by designing the hardware circuit. The hardware circuit can be understood as one or more processors. For example, in implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functions of some or all of the units are implemented by designing the logical relationship between the elements in the circuit. As another example, in other implementations, the hardware circuit may be implemented by using a programmable logic device (PLD), such as a field programmable gate array (FPGA). The field programmable gate array may include a number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by using a configuration file so as to implement the functions of some or all of the above units. All the units of the above device may be implemented in the form of software called by a processor or in the form of a hardware circuit, or some units may be implemented in the form of software called by a processor, and the remaining units may be implemented in the form of a hardware circuit.

[0282] Optionally, when the device 900 is located inside the vehicle, the processing unit 930 may be the processor 131 of FIG. 1.

[0283] Optionally, the processing unit 930 may be the processor 1020 of FIG. 10, the storage unit may be the memory 1010 of FIG. 10, and the acquisition unit 920 may be the communication interface 1030 of FIG. 10.

[0284] FIG. 10 is a diagram of an acceleration compensation device 1000 according to an embodiment of the present application. The device 1000 can be applied to the vehicle 100 of FIG. 1.

[0285] The acceleration compensation device 1000 includes a memory 1010, a processor 1010, and a communication interface 1030. The memory 1010, the processor 1010, and the communication interface 1030 are connected by using an internal connection path. The memory 1010 is configured to store instructions, and the processor 1010 is configured to execute the instructions stored in the memory 1010 so as to control the input / output interface 1030 to transmit or receive data and / or instructions. Optionally, the memory 1010 may be coupled to the processor 1010 through an interface or integrated with the processor 1010.

[0286] It should be noted that the communication interface 1030 performs communication between the communication device 1000 and other devices or a communication network by using a transceiver device such as a transceiver, for example, but without limitation. The communication interface 1030 may further include an input / output interface.

[0287] Processor 1010 stores one or more computer programs, and the one or more computer programs include instructions. When the instructions are executed by processor 1010, acceleration compensation device 1000 can execute the technical solution of the acceleration compensation method in the above embodiment.

[0288] Optionally, device 900 or device 1000 may be located within vehicle 100 of FIG. 1.

[0289] Optionally, device 900 or device 1000 may be the computing platform 130 of the vehicle in FIG. 1.

[0290] In the implementation process, the steps of the above method may be implemented by using the hardware integrated logic circuit in processor 1010 or by using instructions in the form of software. The method disclosed with reference to the embodiments of the present application may be directly executed by a hardware processor or may be executed by a combination of hardware and software modules in the processor. The software module may be located in a mature storage medium in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable read-only memory, or register. The storage medium is located in memory 1010. Processor 1010 reads the information in memory 1010 and executes the steps of the above method in combination with the hardware of the processor. For the sake of avoiding repetition, the details are not described here again.

[0291] The embodiments of the present application further provide a computer-readable medium, and the computer-readable medium stores program code. When the computer program code is executed by a computer, the computer can execute any method of FIGS. 3 to 8B.

[0292] Embodiments of the present application further provide a computer program product, which includes a computer program. When the computer program is executed, the computer can execute any of the methods of FIGS. 3 to 8B.

[0293] Embodiments of the present application further provide a chip including at least one processor and a memory. The at least one processor is coupled to the memory and configured to read and execute instructions in the memory to execute any of the methods of FIGS. 3 to 8B.

[0294] Embodiments of the present application further provide an intelligent vehicle including at least one processor and a memory. The at least one processor is coupled to the memory and configured to read and execute instructions in the memory to execute any of the methods of FIGS. 3 to 8B.

[0295] Embodiments of the present application further provide an intelligent vehicle including an acceleration compensation device according to any of FIGS. 9 or 10.

[0296] In an embodiment of the present application, the processor is a circuit having signal processing capabilities. In practice, the processor may be a circuit having the ability to read and execute instructions, for example, a CPU, a microprocessor, a GPU, or a digital signal processor (DSP). In other embodiments, the processor may implement specific functions by using the logical relationships of hardware circuits, and the logical relationships of the hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented by an ASIC or a PLD, for example, an FPGA. In a reconfigurable hardware circuit, the process by which the processor loads a configuration document to implement the hardware circuit can be understood as the process by which the processor loads instructions to implement some or all of the functions of the above units. Also, the circuit may be a hardware circuit designed for artificial intelligence and can be understood as an ASIC, for example, a neural network processing unit (NPU), a tensor processing unit (TPU), or a deep learning processing unit (DPU).

[0297] In the implementation process, the steps of the above method may be implemented by using the hardware integrated logic circuit in the processor or by using instructions in the form of software. The method disclosed with reference to the embodiments of the present application may be directly executed by a hardware processor or may be executed by a combination of the hardware and software modules in the processor. The software module may be located in a mature storage medium in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable read-only memory, or a register. The storage medium is located in the memory, and the processor reads the information in the memory and combines it with the hardware of the processor to complete the steps of the above method. To avoid repetition, the details are not described here again.

[0298] It should be understood that in the embodiments of the present application, the memory includes a read-only memory and a random access memory and can supply instructions and data to the processor.

[0299] Also, the term "and / or" in this specification only indicates the association relationship for describing related objects and represents that there may be three relationships. For example, A and / or B may represent the following three relationships: only A exists, both A and B exist, and only B exists. Also, the character " / " in this specification generally represents the "OR" relationship between related objects.

[0300] It should be understood that the sequence numbers of the above processes do not mean the execution order in various embodiments of the present application. The execution order of the process should be determined according to the functions and internal logics of the process and should not be construed as any limitation to the implementation process of the embodiments of the present application.

[0301] As used herein, terms such as "component" and "module" refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or software in execution. For example, a component may 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. As illustrated, a computing device and an application running on the computing device may be components. One or more components may exist within a process and / or execution thread, and a component may be located on one computer and / or distributed between two or more computers. Also, these components may be executed from various computer-readable media storing various data structures. For example, a component may communicate based on signals having one or more data packets (e.g., data from two components interacting with other components across a network, such as the Internet, that use signals in a local system, a distributed system, and / or a network to interact with other systems) by using local and / or remote processes.

[0302] One of ordinary skill in the art would recognize that, in combination with the examples described in the embodiments disclosed herein, the units and algorithm steps can be implemented by electronic hardware or a combination of computer software and electronic hardware. Whether a function is executed by hardware or software depends upon the particular application and design constraints of the technical solution. One of ordinary skill in the art may use various methods to implement the described functions for each particular application, but such implementation should not be considered to exceed the scope of the present application.

[0303] , As can be clearly understood by those skilled in the art, for the sake of convenience and concise description, for the detailed operation processes of the above systems, devices, and units, please refer to the corresponding processes in the above method embodiments. Details will not be described again here.

[0304] In some embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods may be implemented in other ways. For example, the described device embodiments are merely examples. For example, the division into units is only a logical function division, and in actual implementation, other divisions may be used. For example, multiple units or components may be combined or integrated into other systems, or some features may be ignored or not executed. Also, the mutual coupling, direct coupling, or communication connection shown or discussed may be implemented by using some interface. The indirect coupling or communication connection between devices or units may be implemented in an electronic, mechanical, or other form.

[0305] The units described as separate parts may or may not be physically separated, and the parts shown as units may or may not be physical units. They may be located in one place or distributed among multiple network units. Some or all of the units may be selected based on actual requirements to achieve the purpose of the solution of the embodiment.

[0306] Also, the functional units in the embodiments of this application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit.

[0307] When the function is implemented in the form of a software functional unit and sold or used as an independent product, the function may be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present application may, in essence, or the part that contributes to the prior art, or a part of the technical solution, be implemented in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for instructing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method described in the embodiments of the present application. The above storage medium includes any medium capable of storing program code, such as a USB flash drive, a removable hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

Claims

Claim 1 An acceleration compensation method, comprising: acquiring movement environment information and / or movement parameter information of a vehicle traveling in a first mode; switching the first mode of the vehicle to a second mode when the movement environment information and / or the movement parameter information satisfy a preset condition; wherein, when the vehicle has the same speed and / or accelerator pedal opening degree, the acceleration ability of the vehicle in the second mode is greater than that in the first mode, and the ECO mode or power saving mode of the vehicle includes the first mode and the second mode; a method. Claim 2 The movement environment information includes a road gradient; The switching of the first mode of the vehicle to the second mode when the movement environment information and / or the movement parameter information satisfy a preset condition includes: switching the first mode of the vehicle to the second mode when the road gradient is greater than or equal to a first threshold; The method according to claim 1. Claim 3 The movement environment information further includes road type information; The switching of the first mode of the vehicle to the second mode when the road gradient is greater than or equal to a first threshold includes: based on the road type information, switching the first mode of the vehicle to the second mode when the gradient is greater than or equal to the first threshold; The method according to claim 2. Claim 4 The movement parameter information includes one or more of an average speed, an acceleration, and an accelerator pedal opening degree; The switching of the first mode of the vehicle to the second mode when the movement environment information and / or the movement parameter information satisfy a preset condition includes: switching 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 past average speed of the vehicle moving on the road, and / or switching the first mode of the vehicle to the second mode when the current acceleration of the vehicle is greater than or equal to the past average acceleration of the vehicle moving on the road, and / or switching the first mode of the vehicle to the second mode when the current average accelerator pedal opening degree of the vehicle is greater than or equal to the past average accelerator pedal opening degree of the vehicle moving on the road; The method according to any one of claims 1 to 3. Claim 5 The movement parameter information further includes the accelerator pedal opening degree of the vehicle during a preset period, When the movement environment information and / or the movement parameter information satisfy preset conditions, switching the first mode of the vehicle to the second mode includes switching the first mode of the vehicle to the second mode when the number of times the accelerator pedal opening degree becomes greater than or equal to a second threshold is greater than or equal to a third threshold, The method according to any one of claims 1 to 4.

6. The movement parameter information includes the state of charge of the vehicle, and the method determines a third mode in which the vehicle moves based on the state of charge, and further includes that the ECO 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 determining that the acceleration ability of the vehicle in the second mode is less than that in the third mode. The method according to any one of claims 1 to 5.

7. When the movement environment information and / or the movement parameter information satisfy preset conditions, switching the first mode of the vehicle to the second mode includes adjusting a first torque of the vehicle moving in the first mode to a second torque of the vehicle moving in the second mode when the movement environment information and / or the movement parameter information satisfy the preset conditions, wherein the second torque is greater than the first torque at the same speed and / or accelerator pedal opening degree. The method according to any one of claims 1 to 6.

8. When the movement environment information and / or the movement parameter information satisfy preset conditions, switching the first mode of the vehicle to the second mode includes adjusting a first power of the vehicle moving in the first mode to a second power of the vehicle moving in the second mode when the movement environment information and / or the movement parameter information satisfy the preset conditions, wherein the second power is greater than the first power at the same speed and / or accelerator pedal opening degree. The method according to any one of claims 1 to 6.

9. An acceleration compensation device An acquisition unit configured to acquire movement environment information and / or movement parameter information of a vehicle traveling in a first mode; A processing unit configured to switch the first mode of the vehicle to a second mode when the movement environment information and / or the movement parameter information satisfy a previously set condition, and having: When the vehicle is at the same speed and / or accelerator pedal opening, the acceleration ability of the vehicle in the second mode is greater than the acceleration ability in the first mode, and the ECO mode or power saving mode of the vehicle includes the first mode and the second mode, Device.

10. The movement environment information includes a road gradient, The processing unit is particularly configured to switch the first mode of the vehicle to the second mode when the road gradient is equal to or greater than a first threshold. The device according to claim 9.

11. The movement environment information further includes road type information, The processing unit is particularly configured to switch the first mode of the vehicle to the second mode when the gradient is equal to or greater than the first threshold based on the road type information. The device according to claim 10.

12. The movement parameter information includes one or more of an average speed, an acceleration, and an accelerator pedal opening, The processing unit, When the current average speed of the vehicle is equal to or greater than the past average speed of the vehicle moving on the road, and / or When the current acceleration of the vehicle is equal to or greater than the past average acceleration of the vehicle moving on the road, and / or The first mode of the vehicle is particularly configured to be switched to the second mode when the current average accelerator pedal opening of the vehicle is greater than or equal to the past average accelerator pedal opening of the vehicle moving on the road. The device according to any one of claims 9 to 11.

13. The movement parameter information further includes the accelerator pedal opening of the vehicle during a previously set period, The processing unit is particularly configured to switch the first mode of the vehicle to the second mode when the number of times the accelerator pedal opening becomes greater than or equal to a second threshold is greater than or equal to a third threshold. The device according to any one of claims 9 to 12.

14. The processing unit is specifically configured to determine a third mode in which the vehicle moves based on the state of charge, and the ECO mode or the power saving mode of the vehicle includes the third mode. The processing unit is further configured to determine that the acceleration ability of the vehicle in the second mode is less than the acceleration ability of the vehicle in the third mode. The device according to any one of claims 9 to 13.

15. The processing unit is specifically configured to adjust a first torque of the vehicle moving in the first mode to a second torque of the vehicle moving in the second mode when the movement environment information and / or the movement parameter information satisfy the pre-set conditions. In the case of the same speed and / or accelerator pedal opening, the second torque is greater than the first torque. The device according to any one of claims 9 to 13.

16. The processing unit is specifically configured to adjust a first power of the vehicle moving in the first mode to a second power of the vehicle moving in the second mode when the movement environment information and / or the movement parameter information satisfy the pre-set conditions. In the case of the same speed and / or accelerator pedal opening, the second power is greater than the first power. The device according to any one of claims 9 to 13.

17. Having at least one processor and a memory, The at least one processor is coupled to the memory and is configured to execute instructions in the memory to perform the method according to any one of claims 1 to 8. Acceleration compensation device.

18. Storing program code, and when the computer program code is executed by a computer, the computer can perform the method according to any one of claims 1 to 8. Computer-readable medium.

19. Having at least one processor and a memory, The at least one processor is coupled to the memory and is configured to execute instructions in the memory to perform the method according to any one of claims 1 to 8. Chip.

20. Having a computer program, and when the computer program is executed, a computer can perform the method according to any one of claims 1 to 8. Computer program product.

21. A vehicle having the apparatus according to any one of claims 9 to 17.

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