Control method and apparatus for assisting in improving driving habits

Abstract

A control method and apparatus for assisting in improving driving habits. The method comprises: displaying driving comparison information, wherein the driving comparison information comprises a comparison relationship between an actual driving parameter and a reference driving parameter.

Description

A control method and device for assisting in improving driving habits

[0001] The present application claims priority to the application with the application number 202410857530.1, the patent name: A control method and device for assisting in improving driving habits, which was filed in the China Patent Office on June 27, 2024, and the entire content thereof is incorporated herein by reference. TECHNICAL FIELD

[0002] The embodiments of the present application relate to, but are not limited to, the field of vehicles, and in particular, to a control method and device for assisting in improving driving habits. BACKGROUND

[0003] There are many factors that affect the energy consumption of new energy vehicles, among which driving behavior is a factor that greatly affects energy consumption and is highly subjective. In particular, the user's frequent and intense driving behavior of pressing the accelerator and brake sharply during driving will result in high intervention frequency of mechanical braking, and a lot of kinetic energy is lost in the form of friction heat, resulting in high energy loss, which does not meet the development requirements of human beings for green and low-carbon travel.

[0004] How to provide a driving behavior guidance method for users to remind them to maintain good driving habits and improve vehicle energy consumption problems caused by bad driving behavior has become a research topic for technical personnel in the field. TECHNICAL SOLUTION

[0005] In a first aspect, the present application provides a control method for assisting in improving driving habits, the method comprising: displaying driving comparison information, the driving comparison information comprising a comparison relationship between an actual driving parameter and a reference driving parameter.

[0006] In the embodiments of the present application, the driving comparison information comprises a comparison relationship between a value of the actual driving parameter and a value of the reference driving parameter, and the value of the reference driving parameter is an ideal or reasonable guidance value that is predicted based on the value of the actual driving parameter, matches the current vehicle driving state, and meets the requirements of good driving behavior or economic driving behavior.

[0007] By using the control method for assisting in improving driving habits provided by the present application, the comparison relationship between the actual driving parameter and the reference driving parameter that meets the requirements of good driving behavior or economic driving behavior is output, the user is guided to constrain the driving behavior of the actual driving parameter according to the value of the reference driving parameter, and it is determined that the driving behavior belongs to good driving behavior or economic driving behavior, thereby achieving the effect of reminding the user to maintain good driving habits and improving vehicle energy consumption problems caused by bad driving behavior.

[0008] In some possible implementation manners, the driving comparison information includes a comparison relationship between an actual change process and a reference change process in a preset time period, the actual change process includes a change process of an actual value of a preset driving parameter in the preset time period, and the reference change process includes a change process of a target value of the preset driving parameter in the preset time period, the target value being predicted based on the actual value of the preset driving parameter.

[0009] In this way, the comparison relationship between the actual change process of the preset driving parameter and the reference change process that conforms to good driving habits and economic driving behavior is dynamically output, so that the user can be guided to drive in a good driving manner through the reference driving process, and the vehicle energy consumption problem caused by the user's bad driving behavior can be improved.

[0010] In some possible implementation manners, the preset driving parameter includes an accelerator depth value of the vehicle, and the driving comparison information includes first comparison information, the first comparison information including a comparison relationship between an actual accelerator depth change process and a reference accelerator depth change process, the actual accelerator depth change process including a change process of an actual accelerator depth value of the vehicle, and the reference accelerator depth change process including a dynamic process in which a reference accelerator depth value changes to a target accelerator depth value based on a first change rate, the target accelerator depth value being determined based on the actual accelerator depth value.

[0011] In this way, the comparison relationship between the actual accelerator depth change process and the reference accelerator depth change process is dynamically output, so that the user can be guided to maintain good driving habits while the guidance information is detailed and rich in details, the function is simple and easy to understand, and the user can be familiar with and master the function.

[0012] In some possible implementation manners, the driving comparison information further includes second comparison information, the second comparison information including a comparison relationship between an actual brake depth change process and a reference brake depth change process, the actual brake depth change process including a change process of an actual brake depth value of the vehicle, and the reference brake depth change process including a dynamic process in which a reference brake depth value changes to a target brake depth value based on a second change rate, the target brake depth value being determined based on the actual brake depth value.

[0013] In some possible implementation manners, the preset driving parameter comprises an accelerator depth value and a brake depth value of the vehicle, the driving comparison information comprises first comparison information and / or second comparison information, the first comparison information comprises a comparison relationship between an actual accelerator depth change process and a reference accelerator depth change process, and the second comparison information comprises a comparison relationship between an actual brake depth change process and a reference brake depth change process; the actual accelerator depth change process comprises a change process of an actual accelerator depth value of the vehicle, the actual brake depth change process comprises a change process of an actual brake depth value of the vehicle, the reference accelerator depth change process comprises a dynamic process in which a reference accelerator depth value changes to a target accelerator depth value based on a first change rate, and the target accelerator depth value is determined based on the actual accelerator depth value, and the reference brake depth change process comprises a dynamic process in which a reference brake depth value changes to a target brake depth value based on a second change rate, and the target brake depth value is determined based on the actual brake depth value.

[0014] In some possible implementation manners, before the driving comparison information is displayed, the method further comprises: obtaining vehicle driving information, the vehicle driving information comprising one or more of an accelerator depth value, a brake depth value and a vehicle speed of the vehicle; determining a vehicle state based on at least one of the vehicle driving information, the vehicle state comprising one or more of a parking state, a starting state, a coasting state, a driving state and a braking state; determining the target accelerator depth value based on the vehicle state and the actual accelerator depth value; and determining the target brake depth value based on the vehicle state and the actual brake depth value.

[0015] In this way, the range value or the limit value (the target brake depth value) of the actual brake depth value expected by the user at the next moment is predicted based on the vehicle state and the actual brake depth value, and the range value or the limit value (the target accelerator depth value) of the actual accelerator depth value expected by the user at the next moment is predicted based on the vehicle state and the actual accelerator depth value, that is, the range value or the limit value (that is, the target value) of the actual value at the next moment is predicted based on different driving conditions that the vehicle is currently facing and the actual value of the preset driving parameter, instead of determining the target value based on only the actual value, which can further improve the scene matching, pertinence, flexibility and reliability of the reference change process.

[0016] In some possible implementation manners, in an initial state, the accelerator depth value and the brake depth value of the vehicle are initial values, in response to the vehicle state being the starting state, the target brake depth value is equal to the initial value, and the target accelerator depth value is determined based on the actual accelerator depth value, a first accelerator depth value and a slope accelerator depth compensation value, and the first accelerator depth value is greater than the initial value.

[0017] In some possible implementation manners, the slope throttle depth compensation value is greater than the initial value in response to the current driving section of the vehicle being an uphill section, the slope throttle depth compensation value is less than the initial value in response to the driving section being a downhill section, and the slope throttle depth compensation value is equal to the initial value in response to the driving section being a flat section.

[0018] In this manner, the first throttle depth value is a preset throttle depth value that can be increased by the user within a preset period (for example, 25 ms) in the starting state.

[0019] In this manner, in the starting state, the calculation of the target throttle depth value further considers the outdoor environmental factor and adds the slope throttle depth compensation value, to further improve the referenceability and accuracy of the reference change process.

[0020] In some possible implementation manners, in response to the vehicle state being the coasting state and the vehicle speed being less than or equal to a first speed, the target throttle depth value is determined based on a first throttle depth value and a slope throttle depth compensation value, and / or the target brake depth value is determined based on a first brake depth value and a slope brake depth compensation value, and the first brake depth value is greater than an initial value.

[0021] In some possible implementation manners, the slope brake depth compensation value is less than the initial value in response to the driving section being an uphill section, the slope brake depth compensation value is greater than the initial value in response to the driving section being a downhill section, and the slope brake depth compensation value is equal to the initial value in response to the driving section being a flat section.

[0022] In this manner, in the case where the vehicle state is the coasting state and the vehicle speed belongs to a low speed, to avoid the vehicle entering the turtle speed driving after a certain period of coasting, the target throttle depth value is determined based on the first throttle depth value and the slope throttle depth compensation value, or the user is likely to step on the throttle to maintain the constant speed driving after a certain period of coasting. The target brake depth value is determined based on the first brake depth value and the slope brake depth compensation value. From the perspective of the economic driving behavior, the driver is guided to step on the throttle or the brake next time. Different target value calculation manners are used to calculate the target value in different vehicle states, to accurately remind the user to pay attention to maintaining the good driving habit, and to improve the vehicle energy consumption problem caused by the bad driving behavior of the user.

[0023] In some possible implementation manners, in response to the vehicle state being the driving state, the target brake depth value is an initial value; in response to the vehicle state being the driving state and the actual accelerator depth value being less than or equal to a first accelerator threshold value, the target accelerator depth value is determined based on the actual accelerator depth value, a first accelerator depth value, and a slope accelerator depth compensation value, and a maximum value of the target accelerator depth value is less than or equal to the first accelerator threshold value, the first accelerator threshold value being greater than the first accelerator depth value; in response to the vehicle state being the driving state and the actual accelerator depth value being greater than the first accelerator threshold value, the target accelerator depth value is determined based on the actual accelerator depth value, the first accelerator threshold value, and the slope accelerator depth compensation value, and a maximum value of the target accelerator depth value is less than or equal to a second accelerator threshold value, the second accelerator threshold value being greater than the first accelerator threshold value.

[0024] In this way, in the case where the vehicle state is the driving state, in the case where the user slightly steps on the accelerator (the actual accelerator depth value is less than or equal to the first accelerator threshold value), the maximum value of the target accelerator depth value is limited to be less than or equal to the first accelerator threshold value. In the case where the user deeply steps on the accelerator (the actual accelerator depth value is greater than the first accelerator threshold value), the maximum value of the target accelerator depth value is limited to be less than or equal to the second accelerator threshold value. The two different behaviors of accelerator stepping can reflect different vehicle conditions and driving speed ranges, and the maximum threshold value of the target accelerator depth value in the corresponding driving state is limited based on this, so as not to guide the user to step on the accelerator all the time, to guide the user to carry out good driving behaviors, and to ensure driving safety.

[0025] In some possible implementation manners, in response to the vehicle state being the braking state, the target accelerator depth value is an initial value; and in response to the vehicle state being the braking state and the actual brake depth value being less than or equal to a first brake threshold value, the target brake depth value is determined based on a first brake depth value and a slope brake depth compensation value, and the second brake depth value is greater than the first brake threshold value; in response to the vehicle state being the braking state and the actual brake depth value being greater than the first brake threshold value, the target brake depth value is determined based on the actual brake depth value, the first brake threshold value, and the slope brake depth compensation value, and a maximum value of the target brake depth value is the second brake depth value.

[0026] In this way, in the case where the vehicle state is the braking state, in the case where the user steps on the brake (the actual brake depth value is greater than the first brake threshold value), the maximum value of the target brake depth value is limited to be less than or equal to the second brake depth value, so as not to guide the user to step on the brake all the time, to guide the user to carry out good driving behaviors, and to ensure driving safety.

[0027] In some possible implementation manners, the first change rate includes an accelerator depth increase change rate and an accelerator depth decrease change rate, the second change rate includes a brake depth increase change rate and a brake depth decrease change rate, in response to the vehicle state being the starting state, the brake depth increase change rate is 0, the accelerator depth decrease change rate is equal to a first reference change rate, the accelerator depth increase change rate is equal to a third reference change rate, and the brake depth decrease change rate is equal to a fourth reference change rate; in response to the vehicle state being the coasting state, the accelerator depth increase change rate, the accelerator depth decrease change rate, the brake depth increase change rate, and the brake depth decrease change rate are equal to the first reference change rate; in response to the vehicle state being the driving state, the accelerator depth increase change rate is equal to the first reference change rate, the accelerator depth decrease change rate is equal to a second reference change rate, the brake depth increase change rate is 0, and the brake depth decrease change rate is equal to the fourth reference change rate; in response to the vehicle state being the braking state, the accelerator depth increase change rate is 0, the accelerator depth decrease change rate is equal to the fourth reference change rate, the brake depth increase change rate is equal to the first reference change rate, and the brake depth decrease change rate is equal to the third reference change rate; in response to the vehicle state being the parking state, the accelerator depth increase change rate is 0, the brake depth increase change rate is 0, and the accelerator depth decrease change rate and the brake depth decrease change rate are equal to the fourth reference change rate; the first reference change rate, the second reference change rate, the third reference change rate, and the fourth reference change rate increase in sequence.

[0028] In this way, the accelerator depth increase change rate, the accelerator depth decrease change rate, the brake depth increase change rate, and the brake depth decrease change rate are determined based on different vehicle states, which can further improve the scenario matching, pertinence, and reliability of the reference change process. In addition, according to different scenarios and different requirements, for example, after the vehicle state switches to the parking state, the reference change process is expected to change to 0 quickly, and the fourth reference change rate is used to meet the consistency of user operation and display, while for example, when the vehicle is in the starting state, the vehicle needs to enter the driving state quickly to meet the requirement of economic driving, and the third reference change rate is used. The four change rates are calibrated in combination with the actual situation and the state of the vehicle during actual driving, the corresponding driving guidance requirement is matched, and parameter management is facilitated.

[0029] As an example, the reference change process includes a dynamic process in which the reference value of the preset driving parameter changes to a target value at a reference change rate, the absolute value of the reference change rate is greater than 0, and the reference change rate is an ideal or reasonable change rate that matches the current vehicle driving state and matches a good driving behavior or an economic driving behavior. The reference change rate is equal to the first reference change rate, the second reference change rate, the third reference change rate, or the fourth reference change rate. If the reference change process is desired to change slowly, the first reference change rate (also referred to as k1 in other descriptions of embodiments of the present application) is used; if the reference change process is desired to change relatively slowly, the second reference change rate (also referred to as k2 in other descriptions of embodiments of the present application) is used; if the reference change process is desired to change relatively quickly, the third reference change rate (also referred to as k3 in other descriptions of embodiments of the present application) is used; and if the reference change process is desired to change quickly, the fourth reference change rate (also referred to as k4 in other descriptions of embodiments of the present application) is used.

[0030] In some possible implementations, when the vehicle state is the parking state, the accelerator depth increase change rate is 0, the accelerator depth decrease change rate is greater than a first change rate threshold, the brake depth increase change rate is 0, and the brake depth decrease change rate is greater than the first change rate threshold.

[0031] In this mode, the first change rate threshold is used to represent a rapid change of the reference value, and compared with the brake depth decrease change rate taking the fourth reference change rate, the brake depth decrease change rate can have a larger value range and a wider adjustable range when the brake depth decrease change rate is greater than the first change rate threshold, and thus the adaptability is stronger. In embodiments of the present application, the first change rate threshold can be equal to, less than, or greater than the fourth reference change rate. For example, the fourth reference change rate is 200%, and the first change rate threshold can take a value of 200%, a value of 180%, or a value of 220%.

[0032] In some possible implementations, in response to the vehicle state being the starting state, the accelerator depth increase change rate is greater than the accelerator depth decrease change rate, the accelerator depth increase change rate is less than the brake depth decrease change rate, the brake depth increase change rate is 0, and the brake depth decrease change rate is greater than a first change rate threshold.

[0033] In some possible implementations, when the vehicle state is the coasting state, the accelerator depth increase change rate, the accelerator depth decrease change rate, the brake depth increase change rate, and the brake depth decrease change rate are equal.

[0034] In some possible implementation manners, in response to the vehicle state being the driving state, the accelerator depth rising change rate is less than the accelerator depth falling change rate, the accelerator depth falling change rate is less than a second change rate threshold, the brake depth rising change rate is 0, and the brake depth falling change rate is greater than a first change rate threshold.

[0035] In some possible implementation manners, in response to the vehicle state being the braking state, the accelerator depth rising change rate is 0, the accelerator depth falling change rate is greater than a first change rate threshold, the brake depth rising change rate is less than the brake depth falling change rate, and the brake depth falling change rate is greater than the brake depth rising change rate.

[0036] In some possible implementation manners, in response to the vehicle speed being less than a first vehicle speed and lasting for a first time length, the vehicle state is a parking state; in response to the vehicle speed being greater than or equal to a second vehicle speed and less than a third vehicle speed and lasting for the first time length, the vehicle state is a starting state; in response to the vehicle speed being greater than or equal to the third vehicle speed, the actual brake depth value being greater than or equal to a second brake threshold, and lasting for the first time length, the vehicle state is a braking state; in response to the vehicle speed being greater than or equal to the third vehicle speed, the actual accelerator depth value being greater than or equal to a third accelerator threshold, the actual brake depth value being less than the second brake threshold, and lasting for the first time length, the vehicle state is a driving state; and in response to the vehicle speed being greater than or equal to the third vehicle speed, the actual accelerator depth value being less than the third accelerator threshold, the actual brake depth value being less than the second brake threshold, and lasting for the first time length, the vehicle state is a coasting state.

[0037] In some possible implementation manners, the displaying the driving contrast information comprises: displaying a guide image, the guide image comprising a first area and a second area, wherein the first area comprises a first sub-area and a second sub-area, the second area comprises a third sub-area and a fourth sub-area, the first sub-area is used to display the actual accelerator depth change process, the second sub-area is used to display the reference accelerator depth change process, the third sub-area is used to display the actual brake depth change process, and the fourth sub-area is used to display the reference brake depth change process.

[0038] In this way, the guide image is vivid and the contrast is obvious, and the difficulty of extracting the driving contrast information by the user is reduced.

[0039] In a second aspect, the present application provides a controller comprising a unit for implementing the method according to any one of the first aspect.

[0040] In a third aspect, the present application provides a vehicle, comprising a display, a memory, and a processor, wherein the memory stores program instructions; the program instructions, when executed by the processor, cause the processor to perform the method according to any one of the first aspect, and display driving comparison information through the display.

[0041] In a fourth aspect, the present application provides a computer-readable storage medium, which stores computer instructions; when the computer instructions are run on one or more processors, the method according to any one of the first aspect is performed.

[0042] In a fifth aspect, the present application provides a computer program product comprising instructions, which, when run on a controller, cause the controller to perform the method according to any one of the first aspect.

[0043] In a sixth aspect, the present application provides a chip system, which is applied to a display device, and comprises one or more processors configured to invoke computer instructions to cause the display device to perform the method according to the first aspect or any possible implementation of the first aspect, or the second aspect or any possible implementation of the second aspect.

[0044] It can be understood that the controller, the vehicle, the computer storage medium, the computer program product, and the chip system provided above are all used to perform the method according to any implementation of the corresponding aspect of the present application. Therefore, the beneficial effects that can be achieved are referred to the beneficial effects in the corresponding method, which will not be described here. BRIEF DESCRIPTION OF DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiments will be briefly introduced as follows.

[0046] FIG. 1 is a flowchart of a control method for assisting in improving driving habits according to an embodiment of the present application;

[0047] FIG. 2 is a flowchart of another control method for assisting in improving driving habits according to an embodiment of the present application;

[0048] FIG. 3 is a schematic diagram of a vehicle state switching according to an embodiment of the present application;

[0049] FIG. 4A is a schematic diagram of first comparison information and second comparison information that can be displayed when the vehicle is in different driving operations according to an embodiment of the present application;

[0050] FIG. 4B is a schematic diagram of first comparison information and second comparison information that can be displayed when the vehicle is in different driving operations according to another embodiment of the present application;

[0051] FIG. 5 is a schematic diagram of another display form of displaying driving contrast information according to an embodiment of the present application;

[0052] FIG. 6 is a schematic diagram of a structure of a controller according to an embodiment of the present application;

[0053] FIG. 7 is a schematic diagram of a structure of another controller according to an embodiment of the present application;

[0054] FIG. 8 is a schematic diagram of a structure of another controller according to an embodiment of the present application.

[0055] Embodiments of the present application

[0056] The present application will be described in further detail below with reference to the drawings.

[0057] The terms used in the following embodiments of the present application are only for the purpose of describing particular embodiments and are not intended to be limiting of the present application. As used in the specification and the appended claims of the application, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

[0058] In the present application, "at least one" means one or more, "multiple" means two or more, "at least two" means two or three and more, and "and / or" is used to describe the association relationship of the associated objects, which means that there can be three relationships, for example, "A and / or B" can mean that there are three cases of only A, only B and A and B at the same time, where A and B can be singular or plural. The character " / " generally represents an "or" relationship between the front and rear associated objects. "At least one of the following" or the like means any combination of these items. For example, at least one of a, b or c can mean a, b, c, "a and b", "a and c", "b and c", or "a and b and c".

[0059] New energy vehicles are greatly promoted and popularized due to their energy security, energy saving and environmental protection, etc.

[0060] There are many factors affecting the energy consumption of new energy vehicles, among which driving behavior is a factor that greatly affects energy consumption and is highly subjective. In particular, the intense driving behavior of frequently pressing the accelerator and brake during driving will cause high mechanical brake intervention frequency, and a lot of kinetic energy is lost in the form of friction heat, resulting in high energy loss, which does not meet the development requirements of human beings for green and low-carbon travel.

[0061] The investigation found that some users do not know that intense driving behavior can cause high energy consumption; some users have some understanding of the influence between driving behavior and energy consumption, but they do not know how to maintain a better driving behavior during driving; some users understand the influence of driving behavior on energy consumption, but often forget to maintain an economical driving behavior during actual driving; and the driving behavior is a subjective controllable factor of the driver and is a very important factor affecting energy consumption.

[0062] How to provide a driving behavior guidance method for users to remind users to maintain good driving habits and improve vehicle energy consumption problems caused by bad driving behavior of users has become a research topic for those skilled in the art.

[0063] The following describes a control method for assisting in improving driving habits provided by the present application in combination with FIG. 1. In an embodiment of the present application, the execution subject of the control method for assisting in improving driving habits is a controller. For example, the controller can be an electronic device with processing function in a vehicle. The execution subject of the control method for assisting in improving driving habits is omitted below for ease of description. As shown in FIG. 1, the method includes the following steps.

[0064] S101, display driving comparison information, the driving comparison information including a comparison relationship between an actual driving parameter and a reference driving parameter.

[0065] In an embodiment of the present application, the driving comparison information includes a comparison relationship between a value of the actual driving parameter and a value of the reference driving parameter. The values of the actual driving parameter and the reference driving parameter are actual and reference values (the reference value can also be understood as a guide value) of the same driving parameter. As an example, the same driving parameter can be a preset driving parameter, which is a driving parameter preset by an engineer. Any parameter in the preset driving parameter can reflect the driving behavior of the user. For example, the preset driving parameter can include one or more of the depth value of the accelerator of the vehicle, the depth value of the brake, and the speed of the vehicle. The parameters included in the preset driving parameter can be fixedly configured or set according to the personalized selection input by the driver.

[0066] As can be understood, the depth value of the accelerator refers to the depth value of the component for realizing the driving function in the vehicle, and the greater the depth value of the accelerator, the greater the driving force. The depth value of the brake refers to the depth value of the component for realizing the braking function in the vehicle, and the greater the depth value of the brake, the greater the braking force. As an example, the vehicle is a car, the depth value of the accelerator refers to the depth value of the driving pedal (also referred to as the accelerator pedal) for realizing the driving function in the vehicle, and the depth value of the brake refers to the depth value of the brake pedal (also referred to as the brake pedal) for realizing the braking function in the car.

[0067] In the embodiments of the present application, the actual driving parameter can be understood as an actual value of the preset driving parameter, and the reference driving parameter is a range value or a limit value of the actual value of the preset driving parameter predicted based on the actual driving parameter, or can also be understood as an ideal or reasonable guide value of the reference driving parameter, which is predicted based on the value of the actual driving parameter, matches the current vehicle driving state, and meets the requirements of good driving behavior or economic driving behavior.

[0068] By using the control method for assisting in improving driving habits provided in the present application, the comparison relationship between the actual driving parameter and the reference driving parameter meeting the requirements of good driving behavior or economic driving behavior is dynamically output, and the user is guided to constrain the driving behavior of the actual driving parameter according to the value of the reference driving parameter, so that the driving behavior belongs to good driving behavior or economic driving behavior, thereby achieving the effect of reminding the user to maintain good driving habits and improving the vehicle energy consumption problem caused by the user's bad driving behavior.

[0069] In some possible implementation manners, the driving comparison information includes a comparison relationship between an actual change process and a reference change process in a preset time period, the actual change process includes a change process of an actual value of the preset driving parameter in the preset time period, and the reference change process includes a change process of a target value of the preset driving parameter in the preset time period, the target value being predicted based on the actual value of the preset driving parameter. As an example, the reference change process includes a dynamic process in which a reference value of the preset driving parameter changes to a target value at a reference change rate, the target value being predicted based on the actual value of the preset driving parameter and being within a range value or a limit value of the actual value of the preset driving parameter, the absolute value of the reference change rate being greater than 0, and the reference change rate being an ideal (or reasonable) change rate matching the current vehicle driving state and matching good driving behavior (or economic driving behavior). The target value can also be understood as a value predicted based on the actual value of the preset driving parameter and expected by the user to be reached by the actual value of the preset driving parameter at the next moment.

[0070] In the embodiments of the present application, the actual change process refers to an actual value of the preset driving parameter representing the real use of the corresponding vehicle hardware in the real-time driving process, and the reference change process refers to a guide value of the preset driving parameter provided by the present application to remind the user to pay attention to economic driving behavior.

[0071] As an example, the actual change process is used to display the actual value of the current preset driving parameter in real time, without reflecting the actual change rate. For example, the update period (acquisition period or numerical value display change period) of the actual value of the preset driving parameter can be 20 milliseconds (ms).

[0072] In the embodiments of the present application, the reference change process is a process of changing the reference value to the target value, but the end value of the reference change process is not necessarily the target value. For example, the target value is updated before the reference value changes to the target value based on the reference change rate within 20 ms, and the update period of the target value is 20 ms. As an example, the starting value of the reference change process is the end value of the reference value of the last reference change process (the end value of the reference value can be equal to or not equal to the target value of the last reference change process).

[0073] As an example, the driving comparison information corresponding to the accelerator depth value of the vehicle is first comparison information, and the first comparison information includes a comparison relationship between an actual accelerator depth change process and a reference accelerator depth change process. The actual accelerator depth change process includes a change process of an actual accelerator depth value of the vehicle, and the reference accelerator depth change process includes a dynamic process of changing a reference accelerator depth value to a target accelerator depth value based on a first change rate. The target accelerator depth value is determined based on the actual accelerator depth value, and the first change rate is greater than 0.

[0074] As an example, the driving comparison information corresponding to the brake depth value of the vehicle is second comparison information, and the second comparison information includes a comparison relationship between an actual brake depth change process and a reference brake depth change process. The actual brake depth change process includes a change process of an actual brake depth value of the vehicle, and the reference brake depth change process includes a dynamic process of changing a reference brake depth value to a target brake depth value based on a second change rate. The target brake depth value is determined based on the actual brake depth value, and the second change rate is greater than 0.

[0075] As an example, the driving comparison information corresponding to the vehicle speed of the vehicle is third comparison information, and the third comparison information includes a comparison relationship between an actual vehicle speed change process and a reference vehicle speed change process. The actual vehicle speed change process includes a change process of an actual vehicle speed of the vehicle, and the reference vehicle speed change process includes a dynamic process of changing a reference vehicle speed to a target vehicle speed based on a third change rate. The target vehicle speed is determined based on the actual vehicle speed, and the third change rate is greater than 0.

[0076] In the embodiments of the present application, the calculation method of the target value corresponding to the vehicle in different driving states can be different, and the calculation method of the target value can be designed based on the driving state of the vehicle from the starting point of conforming to the economic driving behavior. In the actual driving process, the target value can be greater than, less than, or equal to the actual value of the preset driving parameter.

[0077] In the embodiments of the present application, the rate of change can refer to the ratio of the difference between two numbers to the unit time, in which case the rate of change can be less than, greater than, or equal to 0. Alternatively, the rate of change can also refer to the ratio of the absolute value of the difference between two numbers to the unit time, in which case the rate of change is greater than or equal to 0. For ease of description, the rate of change in the embodiments of the present application will be described below as referring to the ratio of the absolute value of the difference between two numbers to the unit time.

[0078] In the embodiments of the present application, the reference rate of change corresponding to the reference change process can be different in different driving states of the vehicle, and the value of the reference rate of change can be specifically designed based on the driving state of the vehicle from the starting point of conforming to the economic driving behavior. In the actual driving process, the reference rate of change can be greater than, equal to, or less than the actual rate of change corresponding to the actual value of the preset driving parameter. As an example, in the case that the vehicle enters the starting state, the economic driving behavior should be that the vehicle will relatively quickly enter the vehicle state from the starting state, and accordingly the reference rate of change should be designed to be a relatively large value, for example, 120% per second. However, if in the actual driving process, the current user driving behavior belongs to the turtle speed driving (for example, the actual rate of change is 10% per second), the reference rate of change is greater than the actual rate of change, and if the current user driving behavior belongs to the rapid acceleration, the speed rapidly increases (for example, the actual rate of change is 180% per second), the reference rate of change is less than the actual rate of change.

[0079] In some possible implementation manners, the first change rate includes an accelerator depth increasing change rate and an accelerator depth decreasing change rate, the second change rate includes a brake depth increasing change rate and a brake depth decreasing change rate, the brake depth increasing change rate is 0, the accelerator depth decreasing change rate is equal to the first reference change rate, the accelerator depth increasing change rate is equal to the third reference change rate, and the brake depth decreasing change rate is equal to the fourth reference change rate when the vehicle state is the starting state; the accelerator depth increasing change rate, the accelerator depth decreasing change rate, the brake depth increasing change rate, and the brake depth decreasing change rate are equal to the first reference change rate when the vehicle state is the coasting state; the accelerator depth increasing change rate is equal to the first reference change rate, the accelerator depth decreasing change rate is equal to the second reference change rate, the brake depth increasing change rate is 0, and the brake depth decreasing change rate is equal to the fourth reference change rate when the vehicle state is the driving state; the accelerator depth increasing change rate is 0, the accelerator depth decreasing change rate is equal to the fourth reference change rate, the brake depth increasing change rate is equal to the first reference change rate, and the brake depth decreasing change rate is equal to the third reference change rate when the vehicle state is the braking state; the accelerator depth increasing change rate is 0, the brake depth increasing change rate is 0, and the accelerator depth decreasing change rate and the brake depth decreasing change rate are equal to the fourth reference change rate when the vehicle state is the parking state; and the first reference change rate, the second reference change rate, the third reference change rate, and the fourth reference change rate increase sequentially.

[0080] In the embodiments of the present application, the driving comparison information includes a comparison relationship between an actual change process and a reference change process corresponding to each of the preset driving parameters. As another example, if the preset driving parameters include brake depth values and accelerator depth values of the vehicle, the driving comparison information includes the first comparison information and the second comparison information.

[0081] In some possible implementation manners, the preset driving parameters include accelerator depth values and / or brake depth values of the vehicle, or the preset driving parameters include a vehicle speed of the vehicle. The first comparison information corresponds to the accelerator depth values, the second comparison information corresponds to the brake depth values, and the third comparison information corresponds to a change process of the vehicle speed, and the vehicle speed includes the accelerator depth value information and the brake depth value information. In this way, the driving guidance information includes one or both of the first comparison information and the second comparison information, or includes the third comparison information, so that the redundancy of repeated information in the driving guidance information is improved, the redundancy of display content is reduced, and the problem of occupation of display resources by repeated information is improved.

[0082] By using the control method for assisting in improving driving habits provided in the application, the comparison relationship between the actual change process and the reference change process of the preset driving parameter is dynamically output, guiding the user to reach the expected target driving state in good driving behavior according to the reference change process, so as to achieve the effect of reminding the user to pay attention to maintaining good driving habits and improving the vehicle energy consumption problem caused by the user's bad driving behavior.

[0083] The following describes an implementation manner of the control method for assisting in improving driving habits provided in the application by taking the preset driving parameter as including the throttle depth value and the brake depth value, the vehicle driving information, and the driving guide information as including the first comparison information and the second comparison information, with reference to FIG. 2.

[0084] As shown in FIG. 2, the method includes:

[0085] S201, obtaining vehicle driving information, the vehicle driving information including an actual value of a throttle depth value, an actual value of a brake depth value, and a vehicle speed.

[0086] S202, determining a vehicle state based on at least one item of information in the vehicle driving information, the vehicle state including a parking state, a starting state, a coasting state, a driving state, and a braking state.

[0087] In some possible implementation manners, determining the vehicle state based on the vehicle driving information includes:

[0088] 1) in a case where the vehicle speed is less than a first vehicle speed and lasts for a first time length, the vehicle state is the parking state. For example, the first vehicle speed (v0) is 0.1 km / h (kilometers per hour), and the first time length (t0) is 0.03 s (seconds).

[0089] 2) in a case where the vehicle speed is greater than or equal to a second vehicle speed and lasts for the first time length, the vehicle state is the starting state. For example, the second vehicle speed (v1) is 0.3 km / h.

[0090] 3) in a case where the vehicle speed is greater than or equal to a third vehicle speed, the actual brake depth value is greater than or equal to a second brake threshold value, and lasts for the first time length, the vehicle state is the braking state. For example, the third vehicle speed (v2) is 1 km / h, and the second brake threshold value (brk1) is 1%, wherein the maximum value of the brake depth value is 100%.

[0091] 4) in a case where the vehicle speed is greater than or equal to the third vehicle speed, the actual throttle depth value is greater than or equal to a third throttle threshold value, the actual brake depth value is less than the second brake threshold value, and lasts for the first time length, the vehicle state is the driving state. For example, the third throttle threshold value (accr1) is 1%, wherein the maximum value of the throttle value is 100%.

[0092] 5) in a case where the vehicle speed of the vehicle is greater than or equal to a third vehicle speed, the actual throttle depth value is less than a third throttle threshold value, the actual brake depth value is less than a second brake threshold value, and the first time length is maintained, the vehicle state is a coasting state.

[0093] It should be noted that the first time length corresponding to each vehicle state can be equal or not equal. For example, in a case where the vehicle speed of the vehicle is less than a first vehicle speed and the first time length (0.03s) is maintained, the vehicle state is a parking state; in a case where the vehicle speed of the vehicle is greater than or equal to a second vehicle speed and the first time length (0.04s) is maintained, the vehicle state is a starting state; that is, the first time length corresponding to the parking state and the first time length corresponding to the starting state can be equal or not equal, and the embodiments of the present application do not limit this.

[0094] As an example, the switching relationship between a plurality of different vehicle states is shown in FIG. 3. Among them, the default state is a parking state, condition B is met to enter the parking state, condition A is met to enter the starting state, and condition C is met to enter the driving state. Among them, the driving state includes the driving state, the braking state, and the coasting state, on the basis of the driving state, condition D is met to enter the braking state, condition E is met to enter the driving state, and condition F is met to enter the coasting state. The description of conditions A to F can be referred to the following table 1. The values of v0, v1, v2, t0, brk1, and accr1 in table 1 can be referred to the above.

[0095] Table 1

[0096] S203, determining a target throttle depth value based on the vehicle state and the actual throttle depth value; and determining a target brake depth value based on the vehicle state and the actual brake depth value.

[0097] In the embodiments of the present application, the target brake depth values in different vehicle states have different calculation methods, and the target throttle depth values in different vehicle states have different calculation methods. In order to facilitate description, different numbers are distinguished for the target brake depth values and the target throttle depth values in different vehicle states according to table 2.

[0098] Table 2

[0099] R11, R12, R13, R14, R15, R21, R22, R23, R24, R25 are all greater than or equal to an initial value and less than or equal to a throttle depth limit value. In an initial state, the throttle depth value and the brake depth value of the vehicle are both the initial value. For example, the initial state can be understood as that the vehicle is not started to run, and the brake pedal and the throttle pedal of the vehicle are not used. For example, the throttle depth value or the brake depth value is expressed in percentage, the initial value is 0 (0%), the throttle depth limit value is 100%, and R11, R12, R13, R14, R15, R21, R22, R23, R24, R25 are all greater than or equal to 0 and less than or equal to 100%. For ease of description, the initial value is 0 and the throttle depth limit value is 100% are taken as examples for description.

[0100] In some possible implementations, the range value or the limit value of the throttle depth value and the brake depth value in the parking state should both be 0 (the initial value), the range value or the limit value of the brake depth value in the starting state should be 0, the range value or the limit value of the brake depth value in the driving state should be 0, and the range value or the limit value of the throttle depth value in the braking state should be 0. Based on this, as shown in Table 3, the target throttle depth value (R11) and the target brake depth value (R21) corresponding to the parking state, the target brake depth value (R22) corresponding to the starting state, the target brake depth value (R24) corresponding to the driving state, and the target throttle depth value (R12) corresponding to the braking state are all designed to be 0.

[0101] Table 3

[0102] 1) The calculation method of R12 is introduced below.

[0103] In some possible implementations, in the case that the vehicle state is the starting state, the target throttle depth value (R12) is determined based on the actual throttle depth value, a first throttle depth value (d1), and a slope throttle depth compensation value (kc1). The first throttle depth value is greater than the initial value, the slope throttle depth compensation value is greater than the initial value when the current driving section of the vehicle is an uphill section, the slope throttle depth compensation value is less than the initial value when the driving section is a downhill section, and the slope throttle depth compensation value is equal to the initial value when the driving section is a flat section.

[0104] As an example, the calculation formula of R12 is shown in the following formula 1. R12 = actual throttle depth value + d1 + kc1 Formula 1

[0105] As an example, the gradient throttle depth compensation value kci is determined based on a gradient percentage. For example, in the starting state, di is 10%. Assuming that the vehicle inclination (or the measured road gradient) is greater than -90° and less than +90°, where the vehicle inclination is greater than -90° and less than 0° is a downhill road section, the vehicle inclination is greater than 0° and less than +90° is an uphill road section, and the vehicle inclination is 0° is a flat road section. The gradient percentage corresponding to 0° is 0% (i.e. 0), the gradient percentage corresponding to +90° is 100%, and the gradient percentage corresponding to -90° is -100%. In the uphill road section, kci is greater than or equal to the gradient percentage, and R12 is less than or equal to 100%. In the downhill road section, kci is greater than or equal to the gradient percentage, and R12 is greater than or equal to 0%.

[0106] 2) The following introduces the calculation method of R13 and R23.

[0107] In some possible implementations, in the case that the vehicle state is the coasting state and the vehicle speed (actual vehicle speed) of the vehicle is less than or equal to a first speed, the target throttle depth value (R13) is determined based on the first throttle depth value (di) and the gradient throttle depth compensation value (kci), and the target brake depth value (R23) is determined based on the first brake depth value (bi) and the gradient brake depth compensation value (kc2). The first brake depth value is greater than an initial value, the gradient brake depth compensation value is less than the initial value when the driving road section is an uphill road section, and the gradient brake depth compensation value is greater than the initial value when the driving road section is a downhill road section.

[0108] The vehicle speed less than or equal to the first speed belongs to a low-middle vehicle speed, and the vehicle speed greater than the first speed belongs to a high-middle vehicle speed. For example, the first speed is 70 km / h.

[0109] That is, in the case that the vehicle state is the coasting state and the vehicle speed belongs to a low-middle vehicle speed, in order to avoid the vehicle entering the turtle speed driving after a certain time of coasting, the driver should be guided to speed up or slow down in the next step from the perspective of economic driving behavior. Based on this, in this case, R13 and R23 are both greater than 0. In some other possible implementations, in this case, it can be further judged whether the current driving condition belongs to a traffic jam condition, and the first throttle depth used to calculate R13 and the first brake depth used to calculate R23 are determined based on the severity of the traffic jam condition. For example, if it belongs to a traffic jam condition, the more severe the traffic jam condition, the smaller the first throttle depth and the greater the first brake depth.

[0110] In some possible implementation, in the case that the vehicle state is the coasting state and the vehicle speed belongs to the medium-high vehicle speed, from the perspective of the economic driving behavior, in order to recover as much kinetic energy of the coasting as possible, the user is not guided to step on the brake, that is, the target brake depth value (R23) is 0. In addition, in this case, the user can also not be guided to accelerate, that is, the target throttle depth value (R13) is 0. Alternatively, in this case, the user can be guided to step on a little throttle to maintain the uniform speed of the vehicle, for example, the target throttle depth value (R13) is determined based on the first throttle depth value (d1) and the slope throttle depth compensation value (kc1).

[0111] It can be understood that, in the coasting state, the actual throttle depth value and the actual brake depth value are generally 0%.

[0112] As an example, the calculation formula of R13 can be shown in the following formula 2 and formula 3. When the vehicle speed is less than or equal to the first speed, R13 = d1 + kc1 Formula 2 When the vehicle speed is greater than the first speed, R13 = 0 Formula 3

[0113] As another example, in the case that the vehicle state is the coasting state, the calculation formula of R13 is the above formula 2.

[0114] The values of d1 and kc1 can refer to the related descriptions of the values of d1 and kc1 corresponding to the starting state.

[0115] As an example, the calculation formula of R23 is shown in the following formula 4 and formula 5. When the vehicle speed is less than or equal to the first speed, R23 = b1 + kc2 Formula 4 When the vehicle speed is greater than the first speed, R23 = 0 Formula 5

[0116] As an example, in the coasting state, the value of b1 is 10%. The slope brake depth compensation value kc2 is determined based on the slope percentage.

[0117] 3) The following introduces the calculation method of R14.

[0118] In some possible implementations, in a case where the vehicle state is the driving state and the actual accelerator depth value is less than or equal to a first accelerator threshold value (d2) (which can also be understood as accelerator shallow pressing), the target accelerator depth value (R14) is determined based on the actual accelerator depth value, a first accelerator depth value (d1), and a slope accelerator depth compensation value (kc1), and a maximum value of the target accelerator depth value is less than or equal to the first accelerator threshold value, and the first accelerator threshold value is greater than the first accelerator depth value. In a case where the vehicle state is the driving state and the actual accelerator depth value is greater than the first accelerator threshold value (which can also be understood as accelerator deep pressing), the target accelerator depth value (R14) is determined based on the actual accelerator depth value, the first accelerator threshold value (d2), and the slope accelerator depth compensation value (kc1), and a maximum value of the target accelerator depth value is less than or equal to a second accelerator threshold value (d3), and the second accelerator threshold value is greater than the first accelerator threshold value.

[0119] In this way, in the driving state, the user is guided to maintain an economical driving behavior by displaying a dynamic change process of the target value based on the reference change rate, and the maximum threshold value of the target value is set for safe driving, without guiding the user to drive at a high speed, thereby further improving the user experience of the control method for assisting in improving the driving habit.

[0120] As an example, the calculation formula of R14 is shown in the following formula 6 and formula 7.

[0121] When the actual accelerator depth value is less than or equal to d2, R14=(actual accelerator depth value+d1+kc1), and R14<d2 Formula 6

[0122] When the actual accelerator depth value is greater than d2, R14=(actual accelerator depth value+d2+kc1), and R14<d3 Formula 7

[0123] As an example, d1 is 10%, d2 is 20%, and d3 is 40%. The explanation of kc1 can refer to the value of kc1 in the starting state described above.

[0124] 4) The following describes the calculation method of R25.

[0125] In some possible implementation manners, in a case where the vehicle state is the braking state and the actual brake depth value is less than or equal to a first brake threshold value (b0) (which can also be understood as a shallow brake pedal), the target brake depth value is determined based on a first brake depth value (b1) and a slope brake depth compensation value (kc2), and the second brake depth value is greater than the first brake threshold value; in a case where the vehicle state is the braking state and the actual brake depth value is greater than the first brake threshold value (which can also be understood as a deep brake pedal), the target brake depth value is determined based on the actual brake depth value, the first brake threshold value (b0), and the slope brake depth compensation value (kc2), and the maximum value of the target brake depth value is the second brake depth value.

[0126] As an example, the calculation formula of R25 is shown in the following formula 8 and formula 9.

[0127] When the actual brake depth value is less than or equal to b0, R25=(b1+kc2) Formula 8

[0128] When the actual brake depth value is greater than b0, R25=(actual brake depth value+b0+kc2), and R25<b2 Formula 9

[0129] As an example, b0 is 5%, b1 is 10%, and b2 is 20%.

[0130] S204, determining a first change rate and a second change rate based on the vehicle state.

[0131] In the embodiment of the present application, the first change rate corresponds to a reference throttle depth change process, and the second change rate corresponds to a reference brake depth change process. The first change rate and the second change rate are absolute values of change rates, the first change rate includes a throttle depth rising change rate and a throttle depth falling change rate, and the second change rate includes a brake depth rising change rate and a brake depth falling change rate. In a case where a starting throttle depth value in the reference throttle depth change process is greater than a target throttle depth value, the first change rate is a throttle depth falling change rate, and in a case where the starting throttle depth value is less than the target throttle depth value, the first change rate is a throttle depth rising change rate. In a case where a starting brake depth value in the reference brake depth change process is greater than a target brake depth value, the second change rate is a brake depth falling change rate, and in a case where the starting brake depth value is less than the target brake depth value, the second change rate is a brake depth rising change rate. The starting throttle depth value is an ending value of a previous reference throttle depth change process, and the starting brake depth value is an ending value of a previous reference brake depth change process.

[0132] In the embodiments of the present application, the throttle depth rising rate, the throttle depth falling rate, the brake depth rising rate, and the brake depth falling rate in different vehicle states have different calculation methods. For ease of description, the throttle depth rising rate, the throttle depth falling rate, the brake depth rising rate, and the brake depth falling rate in different vehicle states are distinguished by different numbers according to Table 4.

[0133] Table 4

[0134] As an example, in the case of the vehicle state being the parking state, the throttle depth rising rate (Kr11) is 0, the throttle depth falling rate (Kd11) is greater than the first rate threshold, the brake depth rising rate (Kr21) is 0, and the brake depth falling rate (Kd21) is greater than the first rate threshold. For example, the first rate threshold is 180% / s, and the values of Kd11 and Kd21 are 200% / s.

[0135] As an example, in the case of the vehicle state being the starting state, the throttle depth rising rate (Kr12) is greater than the throttle depth falling rate (Kd12), the throttle depth rising rate is less than the brake depth falling rate, the brake depth rising rate (Kr22) is 0, and the brake depth falling rate (Kd22) is greater than the first rate threshold.

[0136] As an example, in the case of the vehicle state being the coasting state, the throttle depth rising rate, the throttle depth falling rate, the brake depth rising rate, and the brake depth falling rate are equal. For example, all are 8% / s.

[0137] As an example, in the case of the vehicle state being the driving state, the throttle depth rising rate (Kr14) is less than the throttle depth falling rate (Kd14), the throttle depth falling rate (Kd14) is less than the second rate threshold, the brake depth rising rate (Kr24) is 0, and the brake depth falling rate (Kd24) is greater than the first rate threshold. For example, the second rate threshold is 30% / s, the value of Kd14 is 20% / s, and the value of Kr14 is 8% / s.

[0138] As an example, in the case of the vehicle state being the braking state, the throttle depth rising rate (Kr15) is 0, the throttle depth falling rate (Kd15) is greater than the first rate threshold, the brake depth rising rate (Kr25) is less than the brake depth falling rate (Kd25), and the brake depth falling rate (Kd25) is greater than the brake depth rising rate (Kr25). For example, Kr25 is 8% / s, and Kd25 is 120% / s.

[0139] As another example, the four variation rate parameters k1, k2, k3, and k4 are calibrated, and k1 < k2 < k3 < k4. For example, k1 is 8% / s, k2 is 20% / s, k3 is 120% / s, and k4 is 200% / s. When the target range amplitude (reference variation process) is expected to change slowly, k1 is used, such as the rising and falling slopes of the accelerator economy zone in the coasting state. When the target range amplitude is expected to change relatively slowly, k2 is used, such as the falling slope of the accelerator economy zone in the driving state. When the target range amplitude is expected to change relatively quickly, k3 is used, such as the rising slope of the accelerator economy zone in the starting state. When the target range amplitude is expected to change quickly, k4 is used, such as the falling slope of the accelerator economy zone in the braking state. Exemplarily, the values of the variation rates in different vehicle states can be as shown in Table 5.

[0140] Table 5

[0141] In S205, driving comparison information is displayed based on the first variation rate, the target accelerator depth value, the second variation rate, and the target brake depth value.

[0142] In the embodiments of the present application, the driving comparison information includes first comparison information and second comparison information. The first comparison information includes a comparison relationship between an actual accelerator depth variation process and a reference accelerator depth variation process. The second comparison information includes a comparison relationship between an actual brake depth variation process and a reference brake depth variation process. The actual accelerator depth variation process includes a variation process of an actual accelerator depth value of the vehicle. The actual brake depth variation process includes a variation process of an actual brake depth value of the vehicle. The reference accelerator depth variation process includes a dynamic process in which a reference accelerator depth value varies to a target accelerator depth value based on the first variation rate. The reference brake depth variation process includes a dynamic process in which a reference brake depth value varies to a target brake depth value based on the second variation rate.

[0143] In the embodiments of the present application, if the corresponding actual accelerator depth value and target accelerator depth value in the first comparison information are 0, the first comparison information can not be displayed, and / or if the corresponding actual brake depth value and target brake depth value in the second comparison information are 0, the second comparison information can not be displayed.

[0144] Optionally, the actual depth variation process (actual accelerator depth value and / or actual brake depth value) can refer to displaying the current actual depth value, or can be understood as displaying the variation between the actual depth value at the last time and the actual depth value at the current time, without displaying the process in which the actual depth value varies based on the actual variation rate.

[0145] As an example, displaying the driving comparison information includes: displaying a guide image, the guide image including a first region and a second region, the first region being used to display first comparison information, and the second region being used to display second comparison information. Wherein, the first region includes a first sub-region and a second sub-region, and the second region includes a third sub-region and a fourth sub-region, the first sub-region being used to display an actual throttle depth change process, the second sub-region being used to display a reference throttle depth change process, the third sub-region being used to display an actual brake depth change process, and the fourth sub-region being used to display a reference brake depth change process.

[0146] As an example, the driving comparison information can be displayed in a display mode of a left half circular ring and a right half circular ring. Wherein, to match the user's usage habit of using the left brake and the right throttle, the right half circular ring can be used to display the first comparison information, and the left half circular ring can be used to display the second comparison information. Wherein, the reference brake depth change process can be represented by a grid change in the left half circular ring, the actual brake depth change process can be represented by a right oblique line change in the left half circular ring, the reference throttle depth change process can be represented by a left oblique line change in the right half circular ring, and the actual throttle depth change process can be represented by a dotted change in the right half circular ring. As an example, as shown in FIG. 4A, the first comparison information and the second comparison information that can be displayed under different driving operations of the vehicle are respectively shown.

[0147] As can be understood, FIG. 4A is only an example, and other display modes can also be used, for example, the reference brake depth change process can be represented by a green color column change in the left half circular ring, the actual brake depth change process can be represented by a blue color column change in the left half circular ring, the reference throttle depth change process can be represented by a green color column change in the right half circular ring, and the actual throttle depth change process can be represented by a red color column change in the left half circular ring, which is not limited in the embodiments of the present application. For example, as shown in FIG. 4B.

[0148] As can be understood, the circular ring display mode shown in FIGS. 4A and 4B is only an example, and the driving comparison information can also be displayed in a horizontal bar display mode, as shown in FIG. 5. Alternatively, the driving comparison information can also be displayed in a circular sector display mode, a vertical bar display mode, etc., which is not limited in the embodiments of the present application.

[0149] In some possible implementations, the driving comparison information can be displayed through an instrument panel, a central control screen, or a head-up display in the vehicle.

[0150] The control method for assisting in improving driving habits provided in the application calculates corresponding target throttle depth values and target brake depth values based on different vehicle states, and dynamically outputs the comparison relationship between the actual throttle depth change process and the reference throttle depth change process and the comparison relationship between the actual brake depth change process and the reference brake depth change process according to different change rates corresponding to different vehicle states, thereby improving the user's attention to maintain good driving habits while the details of the comparison information are more abundant and the guidance information is more accurate.

[0151] The following describes a controller (which can also be understood as a control device for assisting in improving driving habits) provided in the application in combination with FIG. 6. As shown in FIG. 6, the controller includes:

[0152] The display part 601 is configured to display driving comparison information, which includes the comparison relationship between the actual driving parameter and the reference driving parameter.

[0153] In some possible implementation manners, the driving comparison information includes the comparison relationship between the actual change process and the reference change process in a preset time period, the actual change process includes the change process of the actual value of the preset driving parameter in the preset time period, and the reference change process includes the change process of the target value of the preset driving parameter in the preset time period, the target value being predicted based on the actual value of the preset driving parameter.

[0154] In some possible implementation manners, as shown in FIG. 7, the controller further includes: an acquisition part 602 configured to acquire vehicle driving information, the vehicle driving information including one or more of the throttle depth value, the brake depth value, and the vehicle speed of the vehicle; a first determination part 603 configured to determine the vehicle state based on at least one of the vehicle driving information, the vehicle state including one or more of the parking state, the starting state, the coasting state, the driving state, and the braking state; a second determination part 604 configured to determine the target throttle depth value based on the vehicle state and the actual throttle depth value, and determine the target brake depth value based on the vehicle state and the actual brake depth value.

[0155] In some possible implementation manners, the preset driving parameter includes the throttle depth value of the vehicle, and the driving comparison information includes first comparison information, the first comparison information including the comparison relationship between the actual throttle depth change process and the reference throttle depth change process; the actual throttle depth change process includes the change process of the actual throttle depth value of the vehicle; and the reference throttle depth change process includes the dynamic process in which the reference throttle depth value changes to the target throttle depth value based on a first change rate, the target throttle depth value being determined based on the actual throttle depth value.

[0156] In some possible implementation manners, the driving comparison information further includes second comparison information, the second comparison information including a comparison relationship between an actual brake depth variation process and a reference brake depth variation process; the actual brake depth variation process including a variation process of an actual brake depth value of the vehicle, and the reference brake depth variation process including a dynamic process in which a reference brake depth value varies to a target brake depth value based on a second variation rate, the target brake depth value being determined based on the actual brake depth value.

[0157] In some possible implementation manners, the reference variation process is a process in which an actual value of a preset driving parameter at a previous moment varies to a target value based on a reference variation rate, and the controller further includes a third determination unit 605, configured to determine the first variation rate and the second variation rate based on the vehicle state, the first variation rate including an accelerator depth increase variation rate and an accelerator depth decrease variation rate, and the second variation rate including a brake depth increase variation rate and a brake depth decrease variation rate.

[0158] For the concepts of the first comparison information, the second comparison information, the target accelerator depth value, the first variation rate, the target brake depth value, the second variation rate, and the vehicle state, reference can be made to the related description of the above embodiments, and details are not described herein.

[0159] In some possible implementation manners, the obtaining unit 602 is specifically configured to display a guide image, the guide image including a first region and a second region, the first region including a first sub-region and a second sub-region, and the second region including a third sub-region and a fourth sub-region, the first sub-region being configured to display an actual accelerator depth variation process, the second sub-region being configured to display a reference accelerator depth variation process, the third sub-region being configured to display an actual brake depth variation process, and the fourth sub-region being configured to display a reference brake depth variation process.

[0160] It should be noted that the specific implementation process can refer to the specific description of the embodiments shown in FIG. 1 or FIG. 2, and details are not described herein.

[0161] It can be understood that the controller shown in FIG. 6 or FIG. 7 can have various product forms. For example, the controller can also be a communication module including a processor, a communication interface, a memory, and a communication bus, as shown in FIG. 8, the communication bus including an AT port, and a software program in the controller including an application program corresponding to the server, the processor being capable of cooperating with the application program corresponding to the server to implement functions required by the server. Specifically, as shown in FIG. 8, the controller 80 can include:

[0162] The at least one processor 801, for example, a CPU, the at least one communication interface 803, the memory 804, and the at least one communication bus 802. Among them, the communication bus 802 is used to realize the connection communication between these components. The communication interface 803 can optionally include a standard wired interface, a wireless interface (such as a WI-FI interface or a Bluetooth interface, etc.). The memory 804 can be a high-speed RAM memory, or a non-volatile memory (non-volatile memory), for example, at least one disk memory. The memory 804 can also be at least one storage device located away from the aforementioned processor 801. As shown in FIG. 8, the memory 804 as a computer storage medium can include an operating system and program instructions.

[0163] For example, the communication interface 803 can implement the steps or methods performed by the acquisition unit 602 described above, and the processor 801 can be used to implement the steps or methods performed by one or more of the display unit 601, the first determination unit 603, the second determination unit 604, and the third determination unit 605 described above.

[0164] It can be understood that the above manner is only an example, and the processor 801, the communication interface 803, and other parts of the controller 80 described above can also be used to implement the steps or methods performed by the above units, and the embodiments of the present application do not limit this.

[0165] In the controller 80 shown in FIG. 8, the processor 801 can be used to load the program instructions stored in the memory 804, and specifically perform the following operations:

[0166] Display driving comparison information, the driving comparison information including a comparison relationship between the actual driving parameter and the reference driving parameter.

[0167] It should be noted that the specific execution process can refer to the specific description of the embodiments shown in FIG. 1 or FIG. 2, which will not be repeated here.

[0168] The embodiments of the present application also provide a computer storage medium, and the computer storage medium can store a plurality of instructions. The instructions are suitable for being loaded and executed by the processor to perform the method steps of the embodiments shown in FIG. 1 to FIG. 2. The specific execution process can refer to the specific description of the embodiments shown in FIG. 2 to FIG. 5, which will not be repeated here.

[0169] It should be noted that the control method for assisting in improving driving habits provided by the present application is applicable to any vehicle, for example, the vehicle includes but is not limited to new energy vehicles, non-new energy vehicles, bicycles, electric bicycles, and motorcycles.

[0170] In the above embodiments, the term "when" can be interpreted as meaning "if" or "after" or "in response to determining" or "in response to detecting" depending on the context. Similarly, the phrase "upon determining" or "if detecting (a stated condition or event)" can be interpreted as meaning "if determining" or "in response to determining" or "upon detecting (a stated condition or event)" or "in response to detecting (a stated condition or event)" depending on the context.

[0171] In the above embodiments, all or part of the methods can be implemented by software, hardware, firmware or any combination thereof. When implemented by software, all or part of the methods can be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When loaded and executed by a computer, the computer program instructions generate all or part of the processes or functions according to the embodiments of the present application. The computer can be a general purpose computer, a special purpose computer, a computer network, or other programmable apparatus. The computer instructions can be stored in a computer readable storage medium or transferred from one computer readable storage medium to another computer readable storage medium, for example, the computer instructions can be transferred from one website, computer, server or data center to another website, computer, server or data center through wired (such as coaxial cable, optical fiber, digital subscriber line) or wireless (such as infrared, wireless, microwave, etc.) manner. The computer readable storage medium can be any available medium accessible by a computer or a data storage device such as a server, data center, etc. integrated with one or more available media. The available medium can be a magnetic medium (such as a floppy disk, a hard disk, a magnetic tape), an optical medium (such as a DVD), or a semiconductor medium (such as a solid state disk), etc.

[0172] A person of ordinary skill in the art can understand that all or part of the processes of the above-mentioned embodiments can be instructed by a computer program to relevant hardware, and the program can be stored in a computer readable storage medium. When the program is executed, it can include the processes of the above-mentioned embodiments. The aforementioned storage medium includes ROM or random access memory (RAM), magnetic disk or optical disk, and various media that can store program codes.

Claims

1. A control method for assisting in improving driving habits, wherein, The method includes: The system displays driving comparison information, which includes a comparison between actual driving parameters and reference driving parameters.

2. The method according to claim 1, wherein, The displayed driving comparison information includes: The driving comparison information is displayed on the vehicle's dashboard, central control screen, or head-up display.

3. The method according to claim 1 or 2, wherein, The driving comparison information includes a comparison between the actual change process and the reference change process within a preset time period. The actual change process includes the change process of the actual value of the preset driving parameter within the preset time period. The reference change process includes the change process of the target value of the preset driving parameter within the preset time period. The target value is predicted based on the actual value of the preset driving parameter.

4. The method according to any one of claims 1 to 3, wherein, The preset driving parameters include the vehicle's throttle depth value. The driving comparison information includes first comparison information, which includes a comparison relationship between the actual throttle depth change process and the reference throttle depth change process; wherein, the actual throttle depth change process includes the change process of the actual throttle depth value of the vehicle; the reference throttle depth change process includes the dynamic process of the reference throttle depth value changing towards the target throttle depth value based on a first rate of change, and the target throttle depth value is determined based on the actual throttle depth value.

5. The method according to claim 4, wherein, The driving comparison information also includes second comparison information, which includes a comparison between the actual braking depth change process and the reference braking depth change process; wherein, the actual braking depth change process includes the change process of the actual braking depth value of the vehicle, and the reference braking depth change process includes the dynamic process of the reference braking depth value changing towards the target braking depth value based on a second rate of change, and the target braking depth value is determined based on the actual braking depth value.

6. The method according to claim 5, wherein, Before displaying the driving comparison information, the method further includes: Obtain vehicle driving information, which includes one or more of the following: throttle depth, brake depth, and vehicle speed. The vehicle state is determined based on at least one of the vehicle driving information, and the vehicle state includes one or more of the following: parking state, starting state, coasting state, driving state, and braking state. Based on the vehicle status and the actual throttle depth value, the target throttle depth value is determined; and, The target braking depth value is determined based on the vehicle status and the actual braking depth value.

7. The method according to claim 6, wherein, In the initial state, the throttle and brake pedal values ​​of the vehicle are initial values. In response to the vehicle being in a starting state, the target braking depth value is equal to the initial value, and the target throttle depth value is determined based on the actual throttle depth value, the first throttle depth value, and the slope throttle depth compensation value, wherein the first throttle depth value is greater than the initial value.

8. The method according to claim 7, wherein, In response to the vehicle's current driving segment being an uphill segment, the gradient throttle depth compensation value is greater than the initial value; in response to the driving segment being a downhill segment, the gradient throttle depth compensation value is less than the initial value; and in response to the driving segment being a flat segment, the gradient throttle depth compensation value is equal to the initial value.

9. The method according to any one of claims 6-8, wherein, In response to the vehicle being in a coasting state and the vehicle speed being less than or equal to a first speed, the target throttle depth value is determined based on a first throttle depth value and a slope throttle depth compensation value, and the target braking depth value is determined based on a first braking depth value and a slope braking depth compensation value, wherein the first braking depth value is greater than an initial value.

10. The method according to claim 9, wherein, In response to the vehicle's current driving segment being an uphill segment, the slope braking depth compensation value is less than the initial value; in response to the driving segment being a downhill segment, the slope braking depth compensation value is greater than the initial value; and in response to the driving segment being a flat segment, the slope braking depth compensation value is equal to the initial value.

11. The method according to any one of claims 6-8 and 10, wherein, In response to the vehicle being in a driving state, the target braking depth value is an initial value; In response to the vehicle state being the driving state and the actual throttle depth value being less than or equal to a first throttle threshold, the target throttle depth value is determined based on the actual throttle depth value, the first throttle depth value, and the slope throttle depth compensation value, and the maximum value of the target throttle depth value is less than or equal to the first throttle threshold, and the first throttle threshold is greater than the first throttle depth value. as well as, In response to the vehicle being in the driving state and the actual throttle depth value being greater than the first throttle threshold, the target throttle depth value is determined based on the actual throttle depth value, the first throttle threshold, and the slope throttle depth compensation value, and the maximum value of the target throttle depth value is less than or equal to a second throttle threshold, the second throttle threshold being greater than the first throttle threshold.

12. The method according to any one of claims 6-10, wherein, In response to the vehicle being in a braking state, the target throttle depth value is an initial value; as well as, In response to the vehicle state being the braking state and the actual braking depth value being less than or equal to a first braking threshold, the target braking depth value is determined based on the first braking depth value and the slope braking depth compensation value, and the second braking depth value is greater than the first braking threshold. as well as, In response to the vehicle being in a braking state and the actual braking depth value being greater than the first braking threshold, the target braking depth value is determined based on the actual braking depth value, the first braking threshold, and the slope braking depth compensation value, and the maximum value of the target braking depth value is the second braking depth value.

13. The method according to any one of claims 6-10, wherein, The first rate of change includes the rate of change of throttle depth increase and the rate of change of throttle depth decrease; the second rate of change includes the rate of change of brake depth increase and the rate of change of brake depth decrease. In response to the vehicle state being the starting state, the rate of change of the brake depth increase is 0, the rate of change of the throttle depth decrease is equal to the first reference rate of change, the rate of change of the throttle depth increase is equal to the third reference rate of change, and the rate of change of the brake depth decrease is equal to the fourth reference rate of change. In response to the vehicle being in a coasting state, the throttle depth increase rate of change, the throttle depth decrease rate of change, the brake depth increase rate of change, and the brake depth decrease rate of change are equal to the first reference rate of change. In response to the vehicle state being the driving state, the throttle depth increase rate of change is equal to the first reference rate of change, the throttle depth decrease rate of change is equal to the second reference rate of change, and the brake depth increase rate of change is 0, the brake depth decrease rate of change is equal to the fourth reference rate of change. In response to the vehicle state being the braking state, the throttle depth increase rate of change is 0, the throttle depth decrease rate of change is equal to the fourth reference rate of change, the brake depth increase rate of change is equal to the first reference rate of change, and the brake depth decrease rate of change is equal to the third reference rate of change. as well as, In response to the vehicle state being the stopped state, the throttle depth increase rate of change is 0, the brake depth increase rate of change is 0, and the throttle depth decrease rate of change and the brake depth decrease rate of change are equal to the fourth reference rate of change. The first reference rate of change, the second reference rate of change, the third reference rate of change, and the fourth reference rate of change increase sequentially.

14. The method according to any one of claims 6-10, wherein, In response to the vehicle's speed being less than a first speed for a first duration, the vehicle is in a stopped state. In response to the vehicle speed being greater than or equal to the second speed and less than the third speed, and lasting for the first duration, the vehicle state is in the starting state; In response to the vehicle speed being greater than or equal to the third vehicle speed, the actual braking depth value being greater than or equal to the second braking threshold, and the first duration being sustained, the vehicle state is a braking state. In response to the vehicle speed being greater than or equal to the third vehicle speed, the actual throttle depth value being greater than or equal to the third throttle threshold, the actual braking depth value being less than the second braking threshold, and the first duration being sustained, the vehicle state is in a driving state. as well as, In response to the vehicle speed being greater than or equal to the third vehicle speed, the actual throttle depth value being less than the third throttle threshold, the actual braking depth value being less than the second braking threshold, and the first duration being sustained, the vehicle state is in a coasting state.

15. The method according to any one of claims 5-14, wherein, The displayed driving comparison information includes: The display guide image includes a first region and a second region, wherein the first region includes a first sub-region and a second sub-region, and the second region includes a third sub-region and a fourth sub-region. The first sub-region is used to display the actual throttle depth change process in the first comparison information, the second sub-region is used to display the reference throttle depth change process in the first comparison information, the third sub-region is used to display the actual brake depth change process in the second comparison information, and the fourth sub-region is used to display the reference brake depth change process in the second comparison information.

16. A controller, wherein, Includes components for implementing the method as described in any one of claims 1-15.

17. A vehicle, wherein, include: The device includes a display, a memory, and a processor, wherein the memory stores program instructions; when the program instructions are executed by the processor, the processor performs the method as described in any one of claims 1-15 and displays driving comparison information on the display.

18. A computer-readable storage medium applied to the control method for assisting in improving driving habits as described in claim 1, wherein, The computer-readable storage medium stores computer instructions; when the computer instructions are executed on one or more processors, they perform the method as described in any one of claims 1-15.

19. A computer program product comprising instructions applied to the control method for assisting in improving driving habits as described in claim 1, wherein, When the instructions are executed on the controller, the controller performs the method as described in any one of claims 1-15.

Images