CN112519788A - Method and device for determining driving style and automobile - Google Patents
Method and device for determining driving style and automobile Download PDFInfo
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- CN112519788A CN112519788A CN201910885575.9A CN201910885575A CN112519788A CN 112519788 A CN112519788 A CN 112519788A CN 201910885575 A CN201910885575 A CN 201910885575A CN 112519788 A CN112519788 A CN 112519788A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
- B60W40/09—Driving style or behaviour
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/30—Driving style
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
Abstract
The invention provides a method and a device for determining a driving style and an automobile, wherein the method for determining the driving style comprises the following steps: acquiring at least one driving data in a preset time period, wherein the driving data comprises: the number of times of stepping on a brake pedal, the average opening degree of an accelerator pedal, the average speed, the average acceleration, the proportion of the number of times of sudden braking and the number of times of line change; acquiring at least one driving style identification characterization coefficient; and determining the driving style according to the at least one driving style identification representation coefficient and a preset threshold range. According to the scheme, the driving style of the driver is dynamically and intelligently identified on line, different driving styles of the driver are automatically and accurately identified without gear change or mode selection operation of the driver, the driving styles are divided into a mild driving style and an aggressive driving style, and different accelerator pedal responses and brake pedal responses are set under different driving styles, so that the response of the vehicle is more in line with the driving intention of the driver, and the driving experience is improved.
Description
Technical Field
The invention relates to the field of automobiles, in particular to a method and a device for determining a driving style and an automobile.
Background
At present, different driving modes are set in electric automobiles sold to distinguish the response requirements of drivers on the automobiles, such as setting up an E gear, a D gear and an S gear, or being divided into an ECO mode and a NORM mode, wherein each gear or mode corresponds to different vehicle power responses and brake responses, and different driving feelings can be brought to users.
When a user has different driving requirements, the vehicle must be controlled through gear shifting or mode selection operation, which is troublesome and causes poor driving experience.
Disclosure of Invention
The embodiment of the invention provides a method and a device for determining a driving style and an automobile, which are used for solving the problem of inconvenient operation caused by the fact that different driving modes are required to be set to distinguish the response requirements of a driver on the automobile in the prior art.
In order to solve the technical problems, the invention adopts the following technical scheme:
according to an aspect of the present invention, there is provided a method of determining a driving style, including:
acquiring at least one driving data in a preset time period, wherein the driving data comprises: the number of times of stepping on a brake pedal, the average opening degree of an accelerator pedal, the average speed, the average acceleration, the proportion of the number of times of sudden braking and the number of times of line change;
obtaining at least one driving style recognition characterization coefficient, wherein the driving style recognition characterization coefficient comprises: a first driving style identification characterization coefficient corresponding to the stepping frequency of the brake pedal, a second driving style identification characterization coefficient corresponding to the average opening degree of the accelerator pedal, a third driving style identification characterization coefficient corresponding to the average speed, a fourth driving style identification characterization coefficient corresponding to the average acceleration, a fifth driving style identification characterization coefficient corresponding to the sudden braking frequency ratio and a sixth driving style identification characterization coefficient corresponding to the variable frequency;
and determining the driving style according to the at least one driving style identification representation coefficient and a preset threshold range.
Optionally, obtaining a first driving style identification characterization coefficient corresponding to the stepping frequency of the brake pedal includes:
when the trampling frequency of the brake pedal is less than or equal to a first value, a first driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the first value is larger than the brake pedal treading frequency and smaller than or equal to the second value, the preset threshold value is larger than the first driving style identification representation coefficient and smaller than or equal to a first upper limit value;
and when the number of times of stepping on the brake pedal is larger than a second value, the value of the first driving style identification representation coefficient is a first upper limit value.
Optionally, obtaining a second driving style identification characterization coefficient corresponding to the average opening degree of the accelerator pedal includes:
when the average opening degree of the accelerator pedal is less than or equal to a third value, the second driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
and when the third value is smaller than the average opening degree of the accelerator pedal and smaller than the fourth value, the preset threshold value is smaller than the second driving style identification representation coefficient and smaller than or equal to the first upper limit value.
Optionally, obtaining a third driving style identification characterization coefficient corresponding to the average vehicle speed includes:
when the average vehicle speed is less than or equal to the fifth value, the third driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the fifth value is larger than the average vehicle speed and is smaller than or equal to the sixth value, the preset threshold value is larger than the third driving style identification representation coefficient and is smaller than or equal to the first upper limit value;
and when the average vehicle speed is larger than a sixth value, the value of the third driving style identification characterization coefficient is a first upper limit value.
Optionally, obtaining a fourth driving style identification characterization coefficient corresponding to the average acceleration includes:
when the average acceleration is less than or equal to a seventh value, the fourth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the seventh value is larger than the average acceleration and is smaller than or equal to the eighth value, the preset threshold value is larger than or equal to the fourth driving style identification representation coefficient and is smaller than or equal to the first upper limit value;
and when the average acceleration is larger than an eighth value, the value of the fourth driving style identification characterization coefficient is a first upper limit value.
Optionally, obtaining a fifth driving style identification characterization coefficient corresponding to the sharp braking frequency ratio includes:
when the number of times of sudden braking is less than or equal to a ninth value, the fifth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
and when the ninth value is smaller than the emergency braking frequency and smaller than the tenth value, the preset threshold value is smaller than the fifth driving style identification representation coefficient and smaller than or equal to the first upper limit value.
Optionally, obtaining a sixth driving style identification characterization coefficient corresponding to the line change times includes:
when the line changing times are less than or equal to an eleventh value, the sixth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the eleventh value is smaller than the line-changing frequency and smaller than or equal to the tenth value, the preset threshold value is smaller than the sixth driving style identification representation coefficient and smaller than or equal to the first upper limit value;
and when the line changing times is larger than a twelfth value, the value of the sixth driving style identification characterization coefficient is a first upper limit value.
Optionally, determining the driving style according to the at least one driving style identification characterization coefficient and a preset threshold range includes:
obtaining an average value of the first driving style identification representation coefficient, the second driving style identification representation coefficient, the third driving style identification representation coefficient, the fourth driving style identification representation coefficient, the fifth driving style identification representation coefficient and the sixth driving style identification representation coefficient as a driving style quantization value;
when the quantized value of the driving style is more than or equal to 0 and less than or equal to a preset threshold value, judging the driving style to be a mild driving style;
and when the preset threshold value is less than the quantized driving style value and less than or equal to the first upper limit value, judging the driving style to be aggressive.
Optionally, the method further comprises:
if the driving style is an aggressive driving style, adding a preset constant on the basis of the quantized value of the previous driving style, wherein the upper limit value of the quantized value of the driving style is a first upper limit value;
and if the driving style is a peaceful driving style, subtracting a preset constant on the basis of the quantized value of the previous driving style, wherein the lower limit value of the quantized value of the driving style is 0.
Optionally, the method further comprises:
if the quantized driving style value is larger than a preset threshold value, the driving style is an aggressive driving style, and the vehicle is controlled according to parameters of the aggressive driving style;
and if the driving style quantized value is less than or equal to the preset threshold value, the driving style is a peaceful driving style, and the vehicle is controlled according to parameters of the peaceful driving style.
According to another aspect of the present invention, there is provided a driving style determination apparatus including:
the receiving module is used for acquiring at least one driving data in a preset time period, and the driving data comprises: the number of times of stepping on a brake pedal, the average opening degree of an accelerator pedal, the average speed, the average acceleration, the proportion of the number of times of sudden braking and the number of times of line change;
the processing module is used for obtaining at least one driving style identification characterization coefficient, and the driving style identification characterization coefficient comprises: a first driving style identification characterization coefficient corresponding to the stepping frequency of the brake pedal, a second driving style identification characterization coefficient corresponding to the average opening degree of the accelerator pedal, a third driving style identification characterization coefficient corresponding to the average speed, a fourth driving style identification characterization coefficient corresponding to the average acceleration, a fifth driving style identification characterization coefficient corresponding to the sudden braking frequency ratio and a sixth driving style identification characterization coefficient corresponding to the variable frequency;
and the identification module is used for identifying the representation coefficient and the preset threshold range according to the at least one driving style and determining the driving style.
According to another aspect of the present invention, there is provided a controller comprising a memory, a processor, and a program stored on the memory and executable on the processor; the processor implements the method of determining the driving style as described above when executing the program.
According to another aspect of the present invention, there is provided an automobile including the driving style determination apparatus as described above.
The invention has the beneficial effects that:
according to the embodiment of the invention, under the condition that the cost of devices and hardware of the whole vehicle is not increased, the driving style of a driver is dynamically and intelligently identified on line, different driving styles of the driver are automatically and accurately identified without gear change or mode selection operation of the driver, and the driving styles are divided into a peaceful driving style and an aggressive driving style, so that the driving performance and the power of the whole vehicle are adjusted, the acceleration control and the braking control of the vehicle are corrected, and different accelerator pedal responses and brake pedal responses are set under different driving styles, so that the response of the vehicle is more in line with the driving intention of the driver, the driving experience of the vehicle is improved, the competitiveness of a product is improved, and the intelligent development of the product is facilitated. In addition, the system has self-learning capability, and can continuously correct the driving style result recognized in driving so as to obtain the recognition result which is more in line with the actual driving style of the driver.
Drawings
FIG. 1 is a schematic diagram illustrating a method for determining a driving style according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a driving style determining apparatus according to an embodiment of the present invention;
fig. 3 is a second schematic view of a driving style determination apparatus according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in detail with reference to the accompanying drawings and specific embodiments.
The invention provides a method and a device for determining a driving style and an automobile, aiming at the problem of inconvenient operation caused by the fact that different driving modes are required to be set to distinguish the response requirements of a driver to the automobile in the prior art.
As shown in fig. 1, an embodiment of the present invention provides a method for determining a driving style, including:
s11: acquiring at least one driving data in a preset time period, wherein the driving data comprises: the number of times of stepping on a brake pedal, the average opening degree of an accelerator pedal, the average speed, the average acceleration, the proportion of the number of times of sudden braking and the number of times of line change;
s12: obtaining at least one driving style recognition characterization coefficient, wherein the driving style recognition characterization coefficient comprises: a first driving style identification characterization coefficient corresponding to the stepping frequency of the brake pedal, a second driving style identification characterization coefficient corresponding to the average opening degree of the accelerator pedal, a third driving style identification characterization coefficient corresponding to the average speed, a fourth driving style identification characterization coefficient corresponding to the average acceleration, a fifth driving style identification characterization coefficient corresponding to the sudden braking frequency ratio and a sixth driving style identification characterization coefficient corresponding to the variable frequency;
s13: and determining the driving style according to the at least one driving style identification representation coefficient and a preset threshold range.
Specifically, according to an embodiment of the present invention, the predetermined time period may be set to two minutes. Acquiring a READY lamp signal, a brake signal, an accelerator pedal opening signal and a vehicle running condition signal through a vehicle control unit, and acquiring a vehicle speed signal, a right rear wheel speed signal and a left rear wheel speed signal through an ABS (Automatic anti-lock braking system) controller; the method comprises the steps of obtaining a brake pedal opening degree signal through a brake pedal signal fault diagnosis module, and obtaining a longitudinal acceleration signal through a longitudinal gradient adhesion grade estimation module. When the READY lamp signal is set to 1, the signals are processed, and the number of times of stepping on the brake pedal, the average opening degree of the accelerator pedal, the average speed, the average acceleration, the ratio of the number of times of sharp braking and the number of times of line change in two minutes can be obtained.
According to one embodiment of the invention, the data analyzed from the CAN bus is subjected to preliminary operation processing to obtain the number of times of stepping on the brake pedal, the average opening degree of the accelerator pedal, the average speed, the average acceleration, the proportion of the number of times of sudden braking and the number of times of line change within two minutes. The emergency braking frequency ratio is the ratio of the emergency braking frequency to the total braking frequency, and the average acceleration is an absolute value.
Optionally, obtaining a first driving style identification characterization coefficient corresponding to the stepping frequency of the brake pedal includes:
when the trampling frequency of the brake pedal is less than or equal to a first value, a first driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the first value is larger than the brake pedal treading frequency and smaller than or equal to the second value, the preset threshold value is larger than the first driving style identification representation coefficient and smaller than or equal to a first upper limit value;
and when the number of times of stepping on the brake pedal is larger than a second value, the value of the first driving style identification representation coefficient is a first upper limit value.
It should be noted that, according to an embodiment of the present invention, the first value may be set to 5, the second value may be set to 10, the preset threshold may be set to 1, and the first upper limit value may be set to 2. That is, for the first driving style identification characterization coefficient, when the number of times of brake pedal stepping is less than or equal to 5, the value of the first driving style identification characterization coefficient is a mapping value corresponding to [0, 1], when 5 < the number of times of brake pedal stepping is less than or equal to 10, the value of the first driving style identification characterization coefficient is a mapping value corresponding to (1, 2), and when the number of times of brake pedal stepping is greater than 10, the value of the first driving style identification characterization coefficient is 2.
Optionally, obtaining a second driving style identification characterization coefficient corresponding to the average opening degree of the accelerator pedal includes:
when the average opening degree of the accelerator pedal is less than or equal to a third value, the second driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
and when the third value is smaller than the average opening degree of the accelerator pedal and smaller than the fourth value, the preset threshold value is smaller than the second driving style identification representation coefficient and smaller than or equal to the first upper limit value.
It should be noted that, according to an embodiment of the present invention, the third value may be set to 25%, and the fourth value may be set to 100%. That is, for the second driving style identification characterization coefficient, when the average opening degree of the accelerator pedal is less than or equal to 25%, the value of the second driving style identification characterization coefficient is the mapping value corresponding to [0, 1], and when 25% < the average opening degree of the accelerator pedal is less than or equal to 100%, the value of the second driving style identification characterization coefficient is the mapping value corresponding to (1, 2).
Optionally, obtaining a third driving style identification characterization coefficient corresponding to the average vehicle speed includes:
when the average vehicle speed is less than or equal to the fifth value, the third driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the fifth value is larger than the average vehicle speed and is smaller than or equal to the sixth value, the preset threshold value is larger than the third driving style identification representation coefficient and is smaller than or equal to the first upper limit value;
and when the average vehicle speed is larger than a sixth value, the value of the third driving style identification characterization coefficient is a first upper limit value.
It should be noted that, according to an embodiment of the present invention, the fifth value may be set to 40km/h, and the sixth value may be set to 70 km/h. That is, for the third driving style identification characteristic coefficient, when the average vehicle speed is less than or equal to 40km/h, the value of the third driving style identification characteristic coefficient is the mapping value corresponding to [0, 1], when the average vehicle speed is less than or equal to 40km/h, the value of the third driving style identification characteristic coefficient is the mapping value corresponding to (1, 2], when the average vehicle speed is greater than or equal to 70km/h, the value of the third driving style identification characteristic coefficient is 2.
Optionally, obtaining a fourth driving style identification characterization coefficient corresponding to the average acceleration includes:
when the average acceleration is less than or equal to a seventh value, the fourth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the seventh value is larger than the average acceleration and is smaller than or equal to the eighth value, the preset threshold value is larger than or equal to the fourth driving style identification representation coefficient and is smaller than or equal to the first upper limit value;
and when the average acceleration is larger than an eighth value, the value of the fourth driving style identification characterization coefficient is a first upper limit value.
It should be noted that, according to an embodiment of the present invention, the seventh value may be set to 0.6, and the eighth value may be set to 1. That is, for the fourth driving style identification characteristic coefficient, when the average acceleration is less than or equal to 0.6, the value of the fourth driving style identification characteristic coefficient is the mapping value corresponding to [0, 1], when 0.6 < the average acceleration is less than or equal to 1, the value of the fourth driving style identification characteristic coefficient is the mapping value corresponding to (1, 2), and when the average acceleration is greater than 1, the value of the fourth driving style identification characteristic coefficient is 2.
Optionally, obtaining a fifth driving style identification characterization coefficient corresponding to the sharp braking frequency ratio includes:
when the number of times of sudden braking is less than or equal to a ninth value, the fifth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
and when the ninth value is smaller than the emergency braking frequency and smaller than the tenth value, the preset threshold value is smaller than the fifth driving style identification representation coefficient and smaller than or equal to the first upper limit value.
It should be noted that, according to one embodiment of the present invention, the ninth value may be set to 0.25, and the tenth value may be set to 1. That is, for the fifth driving style identification characterization coefficient, when the sudden braking frequency ratio is less than or equal to 0.25, the value of the fifth driving style identification characterization coefficient is the mapping value corresponding to [0, 1], and when the sudden braking frequency ratio is less than or equal to 0.25, the value of the fifth driving style identification characterization coefficient is the mapping value corresponding to (1, 2).
Optionally, obtaining a sixth driving style identification characterization coefficient corresponding to the line change times includes:
when the line changing times are less than or equal to an eleventh value, the sixth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the eleventh value is smaller than the line-changing frequency and smaller than or equal to the tenth value, the preset threshold value is smaller than the sixth driving style identification representation coefficient and smaller than or equal to the first upper limit value;
and when the line changing times is larger than a twelfth value, the value of the sixth driving style identification characterization coefficient is a first upper limit value.
It should be noted that, according to an embodiment of the present invention, the eleventh value may be set to 3, and the tenth value may be set to 6. That is, for the sixth driving style identification characterization coefficient, when the number of line changes is less than or equal to 3, the value of the sixth driving style identification characterization coefficient is the mapping value corresponding to [0, 1], when the number of line changes is greater than 3 and less than or equal to 6, the value of the sixth driving style identification characterization coefficient is the mapping value corresponding to (1, 2), and when the number of line changes is greater than 6, the value of the sixth driving style identification characterization coefficient is 2.
Optionally, determining the driving style according to the at least one driving style identification characterization coefficient and a preset threshold range includes:
obtaining an average value of the first driving style identification representation coefficient, the second driving style identification representation coefficient, the third driving style identification representation coefficient, the fourth driving style identification representation coefficient, the fifth driving style identification representation coefficient and the sixth driving style identification representation coefficient as a driving style quantization value;
when the quantized value of the driving style is more than or equal to 0 and less than or equal to a preset threshold value, judging the driving style to be a mild driving style;
and when the preset threshold value is less than the quantized driving style value and less than or equal to the first upper limit value, judging the driving style to be aggressive.
The driving style of the driver is identified through the operation habit of the driver, and the identification result is divided into a mild driving style and an aggressive driving style; and continuously correcting the result of the driving style recognition so as to obtain a recognition result which is more in line with the actual driving style of the driver.
Specifically, according to an embodiment of the present invention, when the quantized driving style value is greater than 1, the driving style is defined as an aggressive driving style, and when the quantized driving style value is less than or equal to 1, the driving style is defined as a mild driving style. That is, when the driving style quantization value is ∈ (1, 2), it is determined as aggressive driving style, and when the driving style quantization value is ∈ [0, 1], it is determined as mild driving style.
Mild driving style: the driver operates gently and steadily, and the driving intention is peaceful, and the characteristics include: the average running speed is low, the following distance is long, the speed is controlled mainly by increasing or decreasing the accelerator, and the running of a certain lane is kept.
Aggressive driving style: the operation action amplitude of the driver is large, the driving intention is radical, and the characteristics comprise: the average running speed is high, the following distance is short, the speed is controlled by frequently using an accelerator and a brake, and lane changing overtaking is often performed.
Optionally, the method further comprises:
if the driving style is an aggressive driving style, adding a preset constant on the basis of the quantized value of the previous driving style, wherein the upper limit value of the quantized value of the driving style is a first upper limit value;
and if the driving style is a peaceful driving style, subtracting a preset constant on the basis of the quantized value of the previous driving style, wherein the lower limit value of the quantized value of the driving style is 0.
It should be noted that, according to one embodiment of the present invention, the predetermined constant may be set to 0.1.
Specifically, the basic principle of the driving style identification process is as follows: the initial default driving style is a peaceful driving style, and the model sets the driving style quantization value at this time to an initial value of 1 in order to facilitate the quantization statistics of the driving style. Recognizing the statistical result of the input quantity through the driving style, and adding 0.1 on the basis of the quantized value of the driving style at the last time when the driving style recognition result is the aggressive driving style, wherein the upper limit value is 2; and when the driving style identification result is the mild driving style, subtracting 0.1 from the quantized value of the previous driving style, and setting the lower limit value to be 0.
It should be noted that, because the above identification process is a continuously accumulated process, if the driver is in an aggressive driving style, the quantized values of the driving style become larger and larger, and have a certain fault tolerance, and if the driver is in a mild driving style, the quantized values of the driving style become smaller and smaller, and also have a certain fault tolerance. As the recognition time increases, the result of the driving style recognition becomes more and more accurate.
Optionally, the method further comprises:
if the quantized driving style value is larger than a preset threshold value, the driving style is an aggressive driving style, and the vehicle is controlled according to parameters of the aggressive driving style;
and if the driving style quantized value is less than or equal to the preset threshold value, the driving style is a peaceful driving style, and the vehicle is controlled according to parameters of the peaceful driving style.
In the embodiment of the invention, the driving style of the driver is dynamically identified on line, different driving styles of the driver are automatically and accurately identified without gear change or mode selection operation of the driver, the driving style is divided into a mild driving style and an aggressive driving style, so that the driving performance and the power of the whole vehicle are adjusted, different accelerator pedal responses and brake pedal responses are set under different driving styles, so that the response of the vehicle is more in line with the driving intention of the driver, the response and the control of the vehicle are improved, the driving experience of the vehicle is improved, and the competitiveness of a product is improved. In addition, the system has self-learning capability, and can continuously correct the driving style result recognized in driving so as to obtain the recognition result which is more in line with the actual driving style of the driver.
As shown in fig. 2 to 3, an embodiment of the present invention further provides a device for determining a driving style, including:
the receiving module 21 is configured to obtain at least one driving data in a preset time period, where the driving data includes: the number of times of stepping on a brake pedal, the average opening degree of an accelerator pedal, the average speed, the average acceleration, the proportion of the number of times of sudden braking and the number of times of line change;
a processing module 22, configured to obtain at least one driving style recognition characterization coefficient, where the driving style recognition characterization coefficient includes: a first driving style identification characterization coefficient corresponding to the stepping frequency of the brake pedal, a second driving style identification characterization coefficient corresponding to the average opening degree of the accelerator pedal, a third driving style identification characterization coefficient corresponding to the average speed, a fourth driving style identification characterization coefficient corresponding to the average acceleration, a fifth driving style identification characterization coefficient corresponding to the sudden braking frequency ratio and a sixth driving style identification characterization coefficient corresponding to the variable frequency;
and the identification module 23 is configured to identify the characterization coefficient and a preset threshold range according to the at least one driving style, and determine the driving style.
Specifically, according to an embodiment of the present invention, the predetermined time period may be set to two minutes. The method comprises the steps that a READY lamp signal, a brake signal, an accelerator pedal opening degree signal and a vehicle running condition signal are obtained through a vehicle controller, and a vehicle speed signal, a right rear wheel speed signal and a left rear wheel speed signal are obtained through an ABS controller; the method comprises the steps of obtaining a brake pedal opening degree signal through a brake pedal signal fault diagnosis module, and obtaining a longitudinal acceleration signal through a longitudinal gradient adhesion grade estimation module. When READY light signal is set to 1, the processing module 22 is in an active state, taking the signal as input to the processing module 22. The processing module 22 processes the signals to obtain the number of times of stepping on the brake pedal, the average opening degree of the accelerator pedal, the average vehicle speed, the average acceleration, the ratio of the number of times of sudden braking and the number of times of line change within two minutes.
According to one embodiment of the present invention, the processing module 22 performs a preliminary operation on the data analyzed from the CAN bus to obtain the number of times of stepping on the brake pedal, the average opening degree of the accelerator pedal, the average speed, the average acceleration, the ratio of the number of times of sudden braking, and the number of times of line change within two minutes. The ratio of the number of sudden braking is a ratio of the number of sudden braking to the total number of braking, and the average acceleration takes an absolute value and takes the above 6 variables as the input of the identification module 23.
Optionally, obtaining a first driving style identification characterization coefficient corresponding to the stepping frequency of the brake pedal includes:
when the trampling frequency of the brake pedal is less than or equal to a first value, a first driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the first value is larger than the brake pedal treading frequency and smaller than or equal to the second value, the preset threshold value is larger than the first driving style identification representation coefficient and smaller than or equal to a first upper limit value;
and when the number of times of stepping on the brake pedal is larger than a second value, the value of the first driving style identification representation coefficient is a first upper limit value.
It should be noted that, according to an embodiment of the present invention, the first value may be set to 5, the second value may be set to 10, the preset threshold may be set to 1, and the first upper limit value may be set to 2. That is, for the first driving style identification characterization coefficient, when the number of times of brake pedal stepping is less than or equal to 5, the value of the first driving style identification characterization coefficient is a mapping value corresponding to [0, 1], when 5 < the number of times of brake pedal stepping is less than or equal to 10, the value of the first driving style identification characterization coefficient is a mapping value corresponding to (1, 2), and when the number of times of brake pedal stepping is greater than 10, the value of the first driving style identification characterization coefficient is 2.
Optionally, obtaining a second driving style identification characterization coefficient corresponding to the average opening degree of the accelerator pedal includes:
when the average opening degree of the accelerator pedal is less than or equal to a third value, the second driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
and when the third value is smaller than the average opening degree of the accelerator pedal and smaller than the fourth value, the preset threshold value is smaller than the second driving style identification representation coefficient and smaller than or equal to the first upper limit value.
It should be noted that, according to an embodiment of the present invention, the third value may be set to 25%, and the fourth value may be set to 100%. That is, for the second driving style identification characterization coefficient, when the average opening degree of the accelerator pedal is less than or equal to 25%, the value of the second driving style identification characterization coefficient is the mapping value corresponding to [0, 1], and when 25% < the average opening degree of the accelerator pedal is less than or equal to 100%, the value of the second driving style identification characterization coefficient is the mapping value corresponding to (1, 2).
Optionally, obtaining a third driving style identification characterization coefficient corresponding to the average vehicle speed includes:
when the average vehicle speed is less than or equal to the fifth value, the third driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the fifth value is larger than the average vehicle speed and is smaller than or equal to the sixth value, the preset threshold value is larger than the third driving style identification representation coefficient and is smaller than or equal to the first upper limit value;
and when the average vehicle speed is larger than a sixth value, the value of the third driving style identification characterization coefficient is a first upper limit value.
It should be noted that, according to an embodiment of the present invention, the fifth value may be set to 40km/h, and the sixth value may be set to 70 km/h. That is, for the third driving style identification characteristic coefficient, when the average vehicle speed is less than or equal to 40km/h, the value of the third driving style identification characteristic coefficient is the mapping value corresponding to [0, 1], when the average vehicle speed is less than or equal to 40km/h, the value of the third driving style identification characteristic coefficient is the mapping value corresponding to (1, 2], when the average vehicle speed is greater than or equal to 70km/h, the value of the third driving style identification characteristic coefficient is 2.
Optionally, obtaining a fourth driving style identification characterization coefficient corresponding to the average acceleration includes:
when the average acceleration is less than or equal to a seventh value, the fourth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the seventh value is larger than the average acceleration and is smaller than or equal to the eighth value, the preset threshold value is larger than or equal to the fourth driving style identification representation coefficient and is smaller than or equal to the first upper limit value;
and when the average acceleration is larger than an eighth value, the value of the fourth driving style identification characterization coefficient is a first upper limit value.
It should be noted that, according to an embodiment of the present invention, the seventh value may be set to 0.6, and the eighth value may be set to 1. That is, for the fourth driving style identification characteristic coefficient, when the average acceleration is less than or equal to 0.6, the value of the fourth driving style identification characteristic coefficient is the mapping value corresponding to [0, 1], when 0.6 < the average acceleration is less than or equal to 1, the value of the fourth driving style identification characteristic coefficient is the mapping value corresponding to (1, 2), and when the average acceleration is greater than 1, the value of the fourth driving style identification characteristic coefficient is 2.
Optionally, obtaining a fifth driving style identification characterization coefficient corresponding to the sharp braking frequency ratio includes:
when the number of times of sudden braking is less than or equal to a ninth value, the fifth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
and when the ninth value is smaller than the emergency braking frequency and smaller than the tenth value, the preset threshold value is smaller than the fifth driving style identification representation coefficient and smaller than or equal to the first upper limit value.
It should be noted that, according to one embodiment of the present invention, the ninth value may be set to 0.25, and the tenth value may be set to 1. That is, for the fifth driving style identification characterization coefficient, when the sudden braking frequency ratio is less than or equal to 0.25, the value of the fifth driving style identification characterization coefficient is the mapping value corresponding to [0, 1], and when the sudden braking frequency ratio is less than or equal to 0.25, the value of the fifth driving style identification characterization coefficient is the mapping value corresponding to (1, 2).
Optionally, obtaining a sixth driving style identification characterization coefficient corresponding to the line change times includes:
when the line changing times are less than or equal to an eleventh value, the sixth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the eleventh value is smaller than the line-changing frequency and smaller than or equal to the tenth value, the preset threshold value is smaller than the sixth driving style identification representation coefficient and smaller than or equal to the first upper limit value;
and when the line changing times is larger than a twelfth value, the value of the sixth driving style identification characterization coefficient is a first upper limit value.
It should be noted that, according to an embodiment of the present invention, the eleventh value may be set to 3, and the tenth value may be set to 6. That is, for the sixth driving style identification characterization coefficient, when the number of line changes is less than or equal to 3, the value of the sixth driving style identification characterization coefficient is the mapping value corresponding to [0, 1], when the number of line changes is greater than 3 and less than or equal to 6, the value of the sixth driving style identification characterization coefficient is the mapping value corresponding to (1, 2), and when the number of line changes is greater than 6, the value of the sixth driving style identification characterization coefficient is 2.
Optionally, determining the driving style according to the at least one driving style identification characterization coefficient and a preset threshold range includes:
obtaining an average value of the first driving style identification representation coefficient, the second driving style identification representation coefficient, the third driving style identification representation coefficient, the fourth driving style identification representation coefficient, the fifth driving style identification representation coefficient and the sixth driving style identification representation coefficient as a driving style quantization value;
when the quantized value of the driving style is more than or equal to 0 and less than or equal to a preset threshold value, judging the driving style to be a mild driving style;
and when the preset threshold value is less than the quantized driving style value and less than or equal to the first upper limit value, judging the driving style to be aggressive.
The identification module 23 identifies the driving style of the driver according to the operation habit of the driver, and the identification result is classified into a mild driving style and an aggressive driving style; and continuously correcting the result of the driving style recognition so as to obtain a recognition result which is more in line with the actual driving style of the driver.
Specifically, according to an embodiment of the present invention, when the quantized driving style value is greater than 1, the driving style is defined as an aggressive driving style, and when the quantized driving style value is less than or equal to 1, the driving style is defined as a mild driving style. That is, when the driving style quantization value is ∈ [0, 1], it is determined as the mild driving style, and when the driving style quantization value is ∈ (1, 2], it is determined as the aggressive driving style.
Mild driving style: the driver operates gently and steadily, and the driving intention is peaceful, and the characteristics include: the average running speed is low, the following distance is long, the speed is controlled mainly by increasing or decreasing the accelerator, and the running of a certain lane is kept.
Aggressive driving style: the operation action amplitude of the driver is large, the driving intention is radical, and the characteristics comprise: the average running speed is high, the following distance is short, the speed is controlled by frequently using an accelerator and a brake, and lane changing overtaking is often performed.
Optionally, the method further comprises:
if the driving style is an aggressive driving style, adding a preset constant on the basis of the quantized value of the previous driving style, wherein the upper limit value of the quantized value of the driving style is a first upper limit value;
and if the driving style is a peaceful driving style, subtracting a preset constant on the basis of the quantized value of the previous driving style, wherein the lower limit value of the quantized value of the driving style is 0.
It should be noted that, according to one embodiment of the present invention, the predetermined constant may be set to 0.1.
Specifically, the basic principle of the driving style identification process is as follows: the initial default driving style is a peaceful driving style, and the model sets the driving style quantization value at this time to an initial value of 1 in order to facilitate the quantization statistics of the driving style. Recognizing the statistical result of the input quantity through the driving style, and adding 0.1 on the basis of the quantized value of the driving style at the last time when the driving style recognition result is the aggressive driving style, wherein the upper limit value is 2; and when the driving style identification result is the mild driving style, subtracting 0.1 from the quantized value of the previous driving style, and setting the lower limit value to be 0.
It should be noted that, because the above identification process is a continuously accumulated process, if the driver is in an aggressive driving style, the quantized values of the driving style become larger and larger, and have a certain fault tolerance, and if the driver is in a mild driving style, the quantized values of the driving style become smaller and smaller, and also have a certain fault tolerance. As the recognition time increases, the result of the driving style recognition becomes more and more accurate.
Optionally, the method further comprises:
if the quantized driving style value is larger than a preset threshold value, the driving style is an aggressive driving style, and the vehicle is controlled according to parameters of the aggressive driving style;
and if the driving style quantized value is less than or equal to the preset threshold value, the driving style is a peaceful driving style, and the vehicle is controlled according to parameters of the peaceful driving style.
According to the embodiment of the invention, under the condition that the cost of devices and hardware of the whole vehicle is not increased, the driving style of a driver is dynamically and intelligently identified on line, different driving styles of the driver are automatically and accurately identified without gear change or mode selection operation of the driver, and the driving styles are divided into a peaceful driving style and an aggressive driving style, so that the driving performance and the power of the whole vehicle are adjusted, the acceleration control and the braking control of the vehicle are corrected, different accelerator pedal responses and different brake pedal responses are set under different driving styles, the response of the vehicle is more in line with the driving intention of the driver, the response and the control of the vehicle are improved, the driving experience of the vehicle is improved, the competitiveness of a product is improved, and the intelligent development of the product is facilitated. In addition, the system has self-learning capability, and can continuously correct the driving style result recognized in driving so as to obtain the recognition result which is more in line with the actual driving style of the driver.
The embodiment of the invention also provides a controller, which comprises a memory, a processor and a program which is stored on the memory and can be run on the processor; the processor implements the method of determining the driving style as described above when executing the program.
According to the embodiment of the invention, under the condition that the cost of devices and hardware of the whole vehicle is not increased, the driving style of a driver is dynamically and intelligently identified on line, different driving styles of the driver are automatically and accurately identified without gear change or mode selection operation of the driver, and the driving styles are divided into a peaceful driving style and an aggressive driving style, so that the driving performance and the power of the whole vehicle are adjusted, the acceleration control and the braking control of the vehicle are corrected, different accelerator pedal responses and different brake pedal responses are set under different driving styles, the response of the vehicle is more in line with the driving intention of the driver, the response and the control of the vehicle are improved, the driving experience of the vehicle is improved, the competitiveness of a product is improved, and the intelligent development of the product is facilitated. In addition, the system has self-learning capability, and can continuously correct the driving style result recognized in driving so as to obtain the recognition result which is more in line with the actual driving style of the driver.
The embodiment of the invention also provides an automobile which comprises the driving style determining device.
According to the embodiment of the invention, under the condition that the cost of devices and hardware of the whole vehicle is not increased, the driving style of a driver is dynamically and intelligently identified on line, different driving styles of the driver are automatically and accurately identified without gear change or mode selection operation of the driver, and the driving styles are divided into a peaceful driving style and an aggressive driving style, so that the driving performance and the power of the whole vehicle are adjusted, the acceleration control and the braking control of the vehicle are corrected, different accelerator pedal responses and different brake pedal responses are set under different driving styles, the response of the vehicle is more in line with the driving intention of the driver, the response and the control of the vehicle are improved, the driving experience of the vehicle is improved, the competitiveness of a product is improved, and the intelligent development of the product is facilitated. In addition, the system has self-learning capability, and can continuously correct the driving style result recognized in driving so as to obtain the recognition result which is more in line with the actual driving style of the driver.
While the preferred embodiments of the present invention have been described, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims.
Claims (13)
1. A method for determining a driving style, comprising:
acquiring at least one driving data in a preset time period, wherein the driving data comprises: the number of times of stepping on a brake pedal, the average opening degree of an accelerator pedal, the average speed, the average acceleration, the proportion of the number of times of sudden braking and the number of times of line change;
obtaining at least one driving style recognition characterization coefficient, wherein the driving style recognition characterization coefficient comprises: a first driving style identification characterization coefficient corresponding to the stepping frequency of the brake pedal, a second driving style identification characterization coefficient corresponding to the average opening degree of the accelerator pedal, a third driving style identification characterization coefficient corresponding to the average speed, a fourth driving style identification characterization coefficient corresponding to the average acceleration, a fifth driving style identification characterization coefficient corresponding to the sudden braking frequency ratio and a sixth driving style identification characterization coefficient corresponding to the variable frequency;
and determining the driving style according to the at least one driving style identification representation coefficient and a preset threshold range.
2. The method for determining the driving style according to claim 1, wherein obtaining a first driving style identification characterization coefficient corresponding to the number of brake pedal steps comprises:
when the trampling frequency of the brake pedal is less than or equal to a first value, a first driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the first value is larger than the brake pedal treading frequency and smaller than or equal to the second value, the preset threshold value is larger than the first driving style identification representation coefficient and smaller than or equal to a first upper limit value;
and when the number of times of stepping on the brake pedal is larger than a second value, the value of the first driving style identification representation coefficient is a first upper limit value.
3. The method for determining the driving style according to claim 1, wherein obtaining a second driving style identification characterization coefficient corresponding to the average opening degree of the accelerator pedal comprises:
when the average opening degree of the accelerator pedal is less than or equal to a third value, the second driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
and when the third value is smaller than the average opening degree of the accelerator pedal and smaller than the fourth value, the preset threshold value is smaller than the second driving style identification representation coefficient and smaller than or equal to the first upper limit value.
4. The method for determining the driving style according to claim 1, wherein obtaining a third driving style identification characterization coefficient corresponding to the average vehicle speed comprises:
when the average vehicle speed is less than or equal to the fifth value, the third driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the fifth value is larger than the average vehicle speed and is smaller than or equal to the sixth value, the preset threshold value is larger than the third driving style identification representation coefficient and is smaller than or equal to the first upper limit value;
and when the average vehicle speed is larger than a sixth value, the value of the third driving style identification characterization coefficient is a first upper limit value.
5. The method for determining the driving style according to claim 1, wherein obtaining a fourth driving style identification characterization coefficient corresponding to the average acceleration comprises:
when the average acceleration is less than or equal to a seventh value, the fourth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the seventh value is larger than the average acceleration and is smaller than or equal to the eighth value, the preset threshold value is larger than or equal to the fourth driving style identification representation coefficient and is smaller than or equal to the first upper limit value;
and when the average acceleration is larger than an eighth value, the value of the fourth driving style identification characterization coefficient is a first upper limit value.
6. The method for determining the driving style according to claim 1, wherein obtaining a fifth driving style identification characterization coefficient corresponding to the sharp braking frequency ratio comprises:
when the number of times of sudden braking is less than or equal to a ninth value, the fifth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
and when the ninth value is smaller than the emergency braking frequency and smaller than the tenth value, the preset threshold value is smaller than the fifth driving style identification representation coefficient and smaller than or equal to the first upper limit value.
7. The method for determining the driving style according to claim 1, wherein obtaining a sixth driving style identification characterization coefficient corresponding to the number of the line changes comprises:
when the line changing times are less than or equal to an eleventh value, the sixth driving style identification characterization coefficient is less than or equal to 0 and less than or equal to a preset threshold value;
when the eleventh value is smaller than the line-changing frequency and smaller than or equal to the tenth value, the preset threshold value is smaller than the sixth driving style identification representation coefficient and smaller than or equal to the first upper limit value;
and when the line changing times is larger than a twelfth value, the value of the sixth driving style identification characterization coefficient is a first upper limit value.
8. The method for determining the driving style according to claim 1, wherein determining the driving style according to the at least one driving style recognition characterization coefficient and a preset threshold range comprises:
obtaining an average value of the first driving style identification representation coefficient, the second driving style identification representation coefficient, the third driving style identification representation coefficient, the fourth driving style identification representation coefficient, the fifth driving style identification representation coefficient and the sixth driving style identification representation coefficient as a driving style quantization value;
when the quantized value of the driving style is more than or equal to 0 and less than or equal to a preset threshold value, judging the driving style to be a mild driving style;
and when the preset threshold value is less than the quantized driving style value and less than or equal to the first upper limit value, judging the driving style to be aggressive.
9. The method of determining a driving style of claim 8, further comprising:
if the driving style is an aggressive driving style, adding a preset constant on the basis of the quantized value of the previous driving style, wherein the upper limit value of the quantized value of the driving style is a first upper limit value;
and if the driving style is a peaceful driving style, subtracting a preset constant on the basis of the quantized value of the previous driving style, wherein the lower limit value of the quantized value of the driving style is 0.
10. The method of determining a driving style of claim 9, further comprising:
if the quantized driving style value is larger than a preset threshold value, the driving style is an aggressive driving style, and the vehicle is controlled according to parameters of the aggressive driving style;
and if the driving style quantized value is less than or equal to the preset threshold value, the driving style is a peaceful driving style, and the vehicle is controlled according to parameters of the peaceful driving style.
11. A driving style determination apparatus, characterized by comprising:
the receiving module is used for acquiring at least one driving data in a preset time period, and the driving data comprises: the number of times of stepping on a brake pedal, the average opening degree of an accelerator pedal, the average speed, the average acceleration, the proportion of the number of times of sudden braking and the number of times of line change;
the processing module is used for obtaining at least one driving style identification characterization coefficient, and the driving style identification characterization coefficient comprises: a first driving style identification characterization coefficient corresponding to the stepping frequency of the brake pedal, a second driving style identification characterization coefficient corresponding to the average opening degree of the accelerator pedal, a third driving style identification characterization coefficient corresponding to the average speed, a fourth driving style identification characterization coefficient corresponding to the average acceleration, a fifth driving style identification characterization coefficient corresponding to the sudden braking frequency ratio and a sixth driving style identification characterization coefficient corresponding to the variable frequency;
and the identification module is used for identifying the representation coefficient and the preset threshold range according to the at least one driving style and determining the driving style.
12. A controller comprising a memory, a processor, and a program stored on the memory and executable on the processor; characterized in that the processor, when executing the program, implements a method of determining a driving style according to any one of claims 1 to 10.
13. An automobile characterized by comprising the driving style determination apparatus of claim 11.
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