CN114074673A

CN114074673A - Control method and device for self-adaptive driving mode

Info

Publication number: CN114074673A
Application number: CN202010835312.XA
Authority: CN
Inventors: 阳鹏
Original assignee: WM Smart Mobility Shanghai Co Ltd
Current assignee: WM Smart Mobility Shanghai Co Ltd
Priority date: 2020-08-19
Filing date: 2020-08-19
Publication date: 2022-02-22

Abstract

The present invention relates to a method and apparatus for controlling an adaptive driving mode, and a computer-readable storage medium. The control method comprises the following steps: collecting vehicle speed data and operation data of a vehicle; calculating a target index according to the vehicle speed data and the operation data; adjusting the current index of the vehicle according to the target index; correcting the corresponding relation between the output torque and the vehicle speed data and the corresponding relation between the output torque and the operation data and the corresponding relation between the torque response and the vehicle speed data and the operation data according to the adjusted current index; and calling each corrected corresponding relation according to the adjusted current index so as to operate the self-adaptive driving mode. The invention can carry out self-adaptive learning according to the driving style and driving habits of the driver and adjust the torque analysis and the torque filtering of the vehicle in real time so as to meet the individual driving requirements of different users and different road conditions.

Description

Control method and device for self-adaptive driving mode

Technical Field

The invention relates to a control technology of a new energy automobile, in particular to a control method of a Self-adaptive driving Style (SDS) mode and a control device of the Self-adaptive driving mode.

Background

In the current new energy automobile products, 2-3 driving modes such as Economy (ECO), NORMAL (NORMAL), SPORT (SPORT) and the like generally exist. In different driving modes, different torque analysis sizes and different torque filtering sizes are set. The user can switch the driving mode at will according to the preference of the user.

However, the fixed driving mode has a large granularity of setting, and cannot meet the preference and the requirement of a user among several modes. For example: users expect a vehicle to travel in a more economical mode to increase its range appropriately, while also feel the torque response of the vehicle's inherent economical mode is too low to meet its acceleration demands on the vehicle.

In order to meet various personalized requirements of users, a driving mode control technology capable of adapting to driving habits of the users is urgently needed in the field, and is used for performing adaptive learning according to the driving style and driving habits of drivers and adjusting torque analysis and torque filtering of vehicles in real time so as to meet personalized driving requirements of different users and different road conditions.

Disclosure of Invention

The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.

In order to meet various individual requirements of users, the invention provides a control method of a self-adaptive driving mode, a control device of the self-adaptive driving mode and a computer readable storage medium, which are used for carrying out self-adaptive learning according to the driving style and driving habits of a driver and adjusting the torque analysis and the torque filtering of a vehicle in real time so as to meet the individual driving requirements of different users and different road conditions.

The control method of the self-adaptive driving mode provided by the invention comprises the following steps: collecting vehicle speed data and operation data of a vehicle; calculating a target index according to the vehicle speed data and the operation data; adjusting the current index of the vehicle according to the target index; correcting the corresponding relation between the output torque and the vehicle speed data and the corresponding relation between the output torque and the operation data and the corresponding relation between the torque response and the vehicle speed data and the operation data according to the adjusted current index; and calling each corrected corresponding relation according to the adjusted current index so as to operate the self-adaptive driving mode.

Preferably, in some embodiments of the present invention, the operation data may include a throttle displacement amount and a brake displacement amount. The step of calculating the target index may include: in response to an accelerator depression operation, differentiating the vehicle speed data to calculate a real-time acceleration of the vehicle, and differentiating the accelerator displacement to calculate an accelerator change rate; differentiating the vehicle speed data to calculate a real-time deceleration of the vehicle and differentiating the brake displacement amount to calculate a brake change rate in response to an operation of depressing a brake; weighting and summing the real-time acceleration and the throttle change rate to calculate a target acceleration index; and weighting and summing the real-time deceleration and the brake rate of change to calculate a target braking index.

Preferably, in some embodiments of the present invention, the step of adjusting the current index may comprise: taking a target index stored when the vehicle is powered off as an initial value of the current index; updating the target acceleration index in response to a throttle operation and adjusting the current acceleration index according to an increase step size; and updating the target braking index in response to brake operation and adjusting the current braking index according to a decreasing step size.

Optionally, in some embodiments of the present invention, the step of adjusting the current index may further include: determining the increasing step length according to the current acceleration index and the target acceleration index; and determining the reduction step length according to the current brake index and the target brake index.

Preferably, in some embodiments of the present invention, the step of modifying each of the corresponding relationships may include: responding to the operation of releasing the accelerator, and correcting the corresponding relation between the acceleration torque and the vehicle speed data and the corresponding relation between the acceleration torque response and the operation data by using the current acceleration index; and responding to the operation of stepping on the accelerator, and correcting the corresponding relation between the braking torque and the vehicle speed data and the corresponding relation between the braking torque response and the operation data by using the current braking index.

Preferably, in some embodiments of the present invention, the step of modifying each corresponding relationship may further include: monitoring correction amounts for each of the correspondence relationships; and stopping the correction operation for each of the correspondence relationships in response to the correction amount in the same operation process reaching a correction threshold.

Optionally, in some embodiments of the present invention, the step of modifying each corresponding relationship may further include: detecting an acceleration torque indicated by the correction operation and an acceleration torque response in response to an operation of stepping on the accelerator; canceling the correcting operation in response to the acceleration torque or the acceleration torque response indicated by the correcting operation being larger than the acceleration torque or the acceleration torque response of the sport mode; and canceling the correcting operation in response to the acceleration torque or the acceleration torque response indicated by the correcting operation being smaller than the acceleration torque or the acceleration torque response in the economy mode.

Optionally, in some embodiments of the present invention, the step of modifying each corresponding relationship may further include: detecting a braking torque and a braking torque response of the correction operation instruction in response to an operation of stepping on the brake; in response to the braking torque or braking torque response indicated by the correction operation being smaller than the braking torque or braking torque response corresponding to the weakest recovery capacity, canceling the correction operation; and responding to the braking torque or braking torque response indicated by the correction operation being larger than the braking torque or braking torque response corresponding to the strongest recovery capacity, and canceling the correction operation.

Optionally, in some embodiments of the present invention, the control method may further include: in response to the stopping, powering off and the operation of cutting out a running gear of the vehicle, stopping calculating the target index and maintaining the current index of the vehicle unchanged; and/or in response to the vehicle being in other driving modes, performing the calculation of the target index while maintaining the current index of the vehicle unchanged.

Optionally, in some embodiments of the present invention, the control method may further include: determining a plurality of driving modes according to the value of the current index, wherein each driving mode corresponds to a value interval of the current index; and compensating the basic corresponding relation file according to the driving mode to obtain the corrected corresponding relation.

Optionally, in some embodiments of the present invention, the step of retrieving each of the corrected corresponding relationships may include: and calling a corresponding relation file according to the adjusted current index so as to obtain the corrected corresponding relation. The step of operating the adaptive driving mode may comprise: determining corresponding target output torque and target torque response according to the vehicle speed data, the operation data and each corrected corresponding relation; acquiring available discharge power of a power battery from a battery management system; verifying the rationality of the target output torque and the target torque response according to the available discharge power; in response to the rationality being verified, outputting in accordance with the target output torque and the target torque response; and in response to the rationality not being verified, outputting according to the output torque and the torque response corresponding to the available discharge power.

Optionally, in some embodiments of the present invention, the control method may further include: in response to an operation of switching into the adaptive driving mode, sending a signal to an on-board instrument display system to display an identification of the adaptive driving mode; and responding to the fact that the correction amount of any corresponding relation is larger than a prompt threshold value, and sending a signal to the vehicle-mounted instrument display system to prompt corresponding correction operation.

According to another aspect of the present invention, there is also provided a control apparatus for adaptive driving mode, comprising a memory and a processor. The processor is connected with the memory and is configured to implement the control method of the adaptive driving mode provided by any one of the embodiments, so that adaptive learning is performed according to the driving style and driving habits of a driver, and the torque analysis and the torque filtering of the vehicle are adjusted in real time to meet the individual driving requirements of different users and different road conditions.

According to another aspect of the present invention, a computer-readable storage medium is also provided herein.

The present invention provides the above computer readable storage medium having stored thereon computer instructions. When the computer instructions are executed by the processor, the control method of the adaptive driving mode provided by any one of the embodiments is implemented, so that adaptive learning is performed according to the driving style and driving habits of a driver, and the torque analysis and the torque filtering of the vehicle are adjusted in real time, so as to meet the individual driving requirements of different users and different road conditions.

Drawings

The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar relative characteristics or features may have the same or similar reference numerals.

Fig. 1 illustrates a flowchart of a control method of an adaptive driving mode according to an aspect of the present invention.

Fig. 2 shows a schematic architecture diagram of a control device for adaptive driving mode provided according to another aspect of the present invention.

Detailed Description

The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in connection with the preferred embodiments, there is no intent to limit its features to those embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Additionally, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," "vertical" and the like as used in the following description are to be understood as referring to the segment and the associated drawings in the illustrated orientation. The relative terms are used for convenience of description only and do not imply that the described apparatus should be constructed or operated in a particular orientation and therefore should not be construed as limiting the invention.

It will be understood that, although the terms first, second, third, etc. may be used herein to describe various elements, regions, layers and/or sections, these elements, regions, layers and/or sections should not be limited by these terms, but rather are used to distinguish one element, region, layer and/or section from another element, region, layer and/or section. Thus, a first component, region, layer or section discussed below could be termed a second component, region, layer or section without departing from some embodiments of the present invention.

As described above, the existing fixed driving mode has a large granularity of setting, and cannot meet the preference and demand of the user between several modes. In order to meet various individual requirements of users, the invention provides a control method of a self-adaptive driving mode, a control device of the self-adaptive driving mode and a computer readable storage medium, which are used for carrying out self-adaptive learning according to the driving style and driving habits of a driver and adjusting the torque analysis and the torque filtering of a vehicle in real time so as to meet the individual driving requirements of different users and different road conditions.

In some embodiments of the present invention, the control method of the adaptive driving mode may be implemented by a processor of the control device. The processor may be referred to as a Vehicle Control Unit (VCU). It will be appreciated that in other embodiments, the adaptive driving mode control may be configured with a dedicated processor

Referring to fig. 1, fig. 1 illustrates a flowchart of a control method of an adaptive driving mode according to an aspect of the present invention.

As shown in fig. 1, the method for controlling the adaptive driving mode according to the present invention may include step 101: vehicle speed data and operational data of the vehicle are collected.

In some embodiments of the present invention, vehicle Speed data may be collected by an Electronic Stability Controller (ESC) of the vehicle body. The operating data may include an accelerator displacement amount and a brake displacement amount. The accelerator displacement amount indicates a stroke of an accelerator pedal. The brake displacement amount indicates a stroke of the brake pedal. In some embodiments, the throttle displacement and brake displacement may be collected, calculated, and expressed in terms of percentages by the vehicle's overall control unit VCU.

The processor CAN acquire the current speed data of the vehicle from the electronic stability controller ESC in real time through the CAN communication network, and acquire the displacement percentage of the accelerator and the displacement percentage of the brake from the vehicle control unit VCU in real time, so as to be used for learning the driving habits of users in a self-adaptive manner, thereby providing a data basis for the torque correction of the self-adaptive driving mode.

As shown in fig. 1, the method for controlling the adaptive driving mode according to the present invention may further include step 102: a target index is calculated from the vehicle speed data and the operational data.

In response to the vehicle speed data provided by the electronic stability controller ESC and the displacement percentages of the accelerator and the brake provided by the vehicle control unit VCU, the processor may monitor the displacement percentages of the accelerator and the brake in real time to determine whether the accelerator and the brake are currently depressed.

In response to the driver depressing the accelerator, the processor may determine that the driver is in need of acceleration at that time, and thus differentiate the current vehicle speed data of the vehicle to calculate the real-time acceleration of the vehicle: sdsavra (v) ═ dv/dt. Meanwhile, the processor can also differentiate the accelerator displacement to calculate the real-time accelerator change rate: sdsacel (v) ═ dacel/dt.

The processor may then weight the real-time acceleration SDSavrA and the throttle change rate SDSacel to calculate a target acceleration index SDSa. Specifically, the processor may consult a mapping table of empirical data based on the current vehicle speed data of the vehicle to determine the vehicle speed correction SDS index Fac1 for the real-time acceleration SDSavrA and the vehicle speed correction SDS index Fac2 for the throttle rate of change SDSacel. The vehicle speed correction SDS indexes Fac1 and Fac2 can be obtained through large data accumulation and give specific data in combination with actual vehicle calibration, wherein the vehicle speed correction SDS index Fac1 reflects the acceleration requirement of a driver, and the vehicle speed correction SDS index Fac2 reflects the degree of urgency of acceleration of the driver.

In some embodiments, the processor may determine the driver's urgency to accelerate based on the throttle change rate SDSacel and the duration of the driver's throttle tip-in. Specifically, in response to monitoring that the rate of change of the throttle travel is greater than 150pct/s and continues to step on for more than 100ms, the processor may determine that the driver is stepping on the throttle quickly, which is relatively urgent. Conversely, the processor may determine that the driver is less eager to accelerate.

In some embodiments, the processor may determine that the acceleration requirement corresponding to a certain accelerator displacement percentage is small and the acceleration hassle degree is low in a low-speed scene where the current vehicle speed of the vehicle is less than 10 km/h, so as to determine the vehicle speed correction SDS indexes Fac1 and Fac2 to be small values. In other embodiments, the processor may also determine that the acceleration requirement is greater and the acceleration urgency is higher for the same accelerator displacement percentage in a high-speed scenario where the current vehicle speed of the vehicle is greater than 80 km/h, so as to determine the vehicle speed correction SDS indexes Fac1 and Fac2 as larger values.

Similarly, in response to the driver's operation of depressing the brake, the vehicle control unit VCU may determine that the driver has a need for deceleration at that time, thereby differentiating the current vehicle speed data of the vehicle to calculate the real-time deceleration of the vehicle: sdsavrb (v) ═ dv/dt. Meanwhile, the vehicle control unit VCU can also differentiate the brake displacement to calculate the real-time brake change rate: sdsbrk (v) ═ dv/dt.

The processor may then weight the real-time deceleration SDSavrB and the brake rate of change SDSbrk to calculate a target brake index SDSb. Specifically, the processor may consult a mapping table of empirical data based on the current vehicle speed data of the vehicle to determine the vehicle speed correction SDS index Fac3 for the real-time deceleration SDSavrB and the vehicle speed correction SDS index Fac4 for the brake rate of change SDSbrk. The vehicle speed correction SDS index Fac3 reflects the driver's deceleration demand. The vehicle speed correction SDS index Fac4 reflects the urgency of the driver's deceleration.

In some embodiments, the processor may determine that the deceleration requirement corresponding to a certain brake displacement percentage is small and the deceleration urgency is low in a low-speed scenario where the current vehicle speed of the vehicle is less than 10 km/h, so as to determine the vehicle speed correction SDS indexes Fac3 and Fac4 to be small values. In other embodiments, the processor may also determine that the deceleration requirement corresponding to the same brake displacement percentage is greater and the degree of urgency of deceleration is higher in a high-speed scenario in which the current vehicle speed of the vehicle is greater than 80 km/h, so as to determine the vehicle speed correction SDS indexes Fac3 and Fac4 as larger values.

As shown in fig. 1, the method for controlling the adaptive driving mode according to the present invention may further include step 103: the current index of the vehicle is adjusted according to the target index.

As described above, the target indices include the target acceleration index SDSa and the target braking index SDSb. Accordingly, the current index of the vehicle may include a current acceleration index SDSa₀And current braking index SDSb₀. In some embodiments, the processor may gradually increase the current acceleration index SDSa by an increase step size₀Regulating to target accelerationIndex SDSa to accommodate the actual acceleration demand of the driver. Likewise, the processor may gradually decrease the current braking index SDSb by a decreasing step size₀The target braking index SDSb is adjusted to suit the actual braking demand of the driver.

Specifically, in response to a power-down operation of the vehicle, the processor may store the current target acceleration index SDSa and the target braking index SDSb to the memory of the control device. Thereafter, in response to the vehicle being powered on again, the processor may retrieve from the memory the target acceleration index SDSa and the target braking index SDSb stored therein as the current acceleration index SDSa for the current driving₀And current braking index SDSb₀Is started. Setting the target acceleration index SDSa and the target braking index SDSb of the previous driving as the current acceleration index SDSa of the current driving₀And current braking index SDSb₀The invention can directly adapt to the driving habit of the driver in the previous driving, thereby more quickly meeting the actual acceleration requirement and braking requirement of the driver.

Thereafter, in response to the driver's operation to depress or release the accelerator, the processor may recalculate the real-time acceleration SDSavrA and the accelerator change rate SDSacel to update the target acceleration index SDSa. In some embodiments, the processor may calculate the updated target acceleration index SDSa and the current acceleration index SDSa in real time₀Difference of (i.e. SDSa-SDSa)₀) And multiplies the difference by a preset step percentage to determine an increase step of the acceleration index SDSa. The processor may step-by-step the current acceleration index SDSa according to the increment step size₀The target acceleration index SDSa is adjusted so as to prevent some unusual rapid acceleration operation by the driver from having an excessive influence on the adjustment of the driving mode. The complete cycle of the stepwise adjustment may be one day. The stability of the output torque and the twist response can be improved by setting the increasing step length to slow down the regulation speed of the acceleration index SDSa, so that traffic accidents caused by sudden change of the output torque and the twist response are prevented. In some embodiments, the target acceleration index SDSa or the current acceleration index SDSa is responded to₀In a variation of (2), the processor may alsoAnd updating the increasing step length in real time to adjust the torque analysis and torque filtering strategy of the vehicle in real time.

Accordingly, in response to the driver's operation to depress or release the brake, the processor may recalculate the real-time deceleration SDSavrB and the brake change rate SDSbrk to update the target brake index SDSb. In some embodiments, the processor may calculate the updated target braking index SDSb and the current braking index SDSb in real time₀Difference of (i.e. SDSb-SDSb)₀) And multiplies the difference by a preset step percentage to determine a reduction step of the braking index SDSb. The processor may gradually change the current braking index SDSb according to the decreasing step size₀The target braking index SDSb is adjusted so as to prevent some unusual sudden braking actions of the driver from having an excessive impact on the adjustment of the driving pattern. The complete cycle of the stepwise adjustment may be one day. The stability of the output torque and the twist response can be improved by setting the reduction step length to slow down the regulation speed of the braking index SDSb, so that traffic accidents caused by sudden change of the output torque and the twist response are prevented. In some embodiments, the target braking index SDSb or the current braking index SDSb is responded to₀The processor may also update the reduced step size in real time to adjust the torque resolution and torque filtering strategy of the vehicle in real time.

In some embodiments of the invention, in response to a vehicle stop, vehicle power down, etc. scenario, and a driver shifting gears to neutral, park, or reverse, the processor may stop the calculation of the target acceleration index SDSa and the target braking index SDSb, and maintain the current acceleration index SDSa of the vehicle₀And current braking index SDSb₀And keeping the current torque analysis and torque filtering strategy of the vehicle unchanged.

In other embodiments, in response to the vehicle being in a driving gear but in an Economy (ECO), NORMAL (NORMAL), SPORT (SPORT), or other driving mode, the processor may update the target acceleration index SDSa and the target braking index SDSb in real time in the background according to the vehicle speed data and the operation data collected by the on-board meter display system HU, but maintain the current acceleration index SDSa of the vehicle₀And whenFront braking index SDSb₀And keeping the current torque analysis and torque filtering strategy of the vehicle unchanged. By updating the target acceleration index SDSa and the target braking index SDSb in real time, the driving style and driving habits of the driver can be learned in a self-adaptive manner, so that the actual acceleration requirement and braking requirement of the driver can be met quickly after the vehicle is switched into the self-adaptive driving mode.

As shown in fig. 1, the method for controlling the adaptive driving mode according to the present invention may further include step 104: and correcting the corresponding relation between the output torque and the vehicle speed data and the operation data and the corresponding relation between the torque response and the vehicle speed data and the operation data according to the adjusted current index.

In some embodiments of the invention, in response to the vehicle being in a driving gear and in an adaptive driving mode, the processor may adjust the current acceleration index SDSa during driving of the vehicle according to the adjusted current acceleration index₀And current braking index SDSb₀The output torque and torque response of the vehicle are corrected.

Specifically, the processor can judge the operation of pressing the accelerator by the user and the operation of releasing the accelerator by the user according to the variation condition of the displacement percentage of the accelerator.

In the operation process of releasing the accelerator by a user, the vehicle is in a deceleration state, and comparison data of output torque and torque response of an acceleration working condition are not needed. At this time, the processor may utilize the current acceleration index SDSa₀The output torque reference data and the torque response reference data for acceleration are corrected. The acceleration torque reference data may be a MAP format file. The abscissa of the file may indicate vehicle speed, the ordinate may indicate accelerator displacement, and the values of the elements may indicate acceleration torque corresponding to vehicle speed and accelerator displacement. That is, the acceleration torque comparison data may describe the correspondence relationship of the acceleration torque with the vehicle speed data, the operation data.

In some embodiments, the processor may query the MAP file for the acceleration torque based on the current vehicle speed and the accelerator displacement of the vehicle to determine the corresponding acceleration torque. For example: when the current vehicle speed of the vehicle is 50kph and the accelerator displacement is 20%, the processor can determine to output 30% of the current maximum output torque of the whole vehicle according to the comparison MAP file of the acceleration torque.

Accordingly, the torque response control data may also be a MAP formatted file. The abscissa of the file may indicate vehicle speed, the ordinate may indicate accelerator displacement, and the values of the elements may indicate acceleration torque change rates corresponding to vehicle speed and accelerator displacement. That is, the torque response collation data may describe the correspondence relationship of the acceleration torque response to the vehicle speed data, the operation data.

In some embodiments, the processor may query the control MAP file of torque responses based on the current vehicle speed and throttle displacement of the vehicle to determine a corresponding acceleration torque rate of change. For example: when the current speed of the vehicle is 50kph and the accelerator displacement is 20%, the processor can determine to increase the actual output torque to 30% of the maximum output torque of the whole vehicle within 0.5 second according to the comparison MAP file of the acceleration torque.

In the operation process of stepping on the accelerator by a user, the vehicle is in an acceleration state, and comparison data of output torque and torque response of a deceleration working condition are not needed. At this point, the processor may utilize the current braking index SDSb₀The output torque comparison data and the torque response comparison data for braking are corrected. As above, the brake torque comparison data may be a MAP file, and may describe the correspondence relationship between the brake torque and the vehicle speed data and the operation data. The torque response comparison data may also be a MAP-formatted file, which may describe the correspondence between the brake torque response and the vehicle speed data and the operation data.

By modifying the output torque comparison data and the torque response comparison data of the brake during acceleration and the output torque comparison data and the torque response comparison data of the acceleration during deceleration, the processor can modify the output torque magnitude and the torque response rate of the adaptive driving mode in turn, thereby performing adaptive learning on the driving style and the driving habit of the driver. Meanwhile, the scheme can also ensure that the output torque comparison data and the torque response comparison data which are being called are stable, thereby avoiding potential safety hazards caused by sudden changes of the output torque and the torque response.

In some preferred embodiments, the processor may also appropriately limit the rate and amount of correction to ensure that the output torque and torque response of the vehicle vary smoothly within a reasonable range, thereby improving the safety of vehicle driving.

Specifically, the processor may treat the driver as one throttle cycle each time the throttle is depressed and treat the full throttle release as one energy recovery cycle. The energy recovery cycle may include a coasting procedure in which neither the accelerator nor the brake is applied, and may also include a braking procedure in which the brake is applied. In each throttle cycle and energy recovery cycle, the processor can monitor and count the correction amount of the corresponding relation between the output torque and the vehicle speed and the operation of the current correction operation, and the correction amount of the corresponding relation between the torque response and the vehicle speed and the operation. In response to the current cycle, the accumulated correction amount of any one of the corresponding relations reaches a preset correction threshold (for example, 1%), the processor may stop the correction operation of each corresponding relation to ensure that the output torque and the torque response of the vehicle change smoothly, thereby improving the safety of vehicle driving.

In addition, the processor can also monitor the acceleration torque and the acceleration torque response indicated by the correction operation, so that the output torque and the torque response of the vehicle are controlled within a reasonable range, and the driving safety of the vehicle is improved. Specifically, in some embodiments, in response to the driver depressing the accelerator, the processor may detect and compare the acceleration torque and the acceleration torque response indicated by the corrective action with the acceleration torque and the acceleration torque response of the vehicle in the sport mode and the economy mode to determine whether the acceleration torque and the acceleration torque response indicated by the corrective action are reasonable.

If the acceleration torque or the acceleration torque response indicated by the correction operation is greater than the acceleration torque or the acceleration torque response indicated by the sport mode, the processor may determine that the acceleration torque or the acceleration torque response indicated by the correction operation exceeds the maximum value of the reasonable range, thereby canceling the correction operation. Similarly, if the acceleration torque or the acceleration torque response indicated by the correction operation is smaller than the acceleration torque or the acceleration torque response in the economy mode, the processor may determine that the acceleration torque or the acceleration torque response indicated by the correction operation is out of the minimum value of the reasonable range, thereby canceling the correction operation. On the contrary, if the acceleration torque indicated by the correction operation is between the acceleration torques in the sport mode and the economy mode, and the acceleration torque response indicated by the correction operation is between the acceleration torque responses in the sport mode and the economy mode, the processor may determine that the acceleration torque and the acceleration torque response indicated by the correction operation are within a reasonable range, and perform the correction operation.

Based on the same principle, the processor can also monitor the braking torque and the braking torque response of the correction operation indication, so that the output torque and the torque response of the vehicle are controlled within a reasonable range, and the driving safety of the vehicle is improved. Specifically, in some embodiments, in response to a driver's operation to depress the brake, the processor may detect and compare the brake torque and brake torque response indicated by the corrective operation to the brake torque and brake torque response corresponding to the weakest and strongest recovery capabilities of the vehicle to determine whether the brake torque and brake torque response indicated by the corrective operation is reasonable.

If the braking torque or braking torque response indicated by the correction operation is larger than the braking torque or braking torque response corresponding to the strongest recovery capacity, the processor can judge that the braking torque or braking torque response indicated by the correction operation exceeds the maximum value of the reasonable range, so that the correction operation is cancelled. Similarly, if the braking torque or braking torque response indicated by the correction operation is smaller than the braking torque or braking torque response corresponding to the weakest recovery capability, the processor may determine that the braking torque or braking torque response indicated by the correction operation exceeds the minimum value of the reasonable range, thereby canceling the correction operation. On the contrary, if the braking torque indicated by the correcting operation is between the braking torques corresponding to the weakest recovery capability and the strongest recovery capability, and the braking torque response indicated by the correcting operation is between the accelerating torque responses corresponding to the weakest recovery capability and the strongest recovery capability, the processor may determine that the braking torque indicated by the correcting operation and the braking torque response are within a reasonable range, and then execute the correcting operation.

By properly limiting the correction rate and the correction range of the output torque and the torque response, the invention can ensure that the output torque and the torque response of the vehicle stably change in a reasonable range, thereby improving the safety of the vehicle under driving conditions such as acceleration, braking and the like.

In some embodiments of the invention, the current acceleration index SDSa₀Can be divided into N1 intervals. The processor may be based on the current index SDSa₀Determines N1 driving modes. Thereafter, the processor may perform an addition and subtraction compensation (offset) operation on the basic drive Pedmap torque file according to the corresponding driving mode to obtain a corrected correspondence relationship. The offset may be set to a proportion of the base drive Pedmap torque for effecting a proportional adjustment of the drive torque. Similarly, the processor may also perform an addition and subtraction compensation (offset) operation on the basic drive Pedmap torque response file according to the corresponding driving mode to obtain the corrected corresponding relationship.

Accordingly, the current braking index SDSb₀Can also be divided into N2 intervals. The processor may be configured to determine the current braking index SDSb₀Determines N2 driving modes. Thereafter, the processor may perform an addition and subtraction compensation amount (offset) operation on the basic brake Pedmap torque file according to the corresponding driving mode to obtain a corrected correspondence relationship. The compensation amount may be set to a proportion of the base brake Pedmap torque for effecting proportional adjustment of the brake torque. Similarly, the processor may also perform an addition and subtraction compensation amount (offset) operation on the basic braking Pedmap torque response file according to the corresponding driving mode to obtain the corrected corresponding relationship.

By correcting the basic corresponding relation file, more self-adaptive driving modes can be further introduced on the basis of 2-3 driving modes such as the existing economy/normal/sport and the like, the same effect as that of applying a plurality of Pedmap files is achieved, and therefore the torque magnitude and the torque response speed are floated up and down in a certain proportion under the condition that the accelerator is the same, and the occupation condition of a CPU is reduced.

In some embodiments, the current acceleration index SDSa₀The number of the value intervals N1 can be equal to the current braking index SDSb₀The number of the intervals (2) is the same, i.e., N1-N2-N. By applying the current acceleration index SDSa₀And current braking index SDSb₀The invention can realize a plurality of self-adaptive driving modes in software, and is used for reducing the set granularity of the existing driving mode, thereby meeting the preference and the requirement of a user among several modes.

As shown in fig. 1, the method for controlling the adaptive driving mode according to the present invention may further include step 105: and calling each corrected corresponding relation according to the adjusted current index so as to run the self-adaptive driving mode.

In some embodiments of the invention, the processor may switch the driving mode to the adaptive driving mode in response to the driver switching the driving mode to the adaptive driving mode in accordance with the current acceleration index SDSa₀And current braking index SDSb₀And carrying out corresponding compensation correction on the basic MAP file. And then, the processor can obtain corresponding target output torque and target torque response according to the current vehicle speed, the accelerator displacement and the brake displacement, and drive or brake the vehicle according to the target output torque and the target torque response so as to realize the self-adaptive driving of the vehicle.

Responding to the current acceleration index SDSa during the operation of the adaptive driving mode₀And current braking index SDSb₀May be adjusted according to the adjusted current acceleration index SDSa₀And current braking index SDSb₀And carrying out real-time online compensation on the MAP file to obtain the corrected corresponding relation. The processor may then drive or brake the vehicle in accordance with the corrected correspondence to enable adaptive learning of the driver's driving style and driving habits.

In some preferred embodiments, the processor may be connected to a Battery Management System (BMS) of the vehicle via a CAN communication network of the vehicle, and adapted to obtain available discharge power of the power Battery from the BMS to verify whether the output torque and the torque response indicated by the corrected correspondence relationship are reasonable.

Specifically, the battery management system BMS may calculate a current available discharge power of the power battery based on the remaining capacity of the power battery and other power battery information, and transmit the calculation result to the processor through the CAN communication network. The processor may calculate a maximum output torque and a fastest torque response that the power battery can bear in response to the available discharge power provided by the battery management system BMS.

If the target output torque or the target torque response obtained by looking up the table according to the current vehicle speed, the accelerator displacement and the brake displacement is larger than the maximum output torque or the fastest torque response which can be borne by the power battery, the processor can judge that the target output torque and the target torque response are unreasonable, so that the output is carried out according to the output torque and the torque response corresponding to the available discharge power. On the contrary, if the target output torque and the target torque response obtained by the lookup table according to the current vehicle speed, the accelerator displacement and the brake displacement are smaller than the maximum output torque and the fastest torque response which can be borne by the power battery, the processor can judge that the target output torque and the target torque response are reasonable, and therefore output can be carried out according to the target output torque and the target torque response.

In some embodiments, the processor may be connected to the on-board meter display system HU via the CAN communication network of the vehicle. In response to the driver switching the driving mode to the adaptive driving mode, the processor may send a signal to the on-board meter display system HU via the CAN communication network, thereby displaying to the user an indication that the vehicle has entered the adaptive driving mode.

In some preferred embodiments, the processor may also monitor the correction for each correspondence. In response to the fact that the correction amount of any one corresponding relation is larger than a preset prompt threshold value, the processor can send a signal to the vehicle-mounted instrument display system HU, prompt information of 'match new drive and recovery for you' is displayed through the vehicle-mounted instrument display system HU, so that the user is prompted of the large-amplitude correction operation, and potential safety hazards caused by large-amplitude changes of output torque and torque response are avoided.

While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.

According to another aspect of the present invention, there is also provided a control apparatus for an adaptive driving mode.

Referring to fig. 2, fig. 2 is a schematic diagram illustrating an architecture of a control apparatus for adaptive driving mode according to another aspect of the present invention.

As shown in fig. 2, the control device 20 for adaptive driving mode according to the present invention includes a memory 21 and a processor 22. The processor 22 is connected to the memory 21 and configured to implement the control method of the adaptive driving mode provided in any of the above embodiments, so as to perform adaptive learning according to the driving style and driving habits of the driver, and adjust the torque analysis and torque filtering of the vehicle in real time, so as to meet the personalized driving requirements of different users and different road conditions.

The present invention provides the above computer readable storage medium having stored thereon computer instructions. When executed by the processor 22, the computer instructions implement the control method of the adaptive driving mode provided in any of the above embodiments, so as to perform adaptive learning according to the driving style and driving habits of the driver, and adjust the torque analysis and torque filtering of the vehicle in real time, so as to meet the personalized driving requirements of different users and different road conditions.

Although the processor 22 described in the above embodiments may be implemented by a combination of software and hardware. It will be appreciated that the processor 22 may be implemented solely in software or hardware. For a hardware implementation, the processor 22 may be implemented within one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), digital signal processing devices (DAPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, other electronic devices designed to perform the functions described herein, or a selected combination thereof. For a software implementation, the processor 22 may be implemented by separate software modules running on a common chip, such as program modules (processes) and function modules (functions), each of which may perform one or more of the functions and operations described herein.

The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method of an adaptive driving mode, characterized by comprising:

collecting vehicle speed data and operation data of a vehicle;

calculating a target index according to the vehicle speed data and the operation data;

adjusting the current index of the vehicle according to the target index;

correcting the corresponding relation between the output torque and the vehicle speed data and the corresponding relation between the output torque and the operation data and the corresponding relation between the torque response and the vehicle speed data and the operation data according to the adjusted current index; and

and calling each corrected corresponding relation according to the adjusted current index so as to operate the self-adaptive driving mode.

2. The control method according to claim 1, wherein the operation data includes an accelerator displacement amount and a brake displacement amount, and the step of calculating the target index includes:

in response to an accelerator depression operation, differentiating the vehicle speed data to calculate a real-time acceleration of the vehicle, and differentiating the accelerator displacement to calculate an accelerator change rate;

differentiating the vehicle speed data to calculate a real-time deceleration of the vehicle and differentiating the brake displacement amount to calculate a brake change rate in response to an operation of depressing a brake;

weighting and summing the real-time acceleration and the throttle change rate to calculate a target acceleration index; and

the real-time deceleration and the brake rate of change are weighted and summed to calculate a target braking index.

3. The control method of claim 2, wherein the step of adjusting the current index comprises:

taking a target index stored when the vehicle is powered off as an initial value of the current index;

updating the target acceleration index in response to a throttle operation and adjusting the current acceleration index according to an increase step size; and

the target braking index is updated in response to brake operation, and the current braking index is adjusted according to a decreasing step size.

4. The control method of claim 3, wherein the step of adjusting the current index further comprises:

determining the increasing step length according to the current acceleration index and the target acceleration index; and

and determining the reduction step length according to the current brake index and the target brake index.

5. The control method according to claim 3, wherein the step of correcting each of the correspondences includes:

responding to the operation of releasing the accelerator, and correcting the corresponding relation between the acceleration torque and the vehicle speed data and the corresponding relation between the acceleration torque response and the operation data by using the current acceleration index; and

and responding to the operation of stepping on the accelerator, and correcting the corresponding relation between the braking torque and the vehicle speed data and the operation data and the corresponding relation between the braking torque response and the vehicle speed data and the operation data by using the current braking index.

6. The control method according to claim 5, wherein the step of correcting each of the correspondences further comprises:

monitoring correction amounts for each of the correspondence relationships; and

in response to the correction amount in the same operation process reaching a correction threshold value, the correction operation for each of the correspondence relationships is stopped.

7. The control method according to claim 5, wherein the step of correcting each of the correspondences further comprises:

detecting an acceleration torque indicated by the correction operation and an acceleration torque response in response to an operation of stepping on the accelerator;

canceling the correcting operation in response to the acceleration torque or the acceleration torque response indicated by the correcting operation being larger than the acceleration torque or the acceleration torque response of the sport mode; and

and canceling the correcting operation in response to the acceleration torque or the acceleration torque response indicated by the correcting operation being smaller than the acceleration torque or the acceleration torque response in the economy mode.

8. The control method according to claim 5, wherein the step of correcting each of the correspondences further comprises:

detecting a braking torque and a braking torque response of the correction operation instruction in response to an operation of stepping on the brake;

in response to the braking torque or braking torque response indicated by the correction operation being smaller than the braking torque or braking torque response corresponding to the weakest recovery capacity, canceling the correction operation; and

and canceling the correction operation in response to the brake torque or the brake torque response indicated by the correction operation being larger than the brake torque or the brake torque response corresponding to the strongest recovery capacity.

9. The control method according to claim 1, further comprising:

in response to the stopping, powering off and the operation of cutting out a running gear of the vehicle, stopping calculating the target index and maintaining the current index of the vehicle unchanged; and/or

The calculation of the target index is performed in response to the vehicle being in other driving modes but with the current index of the vehicle maintained.

10. The control method according to claim 1, further comprising:

determining a plurality of driving modes according to the value of the current index, wherein each driving mode corresponds to a value interval of the current index; and

and compensating the basic corresponding relation file according to the driving mode to obtain the corrected corresponding relation.

11. The control method according to claim 1, wherein the step of calling up each of the corrected correspondences includes:

calling a corresponding relation file according to the adjusted current index to obtain a corrected corresponding relation,

the step of operating the adaptive driving mode comprises:

determining corresponding target output torque and target torque response according to the vehicle speed data, the operation data and each corrected corresponding relation;

acquiring available discharge power of a power battery from a battery management system;

verifying the rationality of the target output torque and the target torque response according to the available discharge power;

in response to the rationality being verified, outputting in accordance with the target output torque and the target torque response; and

and responding to the rationality failure verification, and outputting according to the output torque and the torque response corresponding to the available discharge power.

12. The control method according to claim 1, further comprising:

in response to an operation of switching into the adaptive driving mode, sending a signal to an on-board instrument display system to display an identification of the adaptive driving mode; and

and responding to the fact that the correction quantity of any corresponding relation is larger than a prompt threshold value, and sending a signal to the vehicle-mounted instrument display system to prompt corresponding correction operation.

13. An adaptive driving mode control device, comprising a memory and a processor, wherein the processor is connected with the memory and configured to implement the control method according to any one of claims 1 to 12.

14. A computer-readable storage medium having stored thereon computer instructions, which, when executed by a processor, implement the control method of any one of claims 1 to 12.