CN115092155A

CN115092155A - Vehicle control method and device and vehicle-mounted controller

Info

Publication number: CN115092155A
Application number: CN202210845589.XA
Authority: CN
Inventors: 王怡玺; 黄国栋; 王亮; 吕喜锋; 胡文涛; 刘国瑞; 张甲举; 窦国伟
Original assignee: Zhejiang Geely Holding Group Co Ltd; Weirui Electric Automobile Technology Ningbo Co Ltd; Zhejiang Zeekr Intelligent Technology Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Weirui Electric Automobile Technology Ningbo Co Ltd; Zhejiang Zeekr Intelligent Technology Co Ltd
Priority date: 2022-07-19
Filing date: 2022-07-19
Publication date: 2022-09-23

Abstract

The application provides a vehicle control method and device and a vehicle-mounted controller. The method comprises the following steps: the vehicle-mounted controller acquires the driving information of the vehicle in real time. And the vehicle-mounted controller determines a score corresponding to each piece of driving information according to the driving information. And the vehicle-mounted controller calculates to obtain a driving index according to the preset correction coefficient and the score corresponding to each driving information. And the vehicle-mounted controller makes a decision according to the driving index and determines the target driving mode at the current moment. And if the target driving mode at the current moment is the same as the actual driving mode at the current moment, the vehicle-mounted controller does not process the target driving mode. Otherwise, if the target driving mode at the current moment is different from the actual driving mode at the current moment, the vehicle-mounted controller controls the vehicle to automatically switch to the target driving mode. The method improves the control efficiency of the vehicle.

Description

Vehicle control method and device and vehicle-mounted controller

Technical Field

The present application relates to the field of control, and in particular, to a vehicle control method and apparatus, and a vehicle-mounted controller.

Background

With the continuous development of science and technology and the continuous concentration of vehicle control systems, the requirements of users on vehicle control continuously develop rapidly and simply.

Currently, the driving modes of the vehicle mainly include three modes, namely ECO, Normal and Sport. In the prior art, a user can change the driving mode in a manual switching mode. For example, the user can switch the driving mode by clicking a key of the driving mode.

However, the prior art relies on manpower to complete the switching of the driving modes, and has the problem of low control efficiency.

Disclosure of Invention

The application provides a vehicle control method, a vehicle control device and a vehicle-mounted controller, which are used for solving the problem of low control efficiency caused by the fact that the prior art depends on manpower to complete the switching of a driving mode.

In a first aspect, the present application provides a vehicle control method comprising:

acquiring running information of a vehicle in real time;

calculating the running index of the vehicle at the current moment in real time according to the running information;

and determining and automatically switching the target driving mode of the vehicle according to the running index.

Optionally, the adjusting the driving index of the vehicle in real time according to the driving information specifically includes:

and determining the running index of the vehicle at the current moment according to the opening value of an acceleration pedal, the change rate of the acceleration pedal, the ambient temperature correction coefficient, the change rate value of a brake pedal, the yaw rate value, the residual capacity correction coefficient, the battery health correction coefficient and the running index of the vehicle at the previous moment in the running information at the current moment.

Optionally, the determining and automatically switching the target driving mode of the vehicle according to the driving index specifically includes:

when the driving index is smaller than or equal to a first index, determining and automatically switching a target driving mode of the vehicle to be a first mode;

when the driving index is greater than or equal to a second index and less than or equal to a third index, determining and automatically switching the target driving mode of the vehicle to be a second mode;

and when the running index is greater than or equal to a fourth index, determining and automatically switching the target driving mode of the vehicle to a third mode.

Optionally, when the vehicle is powered on, the method further includes:

acquiring a historical travel index stored in the vehicle, the historical travel index being used as the travel index at a previous time when the travel index calculated for the first time after power-on was acquired.

Optionally, when the vehicle is powered off, the method further comprises:

determining a running index mean value according to the historical running index and the running index at the current moment;

and storing the running index average value so that the running index average value covers the historical running index.

Optionally, the method further comprises:

determining road condition information at the current moment from the navigation information;

and determining and automatically switching the target driving mode of the vehicle according to the road condition information.

In a second aspect, the present application provides a vehicle control apparatus comprising:

the acquisition module is used for acquiring the driving information of the vehicle in real time;

the processing module is used for calculating the driving index of the vehicle at the current moment in real time according to the driving information; and determining and automatically switching the target driving mode of the vehicle according to the running index.

Optionally, the processing module is specifically configured to:

and determining the running index of the vehicle at the current moment according to the opening degree score of an acceleration pedal, the change rate of the acceleration pedal, the ambient temperature correction coefficient, the change rate score of a brake pedal, the yaw velocity score, the residual capacity correction coefficient, the battery health degree correction coefficient and the running index of the vehicle at the previous moment in the running information at the current moment.

Optionally, the processing module is specifically configured to:

when the driving index is larger than or equal to a second index and smaller than or equal to a third index, determining and automatically switching the target driving mode of the vehicle to be a second mode;

Optionally, when the vehicle is powered on, the processing module is further configured to:

Optionally, when the vehicle is powered off, the processing module is further configured to:

Optionally, the processing module is further configured to:

In a third aspect, the present application provides an onboard controller comprising: a memory and a processor;

the memory is used for storing a computer program; the processor is configured to execute the vehicle control method of the first aspect and any one of the possible designs of the first aspect according to the computer program stored in the memory.

In a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored therein, where the computer program is executed by at least one processor of an on-board controller, and the on-board controller executes the vehicle control method according to the first aspect and any one of the possible designs of the first aspect.

In a fifth aspect, the present application provides a computer program product comprising a computer program which, when executed by at least one processor of an onboard controller, causes the onboard controller to carry out the vehicle control method of the first aspect and any one of the possible designs of the first aspect.

According to the vehicle control method, the vehicle control device and the vehicle-mounted controller, the driving information of the vehicle is acquired in real time; determining a score corresponding to each piece of driving information according to the driving information; calculating to obtain a driving index according to a preset correction coefficient and a score corresponding to each driving information; making a decision according to the driving index, and determining a target driving mode at the current moment; if the target driving mode at the current moment is the same as the actual driving mode at the current moment, no processing is carried out; otherwise, if the target driving mode at the current moment is different from the actual driving mode at the current moment, the vehicle is controlled to be automatically switched to the target driving mode, and the effect of improving the control efficiency of the vehicle is achieved.

Drawings

In order to more clearly illustrate the technical solutions in the present application or prior art, the drawings used in the embodiments or the description of the prior art are briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

Fig. 1 is a schematic view of a vehicle control method according to an embodiment of the present application;

FIG. 2 is a flow chart of a vehicle control method provided in an embodiment of the present application;

FIG. 3 is a pedal opening versus fraction curve provided in accordance with an embodiment of the present application;

FIG. 4 is a SOC-coefficient curve according to an embodiment of the present application;

FIG. 5 is a SOH-coefficient curve according to an embodiment of the present application;

fig. 6 is a schematic view illustrating a driving mode determination according to an embodiment of the present application;

FIG. 7 is a flow chart of a vehicle control method provided in an embodiment of the present application;

FIG. 8 is a flow chart of a vehicle control method provided in an embodiment of the present application;

fig. 9 is a schematic structural diagram of a vehicle control device according to an embodiment of the present application;

fig. 10 is a schematic hardware structure diagram of an on-board controller according to an embodiment of the present application.

Detailed Description

To make the purpose, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be clearly and completely described below with reference to the drawings in the present application, and it is obvious that the described embodiments are some, but not all embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the present application and in the above-described drawings are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It will be appreciated that the data so used may be interchanged where appropriate. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope herein.

The word "if" as used herein may be interpreted as "at … …" or "when … …" or "in response to a determination", depending on the context.

Also, as used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context indicates otherwise.

It will be further understood that the terms "comprises," "comprising," "includes" and/or "including," when used in this specification, specify the presence of stated features, steps, operations, elements, components, items, species, and/or groups, but do not preclude the presence, or addition of one or more other features, steps, operations, elements, components, items, species, and/or groups thereof.

The terms "or" and/or "as used herein are to be construed as inclusive or meaning any one or any combination. Thus, "A, B or C" or "A, B and/or C" means "any of the following: a; b; c; a and B; a and C; b and C; A. b and C ". An exception to this definition will occur only when a combination of elements, functions, steps or operations are inherently mutually exclusive in some way.

Along with the continuous development of science and technology, the intelligent level of new energy vehicle constantly promotes. In the conventional mode, the driving mode switching is usually manually performed. For example, the user can switch the driving mode by clicking a key of the driving mode. Currently, the driving modes of the vehicle mainly include three modes, namely ECO, Normal and Sport. The prior art relies on manpower to complete the switching of the driving modes, and has the problem of low control efficiency. Moreover, as traffic, environment, and driver demands for vehicle performance increase, a fixed and unchanging driving pattern has not been able to meet driver demand. Based on factors such as different drivers, different driving habits/behaviors, different road conditions and the like, the switching of the driving modes is dynamically and predictively realized, the two hands of the drivers can be liberated under a moderate condition, and the control efficiency of the vehicle is improved. In the prior art, an intelligent switching algorithm of a driving mode can only be called as a fuzzy algorithm. The prior art cannot accurately calculate the driving severity of the driver through multiple dimensions, and only gives rough control logic according to a logic diagram. The prior art lacks powerful algorithms to predict driver driving behavior.

According to the vehicle control method, the vehicle-mounted controller can predict the behavior of the driver by acquiring the habitual action of the driver, so that the driving mode is switched. In the specific judgment process, the vehicle-mounted controller can determine a correction coefficient according to the obtained accelerator pedal, brake pedal and vehicle yaw angle of the driver, so as to correct the scoring condition of the driver behavior. The vehicle-mounted controller can judge and switch the driving mode according to the scoring condition. In the control process, the vehicle-mounted controller can respond to the driving behaviors in a more efficient and accurate quantification mode through modules such as a probability algorithm module, a driving behavior algorithm module, a driving mode arbitration module, a mode switching module and the like. In addition, in the application, navigation map information is also introduced into the vehicle-mounted control. The vehicle-mounted controller can directly determine the corresponding driving mode according to the road condition information after acquiring the navigation map information. The navigation map information is used, so that vehicles can be better integrated into the surrounding environment, and the driving models can be automatically switched according to the road condition information such as whether the surrounding road conditions are congested, whether the surrounding road conditions are mountain roads or whether the surrounding road conditions are deserts.

The technical solution of the present application will be described in detail below with specific examples. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments.

Fig. 1 shows a scene schematic diagram of a vehicle control method according to an embodiment of the present application. As shown in fig. 1, after a user clicks a button "driving style" in a vehicle, the vehicle may enter a driving mode automatic switching scenario.

When the vehicle enters a driving mode automatic switching scene, the AI intelligent recognition module in the vehicle can acquire driver information. For example, the AI smart recognition module may include a camera therein. The camera can acquire a picture of the face of the driver. The AI intelligent recognition module can determine the driver information of the driver according to the face picture of the driver. For another example, the AI smart identification module may include a bluetooth module, an NFC module, an IC module, and the like. The module such as the Bluetooth, the NFC, the IC and the like can acquire driver information of a driver from a work card or a work mobile phone of the driver. The onboard controller may read a historical cycle score corresponding to the driver from a storage device of the vehicle based on the driver information. The historical cycle score may be an average cycle score calculated and stored by the onboard controller when the vehicle last powered down. The vehicle-mounted controller can also switch to the driving style corresponding to the driver according to the driver information. And the onboard controller may also switch other settings in the vehicle based on the driver information. Such other settings may include seat position, air conditioning temperature, air conditioning volume, broadcast frequency modulation, etc.

When the vehicle enters a driving mode automatic switching scene, if the driver information does not store the corresponding historical cycle score, the on-board controller may default the initial score of the driver to 50. The driving mode corresponding to the 50 points is Normal.

The vehicle may include a plurality of components such as an on-board controller, a pedal resolution module, a yaw angle calculation module, etc. The pedal analysis module is used for acquiring information such as the opening degree of an accelerator pedal, the change rate of the accelerator pedal, the change rate of a brake pedal and the like. The pedal analysis module may send information such as the accelerator pedal opening, the accelerator pedal change rate, the brake pedal change rate, and the like to the onboard controller. The yaw angle calculation module is used for acquiring a yaw rate and sending the yaw rate to the vehicle-mounted controller.

The vehicle-mounted controller can complete one fraction adjustment according to the opening degree of the accelerator pedal. When the accelerator pedal opening is greater than 30%, the on-board controller may determine the increase fraction according to the opening duration with reference to the variation curve. When the accelerator opening is between 20% and 30%, the onboard controller does not adjust the score. When the accelerator opening is less than 20%, the vehicle-mounted controller performs a subtraction process on the score. For example, the onboard controller may perform-4 cents of operation each time it is detected.

The onboard controller may perform a second score adjustment based on the accelerator pedal rate of change. When the accelerator pedal change rate is greater than 0 and greater than the index TBD2, the onboard controller performs an adding process on the score. For example, the onboard controller may perform a +4 point operation each time it is detected. When the accelerator pedal change rate is greater than 0 and between the indicator TBD1 and the indicator TBD2, the onboard controller does not adjust the score. When the accelerator pedal change rate is equal to 0 and is less than the index TBD1, the on-board controller performs a score subtraction process on the score. For example, the onboard controller may perform a-4 point operation each time it is detected.

The onboard controller may perform a third fraction adjustment based on the brake pedal rate of change. When the brake pedal change rate is greater than 0 and greater than the index TBD2, the onboard controller performs an adding process on the score. For example, the onboard controller may perform +2 cents of operation each time it is detected. When the brake pedal change rate is greater than 0 and between the indicator TBD1 and the indicator TBD2, the onboard controller does not adjust the score. When the brake pedal change rate is equal to 0 and less than the index TBD1, the on-board controller performs a subtraction process on the score. For example, the onboard controller may perform-2 cents of operation each time it is detected.

The onboard controllers may perform a fourth fractional adjustment based on yaw rate. And when the yaw velocity is greater than or equal to the index TBD, the vehicle-mounted controller performs score addition processing on the score. For example, the onboard controller may perform +2 cents of operation each time it is detected. When the yaw rate is less than the target TBD, the onboard controller does not adjust the score. The indexes such as the index TBD, the index TBD1 and the index TBD2 are parameter values set by an administrator according to experience.

The onboard controller may also obtain other parameters from sensors in the vehicle. The vehicle-mounted controller can obtain the environment correction coefficient according to the parameters. For example, the parameter may include ambient temperature, etc. The on-board controller may further acquire battery information such as a State of Charge (SOC) and a State of Health (SOH) of the vehicle from the battery controller of the vehicle. The vehicle-mounted controller can obtain the battery correction coefficient according to the battery information.

The vehicle-mounted controller can input information such as the opening degree of an accelerator pedal, the change rate of the accelerator pedal, the change rate of a brake pedal and the like, an environment correction coefficient and a battery correction coefficient into the driver scoring module. In this module, the onboard controller can calculate the score according to the data. The score is the driving index of the driver. The on-board controller may also store the score in a memory device of the vehicle when the score is the last score of the vehicle before powering down. The driving style arbitration module in the vehicle-mounted controller can score the score calculated in the driver scoring module. The driving style arbitration module may determine whether the driving mode of the vehicle needs to be switched and what driving mode needs to be switched based on the score. When the driving style arbitration module determines the arbitration result, the driving style arbitration module may transmit the arbitration result to the driving mode switching module. The driving mode switching module may complete switching of the driving mode according to the arbitration result.

After the vehicle enters a driving mode automatic switching scene, the vehicle-mounted controller can turn on vehicle-mounted navigation. The vehicle-mounted controller can read a planned route and road condition information of the planned route from the vehicle-mounted navigation. The traffic information may include congestion conditions of the road. If the road is in a congestion state, the vehicle-mounted controller can acquire the current speed of the vehicle through the vehicle speed acquisition module. The onboard controller may send the current vehicle speed to a driving style arbitration module. The driving style arbitration module may determine an arbitration result according to the current vehicle speed. Alternatively, the traffic information may include driving environment. Such as deserts, snowfields, mountain roads, beaches, etc. The onboard controller may send the driving environment to a driving style arbitration module. The driving style arbitration module can determine an arbitration result according to the driving environment.

In the present application, the vehicle controller is used as an execution subject to execute the vehicle control method of the following embodiment. Specifically, the execution body may be a hardware device of the vehicle-mounted controller, or a software application implementing the following embodiments in the vehicle-mounted controller, or a computer-readable storage medium installed with the software application implementing the following embodiments, or code of the software application implementing the following embodiments.

Fig. 2 shows a flowchart of a vehicle control method according to an embodiment of the present application. On the basis of the embodiment shown in fig. 1, as shown in fig. 2, with the vehicle-mounted controller as an execution subject, the method of the embodiment may include the following steps:

and S101, acquiring the running information of the vehicle in real time.

In this embodiment, the onboard controller may trigger the onboard controller to acquire the enable signal of the driving information when the driver clicks the "driving behavior" button. Thereafter, the on-board controller can acquire the running information of the vehicle in real time.

In one example, the travel information may include an accelerator pedal opening, an accelerator pedal change rate, a brake pedal change rate, a yaw rate, and the like. Specifically, as shown in fig. 1, the driving information may be calculated by a pedal analysis module and a yaw angle calculation module in the vehicle controller, respectively. The opening degree of the accelerator pedal is the change degree of the accelerator pedal after the driver steps on the accelerator pedal. The accelerator opening may take on a value between 0 and 100%. Wherein the accelerator pedal change rate is used to indicate a degree of change of the accelerator pedal per unit time. For example, when the accelerator pedal opening 0 is changed to 25% within 1 second, the accelerator pedal change rate is 25%/s. In another example, when it takes 2 seconds for accelerator pedal opening 0 to become 30%, the accelerator pedal change rate is 15%/s. Wherein the brake pedal change rate is used to indicate a degree of change of the brake pedal per unit time. For example, when the brake pedal opening degree 0 is changed to 25% within 1 second, the brake pedal change rate is 25%/s. In another example, when it takes 2 seconds for the brake pedal opening 0 to become 30%, the brake pedal change rate becomes 15%/s. Wherein the yaw rate is indicative of a yaw angle of the vehicle in a direction of travel per unit time. For example, if the vehicle is deflected 10 degrees in the traveling direction within 1 second, the yaw rate is 10 deg/s. In another example, if it takes 2 seconds for the vehicle to turn 30 degrees in the traveling direction, the yaw rate is 15 deg/s.

In one example, the driving information may further include ambient temperature, SOC, SOH, and the like. Wherein the ambient temperature may be obtained via a network. Alternatively, the ambient temperature may be acquired by a temperature sensor provided outside the vehicle. Wherein the SOC and SOH may be acquired by a battery controller provided in the vehicle.

And S102, calculating the running index of the vehicle at the current moment in real time according to the running information.

In this embodiment, after obtaining the driving information at the current time, the vehicle-mounted controller may determine a score corresponding to each driving information according to the driving information. The vehicle-mounted controller can calculate and obtain the driving index according to the preset correction coefficient and the score corresponding to each driving information.

In one example, the on-board controller determines the running index of the vehicle at the present time based on the accelerator pedal opening, the accelerator pedal change rate, the ambient temperature correction coefficient, the brake pedal change rate, the yaw rate, the remaining battery amount correction coefficient, the battery health correction coefficient, and the running index of the vehicle at the previous time in the running information at the present time. The method comprises the following specific steps:

when the vehicle is powered on or a button of the "driving behavior" is clicked, the vehicle-mounted controller may obtain the last stored driving index from the storage device of the vehicle. When the vehicle-mounted controller calculates the travel index for the first time after the power-on or "driving behavior" button is clicked, the travel index is used as the travel index at the previous time. In subsequent calculation, the vehicle-mounted controller records the driving index at the current moment and takes the driving index at the current moment as the marking calculation of the driving index at the next moment.

Step 1, in the calculation process of the driving index, the vehicle-mounted controller can determine an opening degree score of an acceleration pedal, a change rate score of the braking pedal and a yaw rate score according to the opening degree of the acceleration pedal, the change rate of the braking pedal and the yaw rate.

Wherein, the accelerator pedal opening degree score calculation rule may include:

when the accelerator pedal opening is greater than 30%, the accelerator pedal opening score may be as shown in the reference curve of fig. 3. When the duration is [0,1), its accelerator pedal opening score is 2. When the duration is [1,2), the accelerator opening score is 2. When the duration is greater than or equal to 2, the calculation formula of the accelerator pedal opening degree score is as follows:

accelerator pedal opening score of duration +2

When the accelerator opening is greater than 20% and equal to or less than 30%, the accelerator opening score is 0. When the accelerator opening is equal to or less than 20%, the accelerator opening score is-4. The opening degree score of the accelerator pedal is mainly used for evaluating different scenes of long-time accelerator stepping, single accelerator stepping and frequent accelerator stepping.

Wherein, the calculation rule of the accelerator pedal change rate score can comprise:

when the accelerator pedal change rate is greater than 25%/s, the accelerator pedal change rate value is 4 minutes/time. When the accelerator pedal change rate is greater than 15%/s and less than or equal to 25%/s, the accelerator pedal change rate value is 0 min/s. When the accelerator pedal change rate is equal to 0, the accelerator pedal change rate may be as shown in the reference curve of fig. 3. The on-board controller may count a duration of the accelerator pedal change rate of 0 when the accelerator pedal change rate is 0. When the accelerator pedal change rate is 0, that is, the opening degree of the accelerator pedal is kept constant. Therefore, the duration during which the accelerator pedal change rate is 0 is the accelerator pedal opening duration. The on-board controller may determine its corresponding score based on the duration of time that the accelerator pedal rate of change is 0, and the reference curve as shown in fig. 3. The calculation rule of the accelerator pedal change rate mainly distinguishes scenes of sudden accelerator stepping and sudden acceleration.

Wherein, the brake pedal change rate value calculation rule may include:

when the brake pedal change rate is greater than 20%/s, the brake pedal change rate value is 2 points/time. When the brake pedal change rate is greater than 10%/s and less than or equal to 20%/s, the brake pedal change rate value is 0 min/s. When the brake pedal change rate is greater than 0 and less than or equal to 10%/s, the brake pedal change rate value is-2 min/s. The setting of the calculation rule of the change rate value of the brake pedal realizes the distinguishing of the scene of hard stepping on the brake and the scene of rapid deceleration.

The yaw-rate score calculation rule may include:

when the yaw rate is greater than 10deg/s, the yaw rate score is 2 minutes/time. When the yaw rate is 10deg/s or less, the yaw rate score is 0 min/min. The use of the calculation rule of the yaw rate score regulates and simulates the scene of the deviation of the vehicle attitude caused by the driver making a sharp turn and hurting the steering wheel on the road.

And 2, determining an environment temperature correction coefficient, a residual electric quantity correction coefficient and a battery health degree correction coefficient according to the environment temperature, the residual electric quantity and the battery health degree.

Wherein, the vehicle-mounted controller can sense the ambient temperature through the sensor. The ambient temperature correction coefficient is set to 1 in x1 when the temperature is normal. When the ambient temperature is extremely low (ambient temperature ≦ -7 ℃), since the ambient temperature may affect the use of the battery, the ambient temperature coefficient may be set to 0.8 — 1 in an extremely low temperature environment.

The vehicle-mounted controller can obtain the SOC and SOH signals of the battery through the battery controller.

The relationship between the SOC value and the remaining charge correction coefficient x2 may be as shown in fig. 4. When the remaining capacity of the battery is 50 or more, the remaining capacity correction coefficient x2 is 1. When the remaining capacity of the battery is less than 50, the use efficiency of the remaining capacity of the battery may be reduced as the remaining capacity of the battery is reduced. Therefore, when the remaining capacity of the battery is less than 50, the remaining capacity correction coefficient x2 of the battery decreases as the remaining capacity of the battery decreases. The formula is as follows:

the remaining capacity correction coefficient is 0.004 × SOC value +0.8

The relationship between the SOH value and the battery health correction coefficient x3 may be as shown in fig. 5. When the SOH value is 70 or more, the battery health correction coefficient x3 is 1. When the SOH value is less than 70, the use efficiency of the battery may decrease as the health of the battery decreases. Therefore, when the SOH value is less than 70, the battery health correction coefficient x3 of the battery decreases as the SOH value of the battery decreases. The formula is as follows:

and 3, determining the running index of the vehicle at the current moment according to the opening of the acceleration pedal, the change rate of the acceleration pedal, the ambient temperature correction coefficient, the change rate of the brake pedal, the yaw rate, the residual electric quantity correction coefficient, the battery health degree correction coefficient and the running index of the vehicle at the previous moment. The formula can be:

wherein D is a running index. a1 is the base score. I.e. the default score given by the system after the driver has switched on the "driving behaviour" mode. The score was 50 points. The onboard controllers may calculate based on this base score. a2 is the driver historical cycle average score obtained by the onboard controller from the memory device. When a2 is not 0, the onboard controller will select the second formula to calculate. Otherwise, the onboard controller will select the first formula to calculate. And b is an accelerator pedal opening degree score. And c is the acceleration pedal change rate value. x1 is the ambient temperature correction coefficient. And d is a brake pedal change rate value. e is the yaw-rate score. x2 is the SOC influence coefficient on the total score. x3 is the SOH influence coefficient on the total score. And calculating the running index by the formula. The driving index is calculated on an identical basis. In the initial case, the initial score for each user is 50. This initial score of 50 corresponds to Normal driving patterns. Then, during the driving process of the driver, the driving index is continuously learned and optimized according to the driver, the driving environment and the driving scene. And the driving index can be continuously calculated for the same driver, so that the index change condition of a user under different drivers, different environments and different scenes is fully considered in the subsequent use of the driving index, the interference of other factors is avoided, and the real driving level of the driver is more approached.

And S103, determining and automatically switching the target driving mode of the vehicle according to the running index.

In this embodiment, the vehicle-mounted controller may make a decision according to the driving index to determine the target driving mode at the current time. And if the target driving mode at the current moment is the same as the actual driving mode at the current moment, the vehicle-mounted controller does not process the target driving mode. Otherwise, if the target driving mode at the current moment is different from the actual driving mode at the current moment, the vehicle-mounted controller controls the vehicle to automatically switch to the target driving mode.

In one example, the decision condition of the driving mode may be specifically as shown in fig. 6, and includes:

when the running index is equal to or less than the first index, the target driving mode of the vehicle is determined and automatically switched to the first mode. The first indicator may be determined based on the first limit plus the hysteresis interval. For example, as shown in FIG. 6, the first limit may be 40. The hysteresis interval may be ± 2. From the first limit and the hysteresis interval, the first index may be calculated as 38. That is, when the running index is 38 or less, the target driving mode of the vehicle is the first mode. The first mode may be an ECO mode. If the actual driving mode at the present time is Normal mode, the vehicle will switch from Normal mode to ECO mode.

And when the running index is greater than or equal to the second index and less than or equal to the third index, determining and automatically switching the target driving mode of the vehicle to the second mode. The second indicator may be determined from the first limit plus a hysteresis interval. For example, as shown in FIG. 6, the first limit may be 40. The hysteresis interval may be ± 2. From the first limit and the hysteresis interval, the second index 42 can be calculated. The third indicator may be determined based on the second limit plus the hysteresis interval. For example, as shown in fig. 6, the second limit may be 60. The hysteresis interval may be ± 2. From the second limit and the hysteresis interval, the third index 58 can be calculated. That is, when the running index is 42 or more and 58 or less, the target driving mode of the vehicle is the second mode. The second mode may be a Normal mode. If the actual driving mode at the current moment is the ECO mode or the Sport mode, the vehicle is switched to the Normal mode from the ECO mode or the Sport mode.

And when the running index is greater than or equal to the fourth index, determining and automatically switching the target driving mode of the vehicle to be the third mode. The fourth indicator may be determined from the second limit plus the hysteresis interval. For example, as shown in FIG. 6, the second limit may be 60. The hysteresis interval may be ± 2. From the second limit and the hysteresis interval, the fourth index can be calculated as 62. That is, when the running index is 62 or more, the target driving mode of the vehicle is the third mode. The third mode may be a Sport mode. If the actual driving mode at the present time is Normal mode, the vehicle will switch from Normal mode to Sport mode.

In the above three determination conditions, the hysteresis section is defined as a section of 40 ± 2 included between the first index and the second index, and a section of 60 ± 2 included between the third index and the fourth index. The hysteresis interval can make the switching of the driving modes more stable and durable, and avoid frequent switching of the driving modules of the vehicle when the driving index wanders between 40 and 60.

According to the vehicle control method, the vehicle-mounted controller can acquire the running information of the vehicle in real time. The vehicle-mounted controller can determine the score corresponding to each piece of driving information according to the driving information. The vehicle-mounted controller can calculate and obtain the driving index according to the preset correction coefficient and the score corresponding to each driving information.

The vehicle-mounted controller can make a decision according to the driving index to determine the target driving mode at the current moment. And if the target driving mode at the current moment is the same as the actual driving mode at the current moment, the vehicle-mounted controller does not process the target driving mode. Otherwise, if the target driving mode at the current moment is different from the actual driving mode at the current moment, the vehicle-mounted controller controls the vehicle to automatically switch to the target driving mode. In the method and the device, the driving index is obtained through calculation of the vehicle-mounted controller, and decision of the target driving mode is realized, so that automatic switching of the driving mode of the vehicle is realized, the control efficiency of the vehicle is improved, the workload of a driver in the driving process is reduced, and the user experience is improved.

Fig. 7 shows a flowchart of a vehicle control method according to an embodiment of the present application. On the basis of the embodiments shown in fig. 1 to 6, as shown in fig. 7, with the vehicle-mounted controller as an execution subject, the method of the embodiment may include the following steps:

s201, historical driving indexes stored in the vehicle are obtained, and the historical driving indexes are used as driving indexes at the last time when the driving indexes are calculated for the first time after power-on.

In this embodiment, the on-vehicle controller may acquire the historical travel index stored in the vehicle from the storage device of the vehicle. The historical driving index is a driving index stored before the vehicle is powered down last time. The vehicle-mounted controller can automatically acquire the historical driving index after the vehicle is powered on. Alternatively, the onboard controller may also automatically acquire the historical travel index when the driver clicks a "driving behavior" button.

The step of acquiring the historical driving index by the vehicle-mounted controller may specifically include:

step 1, the vehicle-mounted controller obtains facial features of a driver through a camera arranged in a vehicle, and identifies the facial features to obtain driver information. Wherein, the camera in the car can be arranged on the rearview mirror. The vehicle-mounted controller can also acquire driver information through devices such as an IC card reader, a Bluetooth module and an NFC module.

And 2, the vehicle-mounted controller can read the historical driving index corresponding to the driver from the storage device according to the driver information. Specifically, the on-board controller may send an instruction for activating the historical driving index of the driver by comparing the database information, so as to call/read the historical driving index corresponding to the driver in the on-board controller.

S202, acquiring the running information of the vehicle in real time.

And S203, calculating the running index of the vehicle at the current moment in real time according to the running information.

And S204, determining and automatically switching the target driving mode of the vehicle according to the running index.

Steps S202 to S204 are similar to steps S101 to S103 in the embodiment of fig. 2, and are not described again in this embodiment.

And S205, determining a running index mean value according to the historical running index and the running index at the current moment.

In this embodiment, the storage space of the storage device of the vehicle is limited. Therefore, the vehicle-mounted controller can calculate the average value of the running indexes according to the running indexes at the current moment and the historical running indexes, store the average value of the running indexes into the storage device, and wait for the next reading. The running index average may be a sum of the historical running index and the running index at the current time divided by two.

In one example, in order to more accurately obtain the historical travel index, all the historical travel indexes corresponding to the driver may be recorded in the storage device. The vehicle-mounted controller can calculate the average value of the running indexes according to the stored historical running indexes and the running indexes at the current moment when new running indexes are stored every time.

In one example, in order to more accurately acquire the historical travel index, the number of times the historical travel index is stored may be further recorded in the storage device. The on-board controller may determine a sum of all the historical indexes of the driver based on a product of the number of times of the historical travel indexes and the historical travel indexes. The vehicle-mounted controller can calculate the average value of the running indexes at the current moment according to the sum of all the historical indexes, the running indexes at the current moment and the times of the historical running indexes.

And S206, storing the average value of the running indexes so that the average value of the running indexes covers the historical running indexes.

In this embodiment, the vehicle-mounted controller may store the running index average value in a storage device of the vehicle. The running indicator mean value will cover the historical running indicator in the memory device.

In one example, the onboard controller may also upload the running indicator mean and/or the running indicator at the current time to a server.

In one example, the vehicle-mounted controller may store the driving index mean value in a position corresponding to the driver information after determining the driver information.

According to the vehicle control method, the vehicle-mounted controller can acquire the historical driving indexes stored in the vehicle from the storage device of the vehicle. The vehicle-mounted controller can acquire the running information of the vehicle in real time. The vehicle-mounted controller can calculate the running index of the vehicle at the current moment in real time according to the running information. The vehicle-mounted controller can determine and automatically switch the target driving mode of the vehicle according to the driving index. The vehicle-mounted controller can calculate the average value of the running indexes according to the running indexes at the current moment and the historical running indexes, store the average value of the running indexes into the storage device, and wait for the next reading. In the application, the storage of the average value of the running index and the reading of the historical running index are realized through the interaction of the vehicle-mounted controller and the storage device, the learning effect and the learning durability of the behavior habit of a driver are improved, and the effectiveness and the individuation effect of the running index are improved.

Fig. 8 shows a flowchart of a vehicle control method according to an embodiment of the present application. On the basis of the embodiments shown in fig. 1 to 7, as shown in fig. 8, with the vehicle-mounted controller as an execution subject, the method of the embodiment may include the following steps:

s301, determining road condition information at the current moment from the navigation information.

In this embodiment, the onboard controller may also obtain navigation information. The navigation information may be navigation information obtained by the onboard controller through a vehicle of the vehicle when navigation in the vehicle is used. The navigation information may include a departure place, a destination, a driving route of the vehicle, road condition information corresponding to the driving route, road condition information of a current position of the vehicle, and the like.

In one example, the traffic information may include predicted vehicle speeds of various road segments on the extracted driving route by the vehicle-mounted controller by analyzing the navigation information. When the predicted vehicle speed is less than or equal to the first vehicle speed index, the vehicle-mounted controller may determine that the congestion degree in the road condition information is congestion. The first vehicle speed index may be 30 km/h. The vehicle-mounted controller can further judge the congestion degree of each road section to be light congestion or heavy congestion according to the second vehicle speed index. When the predicted vehicle speed is greater than the first vehicle speed index, the vehicle-mounted controller can determine that the congestion degree in the road condition information is smooth.

In one example, the traffic information may include a driving environment of the driving route identified by the vehicle-mounted controller through parsing the navigation information. The driving environment may include a desert, a snowfield, a mountain road, a mudflat, etc.

And S302, determining and automatically switching the target driving mode of the vehicle according to the road condition information.

In this embodiment, the vehicle-mounted controller makes a decision according to the road condition information to determine the target driving mode. The vehicle-mounted controller can also complete automatic switching of the driving modes according to the target driving mode.

In one example, the road segment is in a congested state when the predicted vehicle speed is less than a first speed index. In order to improve the acceleration and overtaking performance of the vehicle on the congested road section, the driving mode of the vehicle can be switched to the ECO mode.

In one example, after the driving environment is confirmed, the onboard controller may confirm the driving mode according to the driving environment. For example, when driving environments such as desert, snowfield, mud flat, etc. are recognized, the target driving mode may be a four-wheel drive mode. For another example, when a driving environment such as a mountain road is recognized, the target driving mode may be a Sport mode.

According to the vehicle control method, the vehicle-mounted controller can also acquire navigation information. And the vehicle-mounted controller makes a decision according to the road condition information and determines a target driving mode. The vehicle-mounted controller can also complete automatic switching of the driving modes according to the target driving mode. According to the method and the device, the road condition information is determined through the navigation information, so that the decision of a target driving mode of the vehicle is realized, the adaptability of the vehicle in different environments is improved, the operation of a driver for different environments is reduced, and the user experience is improved.

On the basis of the above embodiment, the on-board controller may preferentially use the method shown in fig. 8 to complete the decision of the target driving mode when the navigation information is detected. If and only if the onboard controller is unable to obtain the navigation information, the onboard controller can complete the decision of the target driving mode according to the method shown in fig. 2.

Alternatively, the onboard controller may preferentially use the method shown in fig. 8 to complete the decision of the target driving mode when navigation information is detected. When the vehicle switches to the target driving mode according to the method shown in fig. 8 while the vehicle is running, the on-board controller may also determine whether the target driving mode needs to be switched according to the method shown in fig. 2. If the on-board controller determines that the target driving mode needs to be switched according to the method shown in fig. 2, the target driving mode is switched.

Alternatively, the onboard controller may ask the driver whether to use the method shown in fig. 2 or the method shown in fig. 8 when the driver clicks the "driving behavior" button. The decision-making mode of the target driving mode can be determined by the vehicle-mounted controller according to the selection of the user.

Fig. 9 shows a schematic structural diagram of a vehicle control device provided in an embodiment of the present application, and as shown in fig. 9, a vehicle control device 10 of the present embodiment is used for implementing operations corresponding to an on-board controller in any one of the method embodiments described above, and the vehicle control device 10 of the present embodiment includes:

and the acquisition module 11 is used for acquiring the running information of the vehicle in real time.

And the processing module 12 is configured to calculate a driving index of the vehicle at the current moment in real time according to the driving information. And determining and automatically switching the target driving mode of the vehicle according to the running index.

In one example, the processing module 12 is specifically configured to:

and determining the running index of the vehicle at the current moment according to the opening degree score of the acceleration pedal, the change rate of the acceleration pedal, the ambient temperature correction coefficient, the change rate score of the brake pedal, the yaw velocity score, the residual capacity correction coefficient, the battery health degree correction coefficient and the running index of the vehicle at the previous moment in the running information at the current moment.

In one example, the processing module 12 is specifically configured to:

and when the running index is less than or equal to the first index, determining and automatically switching the target driving mode of the vehicle to the first mode.

And when the running index is greater than or equal to the second index and less than or equal to the third index, determining and automatically switching the target driving mode of the vehicle to the second mode.

And when the running index is greater than or equal to the fourth index, determining and automatically switching the target driving mode of the vehicle to the third mode.

In one example, the processing module 12, when the vehicle is powered on, is further configured to:

a historical travel index stored in the vehicle is acquired, and the historical travel index is used as a travel index at the previous time when the travel index is calculated for the first time after power-on.

In one example, the processing module 12, when the vehicle is powered down, is further configured to:

and determining a running index mean value according to the historical running index and the running index at the current moment.

The running index mean value is stored so that the running index mean value covers the historical running index.

In one example, the processing module 12 is further configured to:

and determining the road condition information at the current moment from the navigation information.

The vehicle control device 10 provided in the embodiment of the present application may implement the above method embodiment, and for specific implementation principles and technical effects, reference may be made to the above method embodiment, and details of this embodiment are not described herein again.

Fig. 10 shows a hardware structure diagram of an on-vehicle controller provided in an embodiment of the present application. As shown in fig. 10, the vehicle-mounted controller 20 is configured to implement the operations corresponding to the vehicle-mounted controller in any one of the method embodiments, and the vehicle-mounted controller 20 of the embodiment may include: memory 21, processor 22 and communication interface 24.

A memory 21 for storing a computer program. The Memory 21 may include a Random Access Memory (RAM), a Non-Volatile Memory (NVM), at least one disk Memory, a usb disk, a removable hard disk, a read-only Memory, a magnetic disk or an optical disk.

And a processor 22 for executing the computer program stored in the memory to implement the vehicle control method in the above-described embodiment. Reference may be made in particular to the description relating to the method embodiments described above. The Processor 22 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the present invention may be embodied directly in a hardware processor, or in a combination of the hardware and software modules within the processor.

Alternatively, the memory 21 may be separate or integrated with the processor 22.

When the memory 21 is a separate device from the processor 22, the onboard controller 20 may also include a bus 23. The bus 23 is used to connect the memory 21 and the processor 22. The bus 23 may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (EISA) bus, or the like. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, the buses in the figures of the present application are not limited to only one bus or one type of bus.

The communication interface 24 may be connected to the processor 21 via a bus 23. The communication interface may be used to communicatively couple with other controllers in the vehicle, to obtain information sent by the other controllers, or to send information to the other controllers.

The vehicle-mounted controller provided by the embodiment can be used for executing the vehicle control method, the implementation manner and the technical effect are similar, and details are not repeated here.

The present application further provides a computer-readable storage medium, in which a computer program is stored, and the computer program is used for implementing the methods provided by the above-mentioned various embodiments when being executed by a processor.

The computer readable storage medium may be a computer storage medium or a communication medium. Communication media includes any medium that facilitates transfer of a computer program from one place to another. Computer storage media can be any available media that can be accessed by a general purpose or special purpose computer. For example, a computer readable storage medium is coupled to the processor such that the processor can read information from, and write information to, the computer readable storage medium. Of course, the computer readable storage medium may also be an integral part of the processor. The processor and the computer-readable storage medium may reside in an Application Specific Integrated Circuit (ASIC). Additionally, the ASIC may reside in user equipment. Of course, the processor and the computer-readable storage medium may also reside as discrete components in a communication device.

In particular, the computer-readable storage medium may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random-Access Memory (SRAM), Electrically-Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk, or optical disk. A storage media may be any available media that can be accessed by a general purpose or special purpose computer.

The present application also provides a computer program product comprising a computer program stored in a computer readable storage medium. The computer program can be read by at least one processor of the device from a computer-readable storage medium, and execution of the computer program by the at least one processor causes the device to implement the methods provided by the various embodiments described above.

Embodiments of the present application further provide a chip, where the chip includes a memory and a processor, where the memory is used to store a computer program, and the processor is used to call and run the computer program from the memory, so that a device in which the chip is installed executes the method in the above various possible embodiments.

In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, a division of modules is merely a division of logical functions, and an actual implementation may have another division, for example, a plurality of modules may be combined or may be integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or modules, and may be in an electrical, mechanical or other form.

Wherein the modules may be physically separated, e.g. mounted at different locations of one device, or mounted on different devices, or distributed over multiple network elements, or distributed over multiple processors. The modules may also be integrated together, for example, in the same device, or in a set of codes. The respective modules may exist in the form of hardware, or may also exist in the form of software, or may also be implemented in the form of software plus hardware. According to the application, part or all of the modules can be selected according to actual needs to achieve the purpose of the scheme of the embodiment.

When the respective modules are implemented as integrated modules in the form of software functional modules, they may be stored in a computer-readable storage medium. The software functional module is stored in a storage medium and includes several instructions to enable a computer device (which may be a personal computer, a server, or a network device) or a processor to execute some steps of the methods according to the embodiments of the present application.

It should be understood that, although the respective steps in the flowcharts in the above-described embodiments are sequentially shown as indicated by arrows, the steps are not necessarily performed sequentially as indicated by the arrows. The steps are not performed in the exact order shown and may be performed in other orders unless explicitly stated herein. Moreover, at least some of the steps in the figures may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, in different orders, and may be performed alternately or partially with other steps or at least some of the sub-steps or stages of other steps.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same. Although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: it is also possible to modify the solutions described in the previous embodiments or to substitute some or all of them with equivalents. And the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle control method, characterized by comprising:

acquiring the driving information of the vehicle in real time;

2. The method according to claim 1, wherein the adjusting the driving index of the vehicle in real time according to the driving information specifically comprises:

and determining the running index of the vehicle at the current moment according to the opening degree of an acceleration pedal, the change rate of the acceleration pedal, the ambient temperature correction coefficient, the change rate of a brake pedal, the yaw velocity, the remaining capacity correction coefficient, the battery health correction coefficient and the running index of the vehicle at the previous moment in the running information at the current moment.

3. The method according to claim 1, wherein the determining and automatically switching the target driving mode of the vehicle according to the driving index specifically comprises:

4. The method of any of claims 1-3, wherein upon power-up of the vehicle, the method further comprises:

5. The method of claim 4, wherein upon powering down the vehicle, the method further comprises:

storing the running index mean value so that the running index mean value covers the historical running index.

6. The method according to any one of claims 1-3, further comprising:

7. A vehicle control apparatus, characterized in that the apparatus comprises:

the acquisition module is used for acquiring the running information of the vehicle in real time;

8. An on-board controller, the on-board controller comprising: a memory, a processor;

the memory is used for storing a computer program; the processor is configured to implement the vehicle control method according to any one of claims 1 to 6, in accordance with the computer program stored in the memory.

9. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, is adapted to implement the vehicle control method according to any one of claims 1 to 6.

10. A computer program product, characterized in that the computer program product comprises a computer program which, when being executed by a processor, carries out the vehicle control method according to any one of claims 1 to 6.