CN116605229A - Vehicle control method and device and vehicle - Google Patents
Vehicle control method and device and vehicle Download PDFInfo
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- CN116605229A CN116605229A CN202310736841.8A CN202310736841A CN116605229A CN 116605229 A CN116605229 A CN 116605229A CN 202310736841 A CN202310736841 A CN 202310736841A CN 116605229 A CN116605229 A CN 116605229A
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- 238000005516 engineering process Methods 0.000 abstract description 4
- 238000004364 calculation method Methods 0.000 description 17
- 238000004590 computer program Methods 0.000 description 16
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- 238000012545 processing Methods 0.000 description 12
- 238000004458 analytical method Methods 0.000 description 7
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
- B60W40/09—Driving style or behaviour
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0604—Throttle position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
- B60W2510/1005—Transmission ratio engaged
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention discloses a vehicle control method and device and a vehicle, and relates to the technical field of vehicles. Wherein the method comprises the following steps: acquiring driving information, wherein the driving information is used for determining acceleration, accelerator opening state and brake pedal state of a vehicle; determining a target driving mode based on driving information within a preset time interval, wherein the target driving mode is used for representing driving style; determining a target torque based on the target driving mode; the vehicle is controlled based on the target torque. The method solves the technical problems of poor comprehensiveness, poor learning property, low lifting efficiency and poor experience of the driver caused by the fact that the driver is intervened or reminded by analyzing the driving habit in the related technology.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a vehicle control method and device and a vehicle.
Background
With the rapid development of vehicle technology, drivers are increasingly demanding diversified driving styles of vehicles. Different drivers have different driving style demands on the vehicle, and the driving style meeting the demands of the drivers can improve driving experience. Therefore, a control method for a vehicle is necessary.
At present, intervention or reminding is carried out on a driver through different driving habit statistical methods and through analysis of driving habits, but the method only analyzes driving behavior data in partial driving time, so that comprehensiveness is poor, learning is poor, lifting efficiency is low, and experience of the driver is poor.
In view of the above problems, no effective solution has been proposed at present.
Disclosure of Invention
The embodiment of the invention provides a vehicle control method and device and a vehicle, which at least solve the technical problems of poor comprehensiveness, poor learning, low lifting efficiency and poor experience of a driver caused by intervention or reminding of the driver by analyzing driving habits in the related technology.
According to one embodiment of the present invention, there is provided a control method of a vehicle, including: acquiring driving information, wherein the driving information is used for determining acceleration, accelerator opening state and brake pedal state of a vehicle; determining a target driving mode based on driving information within a preset time interval, wherein the target driving mode is used for representing driving style; determining a target torque based on the target driving mode; the vehicle is controlled based on the target torque.
Optionally, determining the target driving mode based on the driving information in the preset time interval includes: calculating the change rate of the accelerator opening in unit time according to the state of the accelerator opening; and determining a target driving mode according to the acceleration, the accelerator opening state, the brake pedal state and the accelerator opening change rate in a preset time interval.
Optionally, the target driving mode includes at least one of: the comfort mode, the normal mode and the fierce mode, and determining the target driving mode according to the acceleration, the accelerator opening state, the brake pedal state and the accelerator opening change rate in the preset time interval comprises the following steps: responding to the condition that the throttle opening state meets a first preset condition, wherein the change rate of the throttle opening is smaller than or equal to a first change rate threshold; or, determining that the target driving mode is a comfort mode in response to the brake pedal state meeting the second preset condition and the acceleration being greater than or equal to the first acceleration threshold.
Optionally, determining the target driving mode according to the acceleration, the accelerator opening state, the brake pedal state and the accelerator opening change rate in the preset time interval includes: responding to the condition that the throttle opening state accords with a first preset condition, wherein the change rate of the throttle opening is larger than a first change rate threshold value and smaller than or equal to a second change rate threshold value; or, in response to the brake pedal state meeting the second preset condition, and the acceleration being less than the first acceleration threshold and greater than or equal to the second acceleration threshold, determining that the target driving mode is the normal mode.
Optionally, determining the target driving mode according to the acceleration, the accelerator opening state, the brake pedal state and the accelerator opening change rate in the preset time interval includes: responding to the condition that the throttle opening state accords with a first preset condition, wherein the change rate of the throttle opening is larger than a second change rate threshold value and smaller than or equal to a third change rate threshold value; or, in response to the brake pedal state meeting the second preset condition, and the acceleration being less than the second acceleration threshold and greater than or equal to the third acceleration threshold, determining that the target driving mode is a fierce mode.
Optionally, determining the target torque based on the target driving mode includes: determining a wheel end required torque according to a target driving mode; and determining the target torque according to the wheel end required torque.
Optionally, determining the wheel end demand torque according to the target driving mode includes: determining corresponding drivability parameters and weight coefficients according to the target driving mode; wheel end demand torque is calculated based on the drivability parameters and the weighting coefficients.
Optionally, determining the target torque according to the wheel end demand torque includes: responding to the vehicle as a first type of vehicle, and calculating target torque according to driving information and wheel end required torque; or, in response to the vehicle being a second type of vehicle, calculating a first target torque and a second target torque according to the wheel end required torque and a preset coefficient.
According to one embodiment of the present invention, there is also provided a control device for a vehicle, including: the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring driving information, and the driving information is used for determining acceleration, accelerator opening state and brake pedal state of a vehicle; the first determining module is used for determining a target driving mode based on driving information in a preset time interval, wherein the target driving mode is used for representing driving style; a second determination module for determining a target torque based on the target driving mode; and the control module is used for controlling the vehicle based on the target torque.
Optionally, the first determining module is further configured to calculate a rate of change of the accelerator opening in a unit time according to the state of the accelerator opening; and determining a target driving mode according to the acceleration, the accelerator opening state, the brake pedal state and the accelerator opening change rate in a preset time interval.
Optionally, the first determining module is further configured to respond to the accelerator opening state meeting a first preset condition, where the accelerator opening change rate is less than or equal to a first change rate threshold; or, determining that the target driving mode is a comfort mode in response to the brake pedal state meeting the second preset condition and the acceleration being greater than or equal to the first acceleration threshold.
Optionally, the first determining module is further configured to respond to the accelerator opening state meeting a first preset condition, where the accelerator opening change rate is greater than a first change rate threshold and less than or equal to a second change rate threshold; or alternatively, the first and second heat exchangers may be,
and determining that the target driving mode is a normal mode in response to the brake pedal state meeting a second preset condition, wherein the acceleration is greater than the first acceleration threshold and less than or equal to the second acceleration threshold.
Optionally, the first determining module is further configured to respond to the accelerator opening state meeting a first preset condition, where the accelerator opening change rate is greater than the second change rate threshold and less than or equal to the third change rate threshold; or alternatively, the first and second heat exchangers may be,
and determining that the target driving mode is a fierce mode in response to the brake pedal state meeting a second preset condition, and the acceleration being greater than a second acceleration threshold and less than or equal to a third acceleration threshold.
Optionally, the second determining module is further configured to determine a wheel end required torque according to the target driving mode; and determining the target torque according to the wheel end required torque.
Optionally, the second determining module is further configured to determine a corresponding drivability parameter and a weight coefficient according to the target driving mode; wheel end demand torque is calculated based on the drivability parameters and the weighting coefficients.
Optionally, the second determining module is further configured to calculate a target torque according to the driving information and the wheel end required torque in response to the vehicle being the first type of vehicle; or, in response to the vehicle being a second type of vehicle, calculating a first target torque and a second target torque according to the wheel end required torque and a preset coefficient.
According to an embodiment of the present application, there is also provided a vehicle for executing the control method of the vehicle in any one of the above.
According to one embodiment of the present application, there is also provided a computer-readable storage medium having stored therein a computer program, wherein the computer program is configured to perform the method of controlling a vehicle in any one of the above when run on a computer or processor.
According to one embodiment of the present application, there is also provided an electronic device including a memory in which a computer program is stored, and a processor configured to run the computer program to perform the control method of the vehicle in any one of the above.
According to the embodiment of the application, the driving information is obtained, the driving information is used for determining the acceleration, the accelerator opening state and the brake pedal state of the vehicle, and the target driving mode is determined based on the driving information within the preset time interval, wherein the target driving mode is used for representing the driving style, the target torque is determined based on the target driving mode, and finally the vehicle is controlled based on the target torque, so that the drivability of the vehicle is close to the driving style of the driver, the user requirements of different driving styles are met, the driving experience is improved, the comprehensiveness is better, the learning is higher, the lifting efficiency is higher, the experience of the driver is better, and the technical problems that the comprehensiveness is worse, the learning is poorer, the lifting efficiency is lower and the experience of the driver is poorer in the related art are solved by analyzing the driving habit and intervening or reminding the driver.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
FIG. 1 is a flow chart of a method of controlling a vehicle according to one embodiment of the application;
FIG. 2 is a schematic diagram of driving parameter weight coefficient calculation according to one embodiment of the present application;
FIG. 3 is a flow chart of a method of controlling a vehicle according to one embodiment of the application;
fig. 4 is a structural view of a control device of a vehicle according to one embodiment of the present application;
fig. 5 is a block diagram of a control device of a vehicle according to one embodiment of the present application.
Detailed Description
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
According to one embodiment of the present invention, there is provided an embodiment of a control method of a vehicle, it being noted that the steps shown in the flowcharts of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical order is shown in the flowcharts, in some cases the steps shown or described may be performed in an order different from that herein.
The method embodiments may be performed in an electronic device, similar control device or system that includes a memory and a processor. Taking an electronic device as an example, the electronic device may include one or more processors and memory for storing data. Optionally, the electronic apparatus may further include a communication device for a communication function and a display device. It will be appreciated by those of ordinary skill in the art that the foregoing structural descriptions are merely illustrative and are not intended to limit the structure of the electronic device. For example, the electronic device may also include more or fewer components than the above structural description, or have a different configuration than the above structural description.
The processor may include one or more processing units. For example: the processor may include a processing device of a central processing unit (central processing unit, CPU), a graphics processor (graphics processing unit, GPU), a digital signal processing (digital signal processing, DSP) chip, a microprocessor (microcontroller unit, MCU), a programmable logic device (field-programmable gate array, FPGA), a neural network processor (neural-network processing unit, NPU), a tensor processor (tensor processing unit, TPU), an artificial intelligence (artificial intelligent, AI) type processor, or the like. Wherein the different processing units may be separate components or may be integrated in one or more processors. In some examples, the electronic device may also include one or more processors.
The memory may be used to store a computer program, for example, a computer program corresponding to a control method of a vehicle in an embodiment of the present invention, and the processor implements the control method of a vehicle described above by running the computer program stored in the memory. The memory may include high speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid state memory. In some examples, the memory may further include memory remotely located with respect to the processor, which may be connected to the electronic device through a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The communication device is used to receive or transmit data via a network. Specific examples of the network described above may include a wireless network provided by a communication provider of the mobile terminal. In one example, the communication device includes a network adapter (network interface controller, NIC) that can connect to other network devices through the base station to communicate with the internet. In one example, the communication device may be a Radio Frequency (RF) module for communicating with the internet wirelessly.
Display devices may be, for example, touch screen type liquid crystal displays (liquid crystal display, LCDs) and touch displays (also referred to as "touch screens" or "touch display screens"). The liquid crystal display may enable a user to interact with a user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (graphical user interface, GUI) with which a user can interact with the GUI by touching finger contacts and/or gestures on the touch-sensitive surface, where the human-machine interaction functionality optionally includes the following interactions: executable instructions for performing the above-described human-machine interaction functions, such as creating web pages, drawing, word processing, making electronic documents, games, video conferencing, instant messaging, sending and receiving electronic mail, talking interfaces, playing digital video, playing digital music, and/or web browsing, are configured/stored in a computer program product or readable storage medium executable by one or more processors.
In this embodiment, there is provided a control method of a vehicle running on an electronic device, fig. 1 is a flowchart of a control method of a vehicle according to one embodiment of the present invention, as shown in fig. 1, the flowchart includes the steps of:
Step S10, driving information is obtained;
the driving information is used for determining acceleration, accelerator opening state and brake pedal state of the vehicle.
The driving information may be understood as vehicle information for indicating a running state of the vehicle, and may be, for example, a speed, a gear, an accelerator pedal sensor voltage, a brake switch sensor level, etc. of the vehicle, and embodiments of the present invention are not limited. The accelerator opening state may be understood as representing the magnitude of the accelerator opening of the present vehicle, and the brake pedal state may be understood as representing whether the brake pedal of the present vehicle is depressed, and the embodiment of the present invention is not limited.
Alternatively, the driving information may be acquired by a body sensor in the vehicle, such as a driving information acquisition device, and the embodiment of the present invention is not limited. For example, the speed, gear, throttle voltage, brake switch voltage of the vehicle can be acquired by the driving information acquisition device.
The driving information is used to determine the acceleration of the vehicle, the accelerator opening state and the brake pedal state, alternatively, the acceleration of the vehicle may be determined by the speed of the vehicle, the accelerator opening state may be determined by the accelerator pedal sensor voltage, and the brake pedal state may be determined by the brake switch sensor level, and the embodiment of the present invention is not limited.
For example, the acceleration of the vehicle may be determined by calculating a change in the vehicle speed per unit time. The accelerator opening state can be calculated from a plurality of accelerator pedal sensor voltages and an accelerator pedal sensor characteristic curve. The brake pedal status is determined by a plurality of brake switch sensor levels, embodiments of the present invention are not limited.
Specifically, voltages of a plurality of accelerator pedal sensors may be denoted as a1 and a2, an accelerator pedal sensor characteristic curve may be denoted as f (), the accelerator pedal sensor characteristic curve may be obtained from a specification of a matched sensor model, and the accelerator opening state α_acc may be determined by calculation using a mathematical formula, where a specific calculation process is shown in the following formula (1):
α_acc＝f(a1,a2) (1)
the levels of a plurality of brake switch sensors can be marked as b1 and b2, the characteristic curve of the brake sensor is marked as f (), the characteristic curve of the brake sensor can be obtained from a technical specification of a matched sensor model, the embodiment of the invention is not limited, and the state beta_brk of the brake pedal can be determined through calculation according to a mathematical formula, and the specific calculation process is shown in the following formula (2):
β_brk＝f(b1,b2) (2)
step S11, determining a target driving mode based on driving information in a preset time interval;
Wherein the target driving pattern is used to characterize the driving style.
The preset time interval may be understood as a working condition segment within a certain time range, for example, may be five minutes, which is not limited in the embodiment of the present invention. This step may be understood as determining a target driving pattern for characterizing the driving style based on the driving information over a range of operating conditions.
Alternatively, the target driving mode may be determined by counting the duty ratio of the driving mode in the preset time interval, which is not limited in the embodiment of the present invention. For example, the working condition section may be determined for one target driving mode every 5 minutes, when the duty ratio of a certain driving mode in a single working condition section exceeds 65%, the working condition section is considered to be valid, and when the working condition section is finished, a certain driving mode validity flag is output, and the driving mode is determined to be the target driving mode.
Step S12, determining a target torque based on a target driving mode;
the target torque may be understood as the torque at the vehicle's end of mass in the current target driving mode, and is used to represent the torque demand at the end of mass of the vehicle in the current target driving mode.
This step may be understood as determining a target torque indicative of an end-of-package torque demand of the vehicle in the current target driving mode based on the target driving mode for characterizing the driving style.
Through the steps, the assembly end torque requirement of the vehicle in the current target driving mode can be determined based on the driving mode of the current vehicle, and an accurate control basis is provided for controlling the vehicle.
Step S13, controlling the vehicle based on the target torque.
This step may be understood as controlling the vehicle based on the end-of-package torque demand of the vehicle in the current target driving mode.
Alternatively, the vehicle may be controlled by a controller in the vehicle, and embodiments of the present invention are not limited. The vehicle type is a new energy vehicle type, the vehicle controller can control the vehicle based on the torque demand of the assembly end of the vehicle in the current target driving mode, and the engine controller can control the vehicle based on the torque demand of the assembly end of the vehicle in the current target driving mode when the vehicle type is a traditional fuel vehicle type.
In an alternative embodiment, the vehicle may be controlled by outputting the target torque to a message signal line in the vehicle and transmitting the target torque to a controller in the vehicle, and embodiments of the present invention are not limited.
Through the steps, the driving information is obtained, the acceleration, the accelerator opening state and the brake pedal state of the vehicle are determined, the target driving mode is determined based on the driving information within a preset time interval, the driving style is represented by the target driving mode, the target torque is determined based on the target driving mode, and finally the vehicle is controlled based on the target torque, so that the vehicle drivability is close to the driving style of the driver, the user requirements of different driving styles are met, the driving experience is improved, the comprehensiveness is better, the learning is higher, the lifting efficiency is higher, the experience of the driver is better, and the technical problems that in the related art, the driver is intervened or reminded through analysis of the driving habit, the comprehensiveness is poor, the learning is poor, the lifting efficiency is lower and the experience of the driver is poor are solved.
Alternatively, in step S11, determining the target driving pattern based on the driving information within the preset time interval may include performing the steps of:
step S110, calculating the change rate of the accelerator opening in unit time according to the state of the accelerator opening;
the accelerator opening change rate may be understood as a rate for indicating a change in accelerator opening, and this step may be understood as calculating a rate of change in accelerator opening per unit time from an accelerator opening state indicating the magnitude of the accelerator opening of the current vehicle.
Specifically, after determining the magnitude of the accelerator opening of the current vehicle, calculating the change rate of the magnitude of the accelerator opening in unit time, namely determining the change rate of the accelerator opening.
Step S111, determining a target driving mode according to the acceleration, the accelerator opening state, the brake pedal state and the accelerator opening change rate in a preset time interval.
This step can be understood as determining the target driving mode from the acceleration indicating the rate of change of the vehicle speed, the accelerator opening state indicating the magnitude of the accelerator opening of the current vehicle, the brake pedal state indicating whether the brake pedal of the current vehicle is depressed, and the rate of change indicating the accelerator opening within the preset time interval.
Optionally, in step S111, the target driving mode includes at least one of: the comfort mode, the normal mode, and the fierce mode, determining the target driving mode according to the acceleration, the accelerator opening state, the brake pedal state, and the accelerator opening change rate within the preset time interval may include the steps of:
step S1110, responding to the condition that the state of the accelerator opening accords with a first preset condition, and the change rate of the accelerator opening is smaller than or equal to a first change rate threshold; or alternatively, the first and second heat exchangers may be,
in step S1111, in response to the brake pedal state meeting the second preset condition, and the acceleration being greater than or equal to the first acceleration threshold, it is determined that the target driving mode is the comfort mode.
The target driving mode includes at least one of: a relaxing mode, a normal mode and a fierce mode, wherein the relaxing mode can be understood as a driving mode with a gentle and stable driving style, the normal mode can be understood as a driving mode with a moderate and normal driving style, and the fierce mode can be understood as a driving mode with a dynamic and intense driving style.
The first preset condition may be understood as a condition for judging that the accelerator opening state is open, for example, the accelerator opening state may be greater than 0, which is not limited in the embodiment of the present invention, and when the accelerator opening state meets the first preset condition, the accelerator opening state is greater than 0, that is, the accelerator is in an open state. The first change rate threshold may be understood as a maximum accelerator opening change rate threshold that is relatively gentle and stable in driving style of the vehicle, that is, when the accelerator opening change rate is equal to or less than the maximum accelerator opening change rate threshold, it indicates that the driving style of the vehicle is relatively gentle and stable.
The second preset condition may be understood as a condition for judging that the brake pedal state is depressed, and when the brake pedal state meets the second preset condition, it indicates that the brake pedal state is depressed. The first acceleration threshold may be understood as a minimum acceleration threshold that is relatively gentle and stable in driving style of the vehicle, alternatively, the first acceleration threshold may be an acceleration value opposite to the vehicle speed, that is, a magnitude indicating a speed of deceleration of the vehicle, and a sign of negative indicates a smaller value and a larger value, which is not limited by the embodiment of the present invention. When the acceleration is greater than or equal to the minimum acceleration threshold value, it indicates that the driving style of the vehicle is more gentle and stable.
The step can be understood as that when the accelerator opening state meets the condition that the accelerator opening state is opened, and the accelerator opening change rate is smaller than or equal to a maximum accelerator opening change rate threshold value for relatively gentle and stable driving style of the vehicle, the accelerator is indicated to be in the opened state, and the driving style of the vehicle is relatively gentle and stable. Or alternatively, the first and second heat exchangers may be,
when the state of the brake pedal accords with the condition that the state of the brake pedal is the stepping condition, and the acceleration is larger than or equal to the minimum acceleration threshold value which is more gentle and stable in the driving style of the vehicle, the brake pedal is in the stepping state, and the driving style of the vehicle is more gentle and stable, and at the moment, the target driving mode is determined to be the driving mode which is more gentle and stable in the driving style, namely the relaxing mode.
Optionally, in step S111, determining the target driving mode according to the acceleration, the accelerator opening state, the brake pedal state, and the accelerator opening change rate within the preset time interval may include performing the steps of:
step S1112, responding to the state of the accelerator opening to meet a first preset condition, wherein the change rate of the accelerator opening is larger than a first change rate threshold value and smaller than or equal to a second change rate threshold value; or alternatively, the first and second heat exchangers may be,
in step S1113, the target driving mode is determined to be the normal mode in response to the brake pedal state meeting the second preset condition, and the acceleration is smaller than the first acceleration threshold and greater than or equal to the second acceleration threshold.
The second change rate threshold may be understood as a maximum accelerator opening change rate threshold with which the driving style of the vehicle is relatively moderate and normal, that is, when the accelerator opening change rate is greater than the first change rate threshold and less than or equal to the maximum accelerator opening change rate threshold, it indicates that the driving style of the vehicle is moderate and normal.
The second acceleration threshold may be understood as a minimum acceleration threshold at which the driving style of the vehicle is moderately normal, alternatively, the second acceleration threshold may be an acceleration value opposite to the vehicle speed, that is, a magnitude indicating a rate at which the vehicle is decelerating, which is not a limitation of the embodiment of the present invention. And when the acceleration is smaller than the minimum acceleration threshold value for the relatively gentle and stable driving style of the vehicle and is larger than or equal to the minimum acceleration threshold value, the driving style of the vehicle is relatively moderate and normal.
The step can be understood as that when the accelerator opening state meets the condition that the accelerator opening state is opened, and the accelerator opening change rate is greater than the maximum accelerator opening change rate threshold value of the vehicle with a more gentle and stable driving style and less than or equal to the maximum accelerator opening change rate threshold value of the vehicle with a more moderate and normal driving style, the accelerator is in the opened state, and the driving style of the vehicle is more moderate and normal. Or alternatively, the first and second heat exchangers may be,
when the state of the brake pedal accords with the condition that the state of the brake pedal is depressed, the acceleration is smaller than the minimum acceleration threshold value which is more gentle and stable in the driving style of the vehicle and is larger than or equal to the minimum acceleration threshold value which is moderate and normal in the driving style of the vehicle, the brake pedal is in the depressed state, the driving style of the vehicle is more moderate and normal, and the target driving mode is determined to be the driving mode with the more moderate and normal driving style, namely the normal mode.
Optionally, in step S111, determining the target driving mode according to the acceleration, the accelerator opening state, the brake pedal state, and the accelerator opening change rate within the preset time interval may include performing the steps of:
step S1114, in response to the accelerator opening state meeting the first preset condition, where the accelerator opening change rate is greater than the second change rate threshold and less than or equal to the third change rate threshold; or alternatively, the first and second heat exchangers may be,
And determining that the target driving mode is a fierce mode in response to the brake pedal state meeting a second preset condition, and the acceleration being smaller than a second acceleration threshold and greater than or equal to a third acceleration threshold.
The third change rate threshold may be understood as a maximum accelerator opening change rate threshold at which the driving style of the vehicle is more dynamic, that is, when the accelerator opening change rate is greater than the second change rate threshold and less than or equal to the maximum accelerator opening change rate threshold, it indicates that the driving style of the vehicle is dynamic.
The third acceleration threshold may be understood as a minimum acceleration threshold that is more dynamic in driving style of the vehicle, alternatively, the third acceleration threshold may be an acceleration value opposite to the vehicle speed, that is, a speed indicating a speed of deceleration of the vehicle, which is not limited in the embodiment of the present invention. And when the acceleration is smaller than the minimum acceleration threshold value which is more moderate and normal in the driving style of the vehicle and is larger than or equal to the minimum acceleration threshold value, the driving style of the vehicle is more dynamic and hot.
The step can be understood as that when the accelerator opening state accords with the condition that the accelerator opening state is opened, and the accelerator opening change rate is larger than the maximum accelerator opening change rate threshold value which is more moderate and normal in driving style of the vehicle and smaller than or equal to the maximum accelerator opening change rate threshold value which is more dynamic and hot in driving style of the vehicle, the accelerator is in the opened state, and the driving style of the vehicle is more dynamic and hot. Or alternatively, the first and second heat exchangers may be,
When the state of the brake pedal accords with the condition that the state of the brake pedal is depressed, the acceleration is smaller than the minimum acceleration threshold value which is moderate and normal in the driving style of the vehicle and is larger than or equal to the minimum acceleration threshold value which is dynamic and hot in the driving style of the vehicle, the brake pedal is in the depressed state, the driving style of the vehicle is dynamic and hot, and at the moment, the target driving mode is determined to be the driving mode with dynamic and hot driving style, namely the fierce mode.
It will be appreciated that the first rate of change threshold is less than the second rate of change threshold and less than the third rate of change threshold, and that the first acceleration threshold is greater than the second acceleration threshold and greater than the third acceleration threshold.
Optionally, when the accelerator opening change rate is greater than the third change rate threshold, an emergency accelerator depression is indicated, and the driving mode determining process is not considered. When the acceleration is the third acceleration threshold value, emergency braking is indicated, the driving mode determining process is not considered, and the embodiment of the invention is not limited.
In an alternative embodiment, the steps are performed when the vehicle gear is a driving gear, and it is understood that when the vehicle gear is a non-driving gear, it indicates that the vehicle is not in a normal driving state, and the driving mode determining process is not considered, which is not a limitation of the embodiment of the present invention.
Alternatively, in step S12, determining the target torque based on the target driving mode may include performing the steps of:
step S120, determining a wheel end required torque according to a target driving mode;
the wheel end required torque is understood to be the torque required by the tires of the vehicle during running, for maintaining the running performance and stability of the vehicle during running. This step can be understood as determining the torque required by the tires of the vehicle during running, according to a target driving pattern that characterizes the driving style.
Step S121, determining a target torque according to the wheel end demand torque.
The target torque may be understood as the torque demand at the end of the vehicle during travel, and the step may be understood as determining the torque demand at the end of the vehicle during travel based on the torque required by the tires of the vehicle during travel.
Alternatively, the torque demand at the end of the assembly, i.e., the target torque, may be calculated based on the wheel end demand torque by a mathematical formula, and embodiments of the present invention are not limited.
Optionally, in step S120, determining the wheel end demand torque according to the target driving mode may include performing the steps of:
step S1200, corresponding drivability parameters and weight coefficients are determined according to the target driving mode;
The drivability parameter may be understood as a parameter of a driving style corresponding to the target driving mode, and the weight coefficient may be understood as a weight coefficient of the driving style corresponding to the target driving mode.
It can be understood that the calculation of the weighting coefficient is performed only between adjacent driving style parameters, and when each acquisition condition segment is activated once, that is, when each target driving mode is determined, the effective driving style weighting coefficient is added by Δ= 0.001, and the adjacent driving style weighting coefficient is subtracted by Δ= 0.001, which is not limited in the embodiment of the present invention.
Alternatively, the driving performance parameter corresponding to the target driving mode may be determined according to the target driving mode, and then the weight coefficient may be determined according to the driving performance parameter.
Fig. 2 is a schematic view of calculation of driving parameter weight coefficients according to an embodiment of the present invention, as shown in fig. 2, to comprehensively illustrate a specific implementation process of determining the corresponding weight coefficients, for example, the driving parameter of the comfort mode may be denoted as γ1, the driving parameter of the comfort mode may be denoted as f2, the driving parameter of the normal mode may be denoted as γ2, the driving parameter of the normal mode may be denoted as f3, the driving parameter of the fierce mode may be denoted as γ3, the driving parameter of the fierce mode may be denoted as f1, and the specific calculation process may be shown in the following formulas (3) - (10):
When the learning value of the drivability parameter is between [ relaxed, normal ], the weight coefficients γ1, γ2, γ3 may be determined by calculation of a mathematical formula, and the specific calculation process may be as shown in the following formulas (3) to (6):
γ1(N)＝γ1(N-1)+△ (3)
γ2(N)＝γ2(N-1)-△ (4)
γ3(N)＝0 (5)
γ1(N)+γ2(N)＝1 (6)
when the learning value of the drivability parameter is between [ normal, intense ], the weight coefficients γ1, γ2, γ3 can be determined by calculation of a mathematical formula, and the specific calculation process can be shown in the following formulas (7) to (10):
γ1(N)＝0 (7)
γ2(N)＝γ2(N-1)+△ (8)
γ3(N)＝γ3(N-1)+△ (9)
γ2(N)+γ3(N)＝1 (10)
wherein γ (N) in the above formulas (3) - (10) represents a weight coefficient learning value of the current operating condition segment, γ (N-1) is a learning value of the previous operating condition segment, Δ is ±0.001, when the driving style is determined to be normal, Δ=0.001, and when the driving style is determined to be relaxed or intense, Δ= -0.001, thereby determining the corresponding drivability parameter and weight coefficient, and the embodiment of the present invention is not limited.
Step S1201 calculates the wheel end demand torque based on the drivability parameter and the weight coefficient.
This step can be understood as calculating the torque required by the tires of the vehicle during running based on the parameters of the driving style corresponding to the target driving pattern and the weighting coefficients of the corresponding driving style.
Specifically, the comfort mode weight coefficient may be denoted as γ1, the comfort mode drivability parameter may be denoted as f2, the normal mode weight coefficient may be denoted as γ2, the normal mode drivability parameter may be denoted as f3, the fierce mode weight coefficient may be denoted as γ3, and the fierce mode drivability parameter may be denoted as f1, the wheel end demand torque t_req may be determined by calculation using a mathematical formula, and the embodiment of the present invention is not limited, and the specific calculation process may be shown as the following formula (11):
T_req＝γ1*f1+γ2*f2+γ3*f3 (11)
The torque required by the tire during running of the vehicle, namely the wheel end required torque, is calculated from this, and the embodiment of the invention is not limited.
Alternatively, in step S121, determining the target torque according to the wheel end demand torque may include performing the steps of:
step S1210, in response to the vehicle being a first type of vehicle, calculating a target torque according to the driving information and the wheel end required torque; or alternatively, the first and second heat exchangers may be,
it will be appreciated that different configurations of different vehicle types, such as different drive types, may affect different end-of-package torque requirements. A first type of vehicle may be understood as a front-drive or rear-drive vehicle type.
This step may be understood as indicating that the vehicle is a front-drive or rear-drive vehicle type when the vehicle is a first type of vehicle, calculating the target torque based on the driving information and the wheel end demand torque, alternatively, determining the gear ratio based on the driving information, and calculating the target torque based on the gear ratio and the wheel end demand torque, the embodiment of the present invention is not limited.
Specifically, the required torque of the wheel end can be recorded as t_req, and the transmission ratio is M, so that the target torque T can be calculated by a mathematical formula, and the specific calculation process can be shown in the following formula (12):
T＝T_req/M (12)
The resulting end torque request, i.e., target torque, for the type of lead or trail vehicle is thus determined, as embodiments of the present invention are not limited.
In step S1211, in response to the vehicle being a second type of vehicle, a first target torque and a second target torque are calculated according to the wheel end demand torque and a preset coefficient.
The second type of vehicle may be understood as a four-drive vehicle type, the preset factor may be understood as a four-drive distribution factor corresponding to the four-drive vehicle type, the first target torque may be understood as a front-drive assembly demand torque, and the second target torque may be understood as a rear-drive assembly demand torque. This step may be understood as indicating that the vehicle is a four-drive vehicle type when the vehicle is of the second type, and calculating the front drive assembly demand torque and the rear drive assembly demand torque based on the wheel end demand torque and the corresponding four-drive distribution coefficient.
Specifically, the wheel end required torque may be denoted as t_req, and the four-wheel-drive distribution coefficient may be denoted as λ, and the precursor assembly required torque T1 may be calculated by a mathematical formula, and the specific calculation process may be as shown in the following formula (13):
T1＝T_req*λ (13)
the first target torque, which is the desired torque of the precursor assembly, is thus determined, as embodiments of the present invention are not limited. The rear drive assembly demand torque T2 may be calculated by a mathematical formula, and the specific calculation may be as shown in the following formula (14):
T2＝T_req*(1-λ) (14)
The desired torque of the rear drive assembly, i.e., the second target torque, is thus determined, as embodiments of the present invention are not limited.
Fig. 3 is a flowchart of a control method of a vehicle according to an embodiment of the present invention, and as shown in fig. 3, a specific implementation of the above steps is comprehensively described. After the control method in fig. 3 starts to be executed, the controller is initialized first, the driving parameter self-learning data in the storage module is read, and driving information such as accelerator pedal voltage, brake sensor level, vehicle speed, gear, acceleration and the like is collected (i.e. step S10). And identifying the effective scene of the driving style in the vehicle, judging whether the current scene is the effective scene, meeting the requirement that the current scene is the effective scene, judging the driving style of the current working condition section, and outputting at the working condition ending point (namely, step S11). And calculating weight coefficients of different driving styles, calculating wheel end required torque, converting the wheel end required torque into assembly required torque, outputting the assembly required torque, and storing self-learning parameters (namely, step S12-step S13), and ending the process to complete the control of the vehicle.
Fig. 4 is a structural diagram of a control device of a vehicle according to one embodiment of the present invention, and as shown in fig. 4, a specific implementation of the above steps is comprehensively described. Fig. 4 includes a driving information acquisition module, a driving style analysis module, a drivability control module, a power output module, and a storage module.
The driving information acquisition module is used for acquiring driving information such as vehicle speed information, gear information, accelerator opening information, brake pedal information, acceleration information and the like, and is connected with the controller accessory signal input interface and the message signal line signal input interface. The driving style analysis module is used for analyzing the driving behavior of the user according to the driving operation information and positioning the style of the driving habit deviation of the current user. The driving performance control module is used for adjusting the weight of the driving performance parameters according to the driving style output by the driving style analysis module, learning the driving habit of the user and calculating the power demand finally output according to the weight coefficient. The power output module is used for outputting the power demand calculated by the drivability control module to the message signal wire and is connected with the signal output interface of the message signal wire. The storage module is used for storing the driving performance parameter self-learning data, and is a power-down storage module.
When the control device of the vehicle shown in fig. 4 is operated, the driving information such as the vehicle speed information, the gear information, the accelerator sensor voltage, the brake pedal sensor level, the acceleration information and the like is acquired through the driving information acquisition module, the accelerator sensor voltage is converted into the accelerator opening information, the brake pedal sensor level is converted into the brake pedal information, and the vehicle speed information, the gear information and the input message signal line are subjected to validity check. The driving information acquisition module is used for inputting the speed information, the gear information, the accelerator opening information, the brake pedal information and the acceleration information into the driving style analysis module, outputting the driving style to the driving control module through effective scene judgment and driving style analysis, and adjusting the weight of the driving parameters through the driving control module. Specifically, the self-learning data of the drivability parameters are obtained through the storage module, the weight of the drivability parameters for relieving driving, normal driving and violent driving is adjusted according to the driving style in the drivability control module, and the required torque of the wheel end is calculated, determined and output. The wheel end required torque is input to a power output module, the wheel end required torque calculated by the drivability control module is converted into the assembly end required torque through the power output module, and the assembly end required torque is output to a message signal line so as to complete the control of the vehicle.
From the description of the above embodiments, it will be clear to a person skilled in the art that the method according to the above embodiments may be implemented by means of software plus the necessary general hardware platform, but of course also by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) comprising several instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method of the various embodiments of the present invention.
The present embodiment also provides a vehicle control device, which is used to implement the foregoing embodiments and the preferred embodiments, and is not described in detail. As used below, the term "module" may be a combination of software and/or hardware that implements a predetermined function. While the means described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.
Fig. 5 is a block diagram of a control apparatus of a vehicle according to one embodiment of the present invention, as shown in fig. 5, exemplified by a control apparatus 500 of a vehicle, the apparatus comprising: the acquisition module 501 is configured to acquire driving information, where the driving information is used to determine an acceleration, an accelerator opening state, and a brake pedal state of the vehicle; the first determining module 502, the first determining module 502 is configured to determine a target driving mode based on driving information within a preset time interval, where the target driving mode is used to characterize a driving style; a second determination module 503, the second determination module 503 being configured to determine a target torque based on the target driving mode; the control module 504, the control module 504 is configured to control the vehicle based on the target torque.
Optionally, the first determining module 502 is further configured to calculate a rate of change of the accelerator opening in a unit time according to the state of the accelerator opening; and determining a target driving mode according to the acceleration, the accelerator opening state, the brake pedal state and the accelerator opening change rate in a preset time interval.
Optionally, the first determining module 502 is further configured to respond to the accelerator opening state meeting a first preset condition, where the accelerator opening change rate is less than or equal to a first change rate threshold; or, determining that the target driving mode is a comfort mode in response to the brake pedal state meeting the second preset condition and the acceleration being greater than or equal to the first acceleration threshold.
Optionally, the first determining module 502 is further configured to respond to the accelerator opening state meeting a first preset condition, where the accelerator opening change rate is greater than a first change rate threshold and less than or equal to a second change rate threshold; or, determining that the target driving mode is the normal mode in response to the brake pedal state meeting the second preset condition, and the acceleration being smaller than the first acceleration threshold and greater than or equal to the second acceleration threshold.
Optionally, the first determining module 502 is further configured to respond to the accelerator opening state meeting a first preset condition, where the accelerator opening change rate is greater than the second change rate threshold and less than or equal to the third change rate threshold; or, in response to the brake pedal state meeting the second preset condition, and the acceleration being less than the second acceleration threshold and greater than or equal to the third acceleration threshold, determining that the target driving mode is a fierce mode.
Optionally, the second determining module 503 is further configured to determine the wheel end required torque according to the target driving mode; and determining the target torque according to the wheel end required torque.
Optionally, the second determining module 503 is further configured to determine a corresponding driving parameter and a weight coefficient according to the target driving mode; wheel end demand torque is calculated based on the drivability parameters and the weighting coefficients.
Optionally, the second determining module 503 is further configured to calculate the target torque according to the driving information and the wheel end required torque in response to the vehicle being the first type of vehicle; or, in response to the vehicle being a second type of vehicle, calculating a first target torque and a second target torque according to the wheel end required torque and a preset coefficient.
It should be noted that each of the above modules may be implemented by software or hardware, and for the latter, it may be implemented by, but not limited to: the modules are all located in the same processor; alternatively, the above modules may be located in different processors in any combination.
Embodiments of the present application also provide a vehicle for performing the steps of any of the method embodiments described above.
Alternatively, in the present embodiment, the above-described vehicle may be configured to store a computer program for executing the steps of:
step S1, driving information is obtained;
step S2, determining a target driving mode based on driving information in a preset time interval;
step S3, determining a target torque based on a target driving mode;
step S4, controlling the vehicle based on the target torque.
Embodiments of the present application also provide a computer readable storage medium having a computer program stored therein, wherein the computer program is arranged to perform the steps of any of the method embodiments described above when run on a computer or processor.
Alternatively, in the present embodiment, the above-described computer-readable storage medium may be configured to store a computer program for performing the steps of:
step S1, driving information is obtained;
step S2, determining a target driving mode based on driving information in a preset time interval;
step S3, determining a target torque based on a target driving mode;
step S4, controlling the vehicle based on the target torque.
Alternatively, in the present embodiment, the above-described computer-readable storage medium may include, but is not limited to: a usb disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a removable hard disk, a magnetic disk, or an optical disk, or other various media in which a computer program can be stored.
An embodiment of the invention also provides an electronic device comprising a memory in which a computer program is stored and a processor arranged to run the computer program to perform the steps of any of the method embodiments described above.
Alternatively, in the present embodiment, the processor in the electronic device may be configured to execute the computer program to perform the steps of:
step S1, driving information is obtained;
step S2, determining a target driving mode based on driving information in a preset time interval;
Step S3, determining a target torque based on a target driving mode;
step S4, controlling the vehicle based on the target torque.
Alternatively, specific examples in this embodiment may refer to examples described in the foregoing embodiments and optional implementations, and this embodiment is not described herein.
The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of units may be a logic function division, and there may be another division manner in actual implementation, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method of the various embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.
Claims (10)
1. A control method of a vehicle, characterized by comprising:
acquiring driving information, wherein the driving information is used for determining acceleration, accelerator opening state and brake pedal state of a vehicle;
determining a target driving mode based on the driving information in a preset time interval, wherein the target driving mode is used for representing a driving style;
determining a target torque based on the target driving mode;
the vehicle is controlled based on the target torque.
2. The method of claim 1, wherein the determining a target driving pattern based on the driving information within a preset time interval comprises:
calculating the change rate of the accelerator opening in unit time according to the state of the accelerator opening;
and determining a target driving mode according to the acceleration, the accelerator opening state, the brake pedal state and the accelerator opening change rate in a preset time interval.
3. The method of claim 2, wherein the target driving mode comprises at least one of: the determination of the target driving mode according to the acceleration, the accelerator opening state, the brake pedal state and the accelerator opening change rate in a preset time interval includes:
responding to the accelerator opening state meeting a first preset condition, wherein the accelerator opening change rate is smaller than or equal to a first change rate threshold; or alternatively, the first and second heat exchangers may be,
and responding to the brake pedal state meeting a second preset condition, wherein the acceleration is larger than or equal to a first acceleration threshold value, and determining the target driving mode to be the relieving mode.
4. A method according to claim 3, wherein said determining a target driving pattern from said acceleration, said accelerator opening state within a preset time interval, said brake pedal state and said accelerator opening change rate comprises:
responding to the accelerator opening state meeting a first preset condition, wherein the accelerator opening change rate is greater than a first change rate threshold and less than or equal to a second change rate threshold; or alternatively, the first and second heat exchangers may be,
and determining that the target driving mode is the normal mode in response to the brake pedal state meeting a second preset condition, wherein the acceleration is smaller than a first acceleration threshold and larger than or equal to a second acceleration threshold.
5. A method according to claim 3, wherein said determining a target driving pattern from said acceleration, said accelerator opening state, said brake pedal state and said accelerator opening change rate within a preset time interval comprises:
responding to the accelerator opening state meeting a first preset condition, wherein the accelerator opening change rate is greater than a second change rate threshold and less than or equal to a third change rate threshold; or alternatively, the first and second heat exchangers may be,
and determining that the target driving mode is the fierce mode in response to the brake pedal state meeting a second preset condition, wherein the acceleration is smaller than a second acceleration threshold value and larger than or equal to a third acceleration threshold value.
6. The method of claim 1, wherein the determining a target torque based on the target driving mode comprises:
determining a wheel end required torque according to the target driving mode;
and determining target torque according to the wheel end required torque.
7. The method of claim 6, wherein said determining wheel end demand torque from said target driving pattern comprises:
determining corresponding drivability parameters and weight coefficients according to the target driving mode;
The wheel end demand torque is calculated based on the drivability parameter and the weighting coefficient.
8. The method of claim 7, wherein said determining a target torque from said wheel end demand torque comprises:
responding to the vehicle being a first type vehicle, and calculating the target torque according to the driving information and the wheel end required torque; or alternatively, the first and second heat exchangers may be,
and responding to the vehicle being a second type vehicle, and calculating a first target torque and a second target torque according to the wheel end required torque and a preset coefficient.
9. A control device for a vehicle, comprising:
the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring driving information, and the driving information is used for determining acceleration, accelerator opening state and brake pedal state of a vehicle;
the first determining module is used for determining a target driving mode based on the driving information in a preset time interval, wherein the target driving mode is used for representing a driving style;
a second determination module for determining a target torque based on the target driving mode;
and a control module for controlling the vehicle based on the target torque.
10. A vehicle for performing the control method of the vehicle according to any one of the above claims 1 to 8.
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