CN117644868A - Vehicle control method, electronic equipment and vehicle - Google Patents

Abstract

The application provides a vehicle control method, comprising the following steps: acquiring driving mode selection information; determining a matched target torque coefficient from a preset torque coefficient sequence according to driving mode selection information, wherein the preset torque coefficient sequence is determined according to torque values respectively corresponding to different driving modes; determining a target torque according to the target torque coefficient; based on the target torque, the vehicle is controlled, the purpose of refining the limited driving modes is achieved, driving requirements of users with different driving styles are met, and the control performance and driving experience of the vehicle are improved.

Description

Vehicle control method, electronic equipment and vehicle

Technical Field

The application relates to the technical field of automobile control, in particular to a vehicle control method, electronic equipment and a vehicle.

Background

In order to improve the handling performance and driving experience of vehicles, more and more vehicles are beginning to be configured with various driving modes, such as an economy driving mode, a normal driving mode, a sport driving mode, and the like. The user can switch the driving modes through a hardware switch (such as a knob) or a soft switch (such as a central control touch screen), so that the driving styles of different users are better met.

However, the current limited driving pattern designs can only roughly conform to the driving style of a part of the users.

Disclosure of Invention

In view of this, the present application aims to provide a vehicle control method, an electronic device and a vehicle, which aim to refine a driving mode of the vehicle, so that the driving mode can meet driving requirements of more users, and driving experience is improved.

Based on the above object, the present application provides a vehicle control method including:

acquiring driving mode selection information;

determining a matched target torque coefficient from a preset torque coefficient sequence according to the driving mode selection information, wherein the preset torque coefficient sequence is determined according to torque values respectively corresponding to different driving modes;

determining a target torque according to the target torque coefficient;

and controlling the vehicle based on the target torque.

Further, the determining the preset torque coefficient sequence according to the torque values corresponding to different driving modes respectively includes:

respectively determining a first torque value corresponding to a first driving mode and a second torque value corresponding to a second driving mode, wherein the first driving mode and the second driving mode are different driving modes;

Determining a first torque coefficient according to the first torque value and the second torque value;

and performing interpolation operation of a first preset number between the first torque coefficient and the reference torque coefficient to obtain the torque coefficient sequence.

Further, before the interpolation operation of the first preset number is performed between the first torque coefficient and the reference torque coefficient, the method further includes:

counting the linear relation between the acceleration pedal value and the output torque value in the historical driving data to determine the corresponding actual slope and the actual intercept;

the first preset number is determined according to the actual slope, a first reference slope corresponding to the first driving mode and a second reference slope corresponding to the second driving mode, and/or the first preset number is determined according to the actual intercept, a first reference intercept corresponding to the first driving mode and a second reference intercept corresponding to the second driving mode.

Further, the determining the first preset number according to the actual slope, the first reference slope corresponding to the first driving mode, and the second reference slope corresponding to the second driving mode includes:

inserting a second preset number of values between the first reference slope and the second reference slope to obtain a slope value sequence;

If the value corresponding to the actual slope exists in the slope value sequence, determining the second preset number as the first preset number, otherwise, adjusting the second preset number until the value corresponding to the actual slope exists in the corresponding slope value sequence, and determining the current second preset number as the first preset number.

Further, the determining the first torque value corresponding to the first driving mode and the second torque value corresponding to the second driving mode respectively includes:

and determining a first torque value corresponding to a preset vehicle speed value and a preset accelerator pedal value from a first relation corresponding to the calibrated first driving mode, and determining a second torque value corresponding to the preset vehicle speed value and the preset accelerator pedal value from a second relation corresponding to the calibrated second driving mode.

Further, the determining the target torque according to the target torque coefficient includes:

multiplying the target torque coefficient by an initial relation matrix to obtain a target relation matrix, wherein the initial relation matrix is a relation matrix among a vehicle speed value, an accelerator pedal value and a torque value corresponding to a reference driving mode;

And determining a torque value corresponding to the current speed value and the accelerator pedal value of the vehicle in the target relation matrix as the target torque.

Further, the driving mode selection information includes a target driving mode and style degree information, and the determining, according to the driving mode selection information, a matched target torque coefficient from a preset torque coefficient sequence includes:

determining a torque coefficient subsequence corresponding to the target driving mode from the torque coefficient sequence;

and determining the target torque coefficient from the torque coefficient subsequence according to the style degree information.

Further, the obtaining driving mode selection information includes:

determining the target driving mode based on a triggering operation of a driving mode selection control;

the style level information is determined based on a trigger operation to a style level selection control.

In view of the above object, the present application also provides an electronic device including a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor implementing the vehicle control method as described above when executing the program.

Based on the above object, the present application also provides a vehicle comprising an electronic device as described above.

As can be seen from the above, according to the vehicle control method provided by the application, the matched target torque coefficient is determined from the preset torque coefficient sequence according to the driving mode selection information, so that any driving mode selection information has the target torque coefficient corresponding to the target torque coefficient, wherein the preset torque coefficient sequence is determined according to the torque values respectively corresponding to different driving modes, the purpose of refining the limited driving modes is achieved, and therefore the driving requirements of users with different driving styles are met; and finally, determining a target torque according to the target torque coefficient, and controlling the vehicle based on the target torque, thereby being beneficial to improving the control performance and driving experience of the vehicle.

Drawings

In order to more clearly illustrate the technical solutions of the present application or related art, the drawings that are required to be used in the description of the embodiments or related art will be briefly described below, and it is apparent that the drawings in the following description are only embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort to those of ordinary skill in the art.

FIG. 1 is a flow chart of a vehicle control method according to an embodiment of the present disclosure;

FIG. 2 is a schematic diagram illustrating a vehicle control method according to an embodiment of the present disclosure;

fig. 3 is a schematic structural view of a vehicle control apparatus according to an embodiment of the present application;

fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

For the purposes of making the objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail below with reference to the accompanying drawings.

It should be noted that unless otherwise defined, technical or scientific terms used in the embodiments of the present application should be given the ordinary meaning as understood by one of ordinary skill in the art to which the present application belongs. The terms "first," "second," and the like, as used in embodiments of the present application, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that elements or items preceding the word are included in the element or item listed after the word and equivalents thereof, but does not exclude other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", etc. are used merely to indicate relative positional relationships, which may also be changed when the absolute position of the object to be described is changed.

In some embodiments, fig. 1 shows a flow diagram of a vehicle control method that can be executed by a corresponding vehicle control device, which can be implemented in software and/or hardware. The vehicle control device can be deployed on a vehicle and can also be deployed to a cloud or a server in communication with the vehicle.

As shown in fig. 1, the vehicle control method includes the steps of:

s110, driving mode selection information is acquired.

In some embodiments, the driving mode selection information may refer to a specific target driving mode (e.g., economy driving mode, normal driving mode, sporty driving mode, etc.). In other embodiments, the driving mode selection information may include specific target driving modes (e.g., economy driving mode, normal driving mode, sporty driving mode, etc.) as well as style level information (e.g., conservative, aggressive, etc.). Further, the style level information may be in the form of a percentage (such as 50%, 75%, etc.), and the style level information may be understood as a weight for fine-tuning the target driving mode, where the size of the weight may be selected by the user. Because the single target driving mode cannot meet the driving requirements of more users, a plurality of adjustment weights can be set for the target driving mode, the target driving mode can be further refined, the fine adjustment of the target driving mode is realized, the limited driving mode can be further subdivided into a plurality of driving modes, the fineness degree of the driving mode is improved, the driving requirements of users in various driving styles can be met, the operability and the driving experience of a vehicle are improved, and the implementation is simple and easy to realize.

It will be appreciated that the economy driving mode is generally characterized by poor power response in this mode and low shift point speeds; the power response in the sport driving mode is strong, and the rotating speed of the gear shifting point is also high, so that abundant torque output is ensured; the common driving mode is medium moment, so that the fuel economy and the dynamic property are considered, and the balance of the driving smoothness and the fuel economy is highlighted.

S120, determining a matched target torque coefficient from a preset torque coefficient sequence according to driving mode selection information, wherein the preset torque coefficient sequence is determined according to torque values respectively corresponding to different driving modes.

Wherein the different driving modes may refer to an economy driving mode, a normal driving mode, and a sport driving mode. The target torque coefficient may be understood as a fine adjustment coefficient for determining an output torque corresponding to the fine-adjusted driving mode.

The preset torque coefficient sequences are determined according to the torque values respectively corresponding to the different driving modes, so that a fine adjustment scheme taking the existing different driving modes as references is realized, and the method has the advantages of simplicity in implementation and easiness in implementation.

S130, determining target torque according to the target torque coefficient.

Optionally, the target torque coefficient may be multiplied by an accelerator Pedal pulse spectrum (peak Map) of the reference driving mode to obtain an accelerator Pedal pulse spectrum corresponding to the driving mode after fine adjustment, and then the corresponding target torque is searched based on the accelerator Pedal pulse spectrum.

Specifically, the accelerator pedal pulse spectrum is a matrix composed of a vehicle speed value, an accelerator pedal value and a torque value, and after the current vehicle speed value and the accelerator pedal value of the vehicle are obtained, a corresponding torque value, namely the target torque, can be obtained through the matrix.

And S140, controlling the vehicle based on the target torque.

Illustratively, the powertrain of the vehicle is controlled in accordance with the target torque to output the same torque as the target torque to power the vehicle.

According to the technical scheme, the matched target torque coefficient is determined from the preset torque coefficient sequence according to the driving mode selection information, wherein the preset torque coefficient sequence is determined according to the torque values respectively corresponding to different driving modes, the target torque is determined according to the target torque coefficient, the vehicle is controlled based on the target torque, the purpose of refining the limited driving modes is achieved, driving requirements of users in different driving styles are met, and the control performance and driving experience of the vehicle are improved.

In some embodiments, the driving mode selection information includes a target driving mode and style level information, and the obtaining driving mode selection information includes:

determining the target driving mode based on a triggering operation of a driving mode selection control;

the style level information is determined based on a trigger operation to a style level selection control.

Specifically, the driving mode selection control may be an icon displayed on a central control screen in the cockpit, for example, an icon corresponds to an economic driving mode, an icon corresponds to a normal driving mode, an icon corresponds to a sport driving mode, and when the user selects the icon corresponding to the economic driving mode, the corresponding target driving mode is the economic driving mode; when a user selects an icon corresponding to the normal driving mode, the corresponding target driving mode is the normal driving mode; when the user selects the icon corresponding to the sports driving mode, the corresponding target driving mode is the sports driving mode.

Optionally, the driving mode selection control may be a physical button, and when a button corresponding to the economical driving mode is pressed, the corresponding target driving mode is the economical driving mode; when a button corresponding to the normal driving mode is pressed down, the corresponding target driving mode is the normal driving mode; when the button corresponding to the movement driving mode is pressed down, the corresponding target driving mode is the movement driving mode.

Optionally, the driving mode selection control may further be a physical knob, and when the physical knob points to the economy driving mode, the corresponding target driving mode is the economy driving mode; when the physical knob points to the normal driving mode, the corresponding target driving mode is the normal driving mode; when the physical knob points to the sport driving mode, the corresponding target driving mode is the sport driving mode.

The style degree selection control can be a control in the form of a progress bar, and the user can drag the progress bar to a proper position according to the driving style of the user. For example, when the user currently selects the economy driving mode, a finer style degree may be further selected by the progress bar, for example, when the progress bar is at the initial position, it means that the currently selected economy driving mode is entirely the economy driving mode, or the ratio of the economy driving mode is 100%; when the progress bar is dragged to the middle position, the current economic driving mode is 50% and the next driving mode (such as a common driving mode) is 50%, so that the fineness of the driving mode is increased, and the driving requirements of users with different driving styles can be met. In summary, by setting the style degree selection control and the driving mode selection control to mutually cooperate, the limited driving modes can be further subdivided into a plurality of driving modes, the fineness degree of the driving modes is improved, the driving requirements of users in various driving styles can be met, and the operability and driving experience of the vehicle are improved.

In some embodiments, the determining the preset torque coefficient sequence according to the torque values respectively corresponding to different driving modes includes:

respectively determining a first torque value corresponding to a first driving mode and a second torque value corresponding to a second driving mode; determining a first torque coefficient according to the first torque value and the second torque value; and performing interpolation operation of a first preset number between the first torque coefficient and the reference torque coefficient to obtain the torque coefficient sequence, namely inserting the first preset number of torque coefficients between the first torque coefficient and the reference torque coefficient. Further, determining the first torque coefficient according to the first torque value and the second torque value may specifically be: the ratio of the first torque value to the second torque value is determined as a first torque coefficient, i.e. first torque coefficient=first torque value/second torque value, i.e. the first torque coefficient indicates a multiple of the first torque value with respect to the second torque value, i.e. the second torque value, or the second driving mode is the fine-tuned reference driving mode. Alternatively, the ratio of the second torque value to the first torque value is determined as a first torque coefficient, i.e. first torque coefficient = second torque value/first torque value, i.e. the first torque coefficient indicates that the second torque value is a multiple of the first torque value, i.e. based on the first torque value, or the first driving mode is a fine-tuned reference driving mode.

In one embodiment, the first driving mode may be an economy driving mode in particular, and the second driving mode may be a normal driving mode in particular. In another embodiment, the first driving mode may be a normal driving mode in particular, and the second driving mode may be a sport driving mode in particular. In summary, the first driving mode and the second driving mode are different driving modes, one of which is used as a fine-tuning upper limit reference driving mode and the other is used as a fine-tuning lower limit parameter driving mode.

In other words, based on the current common driving modes (an economic driving mode, a normal driving mode and a sport driving mode respectively), more refined driving modes are generated between the limited driving modes, for example, more refined driving modes are generated between the economic driving mode and the normal driving mode, and more refined driving modes are generated between the normal driving mode and the sport driving mode, so that the driving modes are not discrete limited, but continuous infinite, and the driving requirements of various driving style users are further met, and the maneuverability of the vehicle is improved. Specifically, a first torque coefficient is determined according to a first torque value corresponding to a first driving mode and a second torque value corresponding to a second driving mode, then a first preset number of interpolation operations are performed between the first torque coefficient and a reference torque coefficient, a torque coefficient sequence between the first driving mode and the second driving mode is obtained, each torque coefficient in the torque coefficient sequence represents a torque coefficient corresponding to a thinned driving mode, and further, a target torque corresponding to each thinned driving mode can be obtained based on the torque coefficient, namely, the purpose that more thinned driving modes are generated between limited driving modes by taking the current common driving modes (namely an economic driving mode, a common driving mode and a motion driving mode) as a reference is achieved, so that the driving modes are not discrete limited but continuous infinite ones any more, the driving requirements of various driving style users are met, and the maneuverability of vehicles is improved.

In summary, the interpolation operation of the first preset number between the first torque coefficient and the reference torque coefficient is essentially that the torque coefficient corresponding to the first driving mode is used as a lower boundary for fine tuning the driving mode, the torque coefficient corresponding to the second driving mode is used as an upper boundary for fine tuning the driving mode, and a continuous torque coefficient is obtained between the lower boundary and the upper boundary through the interpolation operation, so that a foundation is provided for fine tuning the driving mode.

In other specific embodiments, the determining the preset torque coefficient sequence according to the torque values respectively corresponding to different driving modes includes:

respectively determining a first torque value corresponding to an economic driving mode, a second torque value corresponding to a common driving mode and a third torque value corresponding to a sport driving mode; determining a first torque coefficient according to the first torque value and the second torque value, and determining a second torque coefficient according to the second torque value and the third torque value; and performing interpolation operation of a first preset number between the first torque coefficient and the reference torque coefficient, and performing interpolation operation of the first preset number between the reference torque coefficient and the second torque coefficient to obtain the torque coefficient sequence, namely inserting the first preset number of torque coefficients between the first torque coefficient and the reference torque coefficient, and inserting the first preset number of torque coefficients between the reference torque coefficient and the second torque coefficient. Based on the three driving modes (respectively, an economic driving mode, a common driving mode and a motion driving mode) which are common at present, more refined driving modes are generated among the three driving modes, for example, more refined driving modes are generated between the economic driving mode and the common driving mode, and more refined driving modes are generated between the common driving mode and the motion driving mode, so that the driving modes are not discrete limited but continuous infinite, the driving requirements of various driving style users are further met, and the maneuverability of the vehicle is improved. In other words, a lower limit value (i.e., the first torque coefficient) and an upper limit value (i.e., the second torque coefficient) of a torque coefficient are determined according to a first torque value corresponding to an economy driving mode, a second torque value corresponding to a normal driving mode and a third torque value corresponding to a sport driving mode, then a first preset number of interpolation operations are performed between the lower limit value and a reference torque coefficient, and a torque coefficient subsequence between the economy driving mode and the normal driving mode is obtained; and performing interpolation operation of a first preset number between the reference torque coefficient and the upper limit value to obtain a torque coefficient subsequence between a normal driving mode and a motion driving mode, wherein the two torque coefficient subsequences form the torque coefficient sequence, each torque coefficient in the torque coefficient sequence represents a torque coefficient corresponding to a refined driving mode, and further, the target torque corresponding to each refined driving mode can be obtained based on the torque coefficient, namely, the purpose of generating more refined driving modes between the three driving modes by taking the current common three driving modes (namely an economic driving mode, a normal driving mode and a motion driving mode) as a reference is realized, so that the driving modes are not discrete limited but continuous infinite, the driving requirements of users in various driving styles are met, and the maneuverability of the vehicle is improved.

And performing interpolation operation of a first preset number between the first torque coefficient and the reference torque coefficient, and performing interpolation operation of a first preset number between the reference torque coefficient and the second torque coefficient to obtain the torque coefficient sequence, wherein the torque coefficient sequence is essentially based on that a torque coefficient corresponding to an economic driving mode is used as a lower boundary for fine tuning a driving mode, a torque coefficient corresponding to a motion driving mode is used as an upper boundary for fine tuning the driving mode, and a continuous torque coefficient is obtained between the lower boundary and the upper boundary through interpolation operation, so that a basis is provided for fine tuning the driving mode.

Further, in some embodiments, the performing a first preset number of interpolation operations between the first torque coefficient and the reference torque coefficient includes:

counting the linear relation between the acceleration pedal value and the output torque value in the historical driving data to determine the corresponding actual slope and the actual intercept; the first preset number is determined according to the actual slope, a first reference slope corresponding to the first driving mode and a second reference slope corresponding to the second driving mode, and/or the first preset number is determined according to the actual intercept, a first reference intercept corresponding to the first driving mode and a second reference intercept corresponding to the second driving mode.

In particular, the linear relationship between the accelerator pedal value and the output torque value may be expressed as y=kx+b, where x represents the accelerator pedal value, y represents the output torque value, k represents the actual slope, and b represents the actual intercept. If the smaller accelerator pedal value corresponds to the larger output torque value, the current driving mode of the vehicle is indicated to be more sufficient in corresponding power, for example, the current driving mode of the vehicle may be a sport driving mode or other driving modes more aggressive than the sport driving mode, and the actual slope is larger at this time, so that the current driver can be represented to have aggressive driving style. When the value of the accelerator pedal is 0, the y value is the actual intercept, which also represents the magnitude of the torque value currently output by the vehicle, and when the actual intercept is larger, the vehicle can still output a larger torque value when the value of the accelerator pedal is 0, and the current driving style of the driver can be represented.

Conversely, if the larger accelerator pedal value corresponds to the smaller output torque value, it indicates that the power corresponding to the current driving mode of the vehicle is weaker, for example, the current driving mode of the vehicle may be an economic driving mode or other driving modes more conservative than the economic driving mode, and the actual slope is smaller at this time, which may indicate that the current driver has a conservative driving style, and correspondingly, the actual intercept in such a scenario is smaller.

The meaning of the first reference slope corresponding to the first driving mode and the second reference slope corresponding to the second driving mode is the same as the meaning of the actual slope, and is a quantized representation of the driving style. It will be appreciated that the reference slope corresponding to the economy driving mode is less than the reference slope corresponding to the sport driving mode. The first reference slope and the second reference slope are pre-calibrated and are typically provided by the vehicle enterprise at the time of shipment of the vehicle.

The historical driving data can be driving data from different drivers, and the different drivers can have different driving styles, so that the driving data of the different drivers can be acquired through the driving data of the different drivers. Preferably, the statistics of the driving data of the new driver (the new driver refers to the driver who has just considered the driver license or who is not skilled in driving technology such as just being able to drive on the road) from the accumulated driving kilometer of 0 to the specified threshold (for example, 1 ten thousand kilometers) after purchasing the new driver can be performed. This is because the driving data in the mileage includes driving data of a plurality of driving styles, for example, the driving style of the driver is usually more conservative at the beginning because the driving technology of the driver is not very proficient, and as the driving mileage increases, the driving style of the driver gradually transitions to a relatively aggressive degree, so that the driving data of a finer driving style in the whole process of the transition from more conservative driving style to more aggressive driving style can be counted. And then based on historical driving data, a plurality of different actual slopes and different actual intercepts can be obtained through fitting, and the different driving styles of the driver are respectively corresponding. If the fitting multiple different actual slopes can find the approximate value in the slope value sequence after interpolation, the number of interpolation is reasonable, more driving styles can be met, otherwise, the number of interpolation is insufficient, and the interpolation operation needs to be re-executed by increasing the number of interpolation. Therefore, a basis can be provided for realizing the driving mode division with finer granularity by determining the reasonable interpolation number, so that the limited driving modes are further subdivided into a plurality of driving modes which can meet the needs of users, the fineness degree of the driving modes is improved, the driving requirements of users with various driving styles can be met, and the controllability and the driving experience of vehicles are improved.

Exemplary, the determining the first preset number according to the actual slope, the first reference slope corresponding to the first driving mode, and the second reference slope corresponding to the second driving mode includes:

inserting a second preset number of values between the first reference slope and the second reference slope to obtain a slope value sequence;

if the value corresponding to the actual slope exists in the slope value sequence (the corresponding value refers to the value which is the same as or is close to the actual slope), determining the second preset number as the first preset number, otherwise, turning up the second preset number until the value corresponding to the actual slope exists in the corresponding slope value sequence, and determining the current second preset number as the first preset number. If the value corresponding to the actual slope does not exist in the slope value sequence, the slope value in the slope value sequence is insufficient, namely divided fine granularity is insufficient, the third threshold value number is increased at the moment, interpolation operation is carried out again, comparison is carried out again, and when the value corresponding to the actual slope exists in the corresponding slope value sequence, the current second preset number is determined to be the first preset number. Specifically, the actual slope is determined based on a linear relationship between the accelerator pedal value and the output torque value in historical driving data, and the historical driving data are driving data from different drivers, and the different drivers have different driving styles, so that the driving data of the different driving styles can be acquired through the driving data of the different drivers. Preferably, the statistics of the driving data of the new driver (the new driver refers to the driver who has just considered the driver license or who is not skilled in driving technology such as just being able to drive on the road) from the accumulated driving kilometer of 0 to the specified threshold (for example, 1 ten thousand kilometers) after purchasing the new driver can be performed. This is because the driving data in the mileage includes driving data of a plurality of driving styles, for example, the driving style of the driver is usually more conservative at the beginning because the driving technology of the driver is not very proficient, and as the driving mileage increases, the driving style of the driver gradually transitions to a relatively aggressive degree, so that the driving data of a finer driving style in the whole process of the transition from more conservative driving style to more aggressive driving style can be counted. And then based on historical driving data, a plurality of different actual slopes can be obtained through fitting, and the actual slopes correspond to different driving styles of a driver respectively. If the fitting multiple different actual slopes can find the approximate value in the slope value sequence after interpolation, the number of interpolation is reasonable, more driving styles can be met, otherwise, the number of interpolation is insufficient, and the interpolation operation needs to be re-executed by increasing the number of interpolation.

Similarly, the determining the first preset number according to the actual intercept, the first reference intercept corresponding to the first driving mode, and the second reference intercept corresponding to the second driving mode includes:

inserting a second preset number of values between the first reference intercept and the second reference intercept to obtain an intercept value sequence;

if the value corresponding to the actual intercept exists in the intercept value sequence, determining the second preset number as the first preset number, otherwise, adjusting the second preset number until the value corresponding to the actual intercept exists in the corresponding intercept value sequence, and determining the current second preset number as the first preset number. Specifically, the actual intercept is determined based on a linear relationship between the accelerator pedal value and the output torque value in historical driving data, and the historical driving data are driving data from different drivers, and the different drivers have different driving styles, so that the driving data of the different driving styles can be acquired through the driving data of the different drivers. Preferably, the statistics of the driving data of the new driver (the new driver refers to the driver who has just considered the driver license or who is not skilled in driving technology such as just being able to drive on the road) from the accumulated driving kilometer of 0 to the specified threshold (for example, 1 ten thousand kilometers) after purchasing the new driver can be performed. This is because the driving data in the mileage includes driving data of a plurality of driving styles, for example, the driving style of the driver is usually more conservative at the beginning because the driving technology of the driver is not very proficient, and as the driving mileage increases, the driving style of the driver gradually transitions to a relatively aggressive degree, so that the driving data of a finer driving style in the whole process of the transition from more conservative driving style to more aggressive driving style can be counted. And then based on historical driving data, a plurality of different actual intercepts can be obtained through fitting, and the different driving styles of the driver are respectively corresponding. If the fitting obtained multiple different actual intercepts can find the approximate value in the intercept value sequence after interpolation, the number of interpolation is reasonable, more driving styles can be met, otherwise, the number of interpolation is insufficient, and the interpolation operation needs to be re-executed by increasing the number of interpolation.

Similarly, determining the first preset number according to the actual slope, a first reference slope corresponding to a first driving mode, and a second reference slope corresponding to a second driving mode, and determining the first preset number according to the actual intercept, a first reference intercept corresponding to the first driving mode, and a second reference intercept corresponding to the second driving mode, includes:

inserting a second preset number of values between the first reference slope and the second reference slope to obtain a slope value sequence; inserting a second preset number of values between the first reference intercept and the second reference intercept to obtain an intercept value sequence;

if the slope value sequence has the value corresponding to the actual slope one by one and the intercept value sequence has the value corresponding to the actual intercept one by one, determining the second preset number as the first preset number, otherwise, adjusting the second preset number until the corresponding slope value sequence has the value corresponding to the actual slope one by one and the corresponding intercept value sequence has the value corresponding to the actual intercept one by one, and determining the current second preset number as the first preset number.

In some embodiments, the determining the first torque value corresponding to the first driving mode and the second torque value corresponding to the second driving mode, respectively, includes:

and determining a first torque value corresponding to a preset vehicle speed value and a preset accelerator pedal value from a first relation corresponding to the calibrated first driving mode, and determining a second torque value corresponding to the preset vehicle speed value and the preset accelerator pedal value from a second relation corresponding to the calibrated second driving mode. The first relation and the second relation may be an accelerator pedal pulse spectrum corresponding to the first driving mode and an accelerator pedal pulse spectrum corresponding to the second driving mode, respectively. The accelerator pedal pulse spectrum is a matrix formed by a vehicle speed value, an accelerator pedal value and a torque value. And under the condition that the first torque value and the second torque value are the same vehicle speed value and the same accelerator pedal value, the corresponding torque value in the first relation and the corresponding torque value in the second relation. It can be appreciated that since the power of the vehicle in the economy driving mode is weak and the power of the vehicle in the sport driving mode is strong, the torque value corresponding to the economy driving mode is smaller than the torque value corresponding to the sport mode.

Correspondingly, the determining a first torque coefficient according to the first torque value and the second torque value specifically includes: first torque coefficient=first torque value/second torque value. The reference torque coefficient is typically 1.

Further, the determining, according to the driving mode selection information, the matched target torque coefficient from the preset torque coefficient sequence includes:

determining a torque coefficient subsequence corresponding to the target driving mode from the torque coefficient sequence; and determining the target torque coefficient from the torque coefficient subsequence according to the style degree information. For example, if the target driving mode is an economy driving mode, determining a target torque coefficient from a sub-sequence of torque coefficients (which may be labeled as a first sub-sequence) between the economy driving mode and the normal driving mode; if the target driving mode is a sporty driving mode, determining a target torque coefficient from a torque coefficient sub-sequence (which can be marked as a second sub-sequence) between a normal driving mode and a sporty driving mode; if the target driving mode is a normal driving mode, a target torque coefficient is determined from a third sub-sequence, which may be a torque coefficient sequence consisting of a torque coefficient of a second half of the first sub-sequence and a torque coefficient of a first half of the second sub-sequence. Therefore, the purpose of respectively refining the economic driving mode, the common driving mode and the sport driving mode can be realized.

The style level information includes a style level percentage, and the determining the target torque coefficient from the torque coefficient subsequence according to the style level information includes:

determining an index position corresponding to the percentage in the torque coefficient subsequence; and determining the torque coefficient at the index position in the torque coefficient subsequence as the target torque coefficient. For example, the percentage is 50%, then a half number of the torque coefficient subsequence is determined as the target torque coefficient; if the percentage is 75%, then three-quarters of the torque coefficient subsequence is determined to be the target torque coefficient.

The determining the target torque according to the target torque coefficient comprises the following steps:

multiplying the target torque coefficient by an initial relation matrix to obtain a target relation matrix, wherein the initial relation matrix is a relation matrix among a vehicle speed value, an accelerator pedal value and a torque value corresponding to a reference driving mode; and determining a torque value corresponding to the current speed value and the accelerator pedal value of the vehicle in the target relation matrix as the target torque.

In a specific embodiment, assuming that the driving mode currently selected by the user is the economy driving mode, the progress bar corresponding to the economy driving mode is dragged to a 75% position, the torque coefficient at the 75% position is searched in the torque coefficient sub-sequence between the economy driving mode and the normal driving mode, and in particular, three-quarters of the torque coefficient sub-sequence between the economy driving mode and the normal driving mode is determined as the target torque coefficient. And multiplying the target torque coefficient by an initial relation matrix (namely an accelerator pedal pulse spectrum) corresponding to a reference driving mode (taking the common driving mode as the reference driving mode in the embodiment), obtaining a target relation matrix, determining a torque value corresponding to the current speed value and the accelerator pedal value of the vehicle in the target relation matrix as the target torque, and controlling a power system of the vehicle to output the target torque.

Assuming that the driving mode currently selected by the user is a sport driving mode, a progress bar corresponding to the sport driving mode is dragged to a 50% position, and a torque coefficient at the 50% position is searched in a torque coefficient sub-sequence between the normal driving mode and the sport driving mode, specifically, a half bit number of the torque coefficient sub-sequence between the normal driving mode and the sport driving mode is determined as the target torque coefficient. And multiplying the target torque coefficient by an initial relation matrix (namely an accelerator pedal pulse spectrum) corresponding to a reference driving mode (taking the common driving mode as the reference driving mode in the embodiment), obtaining a target relation matrix, determining a torque value corresponding to the current speed value and the accelerator pedal value of the vehicle in the target relation matrix as the target torque, and controlling a power system of the vehicle to output the target torque.

And assuming that the driving mode currently selected by the user is a normal driving mode, dragging a progress bar corresponding to the normal driving mode to a position of 25%, determining a target torque coefficient from the third subsequence, wherein the third subsequence is a torque coefficient sequence consisting of a torque coefficient of the second half of the first subsequence and a torque coefficient of the first half of the second subsequence. And searching a torque coefficient at a position of 25% in the third subsequence, and particularly determining a quarter bit number of the third subsequence as the target torque coefficient. And multiplying the target torque coefficient by an initial relation matrix (namely an accelerator pedal pulse spectrum) corresponding to a reference driving mode (taking the common driving mode as the reference driving mode in the embodiment), obtaining a target relation matrix, determining a torque value corresponding to the current speed value and the accelerator pedal value of the vehicle in the target relation matrix as the target torque, and controlling a power system of the vehicle to output the target torque. Therefore, the purpose of respectively refining the economic driving mode, the common driving mode and the sport driving mode can be realized.

In summary, referring to an implementation process schematic diagram of a vehicle control method shown in fig. 2, firstly, an algorithm end calculates a torque coefficient of an economic driving mode relative to a normal driving mode and a torque coefficient of a moving driving mode relative to the normal driving mode respectively, and interpolates between the torque coefficient of the economic driving mode relative to the normal driving mode and a reference coefficient corresponding to the normal driving mode, and interpolates between the reference coefficient corresponding to the normal driving mode and the torque coefficient of the moving driving mode relative to the normal driving mode, namely, respectively determining a first torque value corresponding to the economic driving mode, a second torque value corresponding to the normal driving mode and a third torque value corresponding to the moving driving mode; a first torque coefficient is determined from the first torque value and the second torque value, and a second torque coefficient is determined from the second torque value and the third torque value.

Then the vehicle machine end detects the target driving mode selected by the user and the position of the corresponding progress bar (namely, acquires driving mode selection information), the detected target driving mode and the position of the corresponding progress bar are transmitted to the algorithm end, the algorithm end determines a torque coefficient subsequence based on the target driving mode, then determines a target torque coefficient from the torque coefficient subsequence according to the position of the corresponding progress bar, multiplies the target torque coefficient by a MAP graph (namely, an accelerator pedal pulse spectrum) of the common driving mode to obtain a fine-tuned MAP, and finally the vehicle controller determines target torque based on the fine-tuned MAP, the current vehicle speed value and the accelerator pedal value of the vehicle, so as to control the vehicle.

According to the embodiment, the torque coefficient of the calibrated motion driving mode is used as the fine adjustment upper boundary, the torque coefficient of the calibrated economic driving mode is used as the fine adjustment lower boundary, and the economic driving mode, the common driving mode and the motion driving mode are further fine-adjusted respectively, so that the limited driving mode is further subdivided into a plurality of driving modes which can meet the needs of users, the fineness degree of the driving mode is improved, the driving requirements of users in various driving styles can be met, and the manipulability and the driving experience of the vehicle are improved. The interpolation number is further determined by combining the relation between the accelerator pedal value and the output torque value in the real historical driving data, so that the interpolation number is more reasonable, and the fineness of the driving mode can meet the requirements of users.

It should be noted that, the method of the embodiments of the present application may be performed by a single device, for example, a computer or a server. The method of the embodiment can also be applied to a distributed scene, and is completed by mutually matching a plurality of devices. In the case of such a distributed scenario, one of the devices may perform only one or more steps of the methods of embodiments of the present application, and the devices may interact with each other to complete the methods.

It should be noted that some embodiments of the present application are described above. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments described above and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

Based on the same inventive concept, the application also provides a vehicle control device corresponding to the method of any embodiment.

Referring to fig. 3, the vehicle control apparatus includes: an obtaining module 310, configured to obtain driving mode selection information; a first determining module 320, configured to determine a matched target torque coefficient from a preset torque coefficient sequence according to driving mode selection information, where the preset torque coefficient sequence is determined according to torque values corresponding to different driving modes respectively; a second determining module 330, configured to determine a target torque according to the target torque coefficient; a control module 340 for controlling the vehicle based on the target torque.

Further, the first determining module 320 includes a first determining unit configured to determine a first torque value corresponding to a first driving mode and a second torque value corresponding to a second driving mode, where the first driving mode and the second driving mode are different driving modes; a second determining unit configured to determine a first torque coefficient according to the first torque value and the second torque value; and the interpolation unit is used for carrying out interpolation operation of a first preset number between the first torque coefficient and the reference torque coefficient to obtain the torque coefficient sequence.

Further, the system comprises a statistics unit for counting the linear relation between the acceleration pedal value and the output torque value in the historical driving data so as to determine the corresponding actual slope and the actual intercept; the determining subunit is configured to determine the first preset number according to the actual slope, a first reference slope corresponding to a first driving mode, and a second reference slope corresponding to a second driving mode, and/or determine the first preset number according to the actual intercept, a first reference intercept corresponding to the first driving mode, and a second reference intercept corresponding to the second driving mode.

Further, the determining subunit is specifically configured to: inserting a second preset number of values between the first reference slope and the second reference slope to obtain a slope value sequence;

if the value corresponding to the actual slope exists in the slope value sequence, determining the second preset number as the first preset number, otherwise, adjusting the second preset number until the value corresponding to the actual slope exists in the corresponding slope value sequence, and determining the current second preset number as the first preset number.

Further, the first determining unit is specifically configured to: and determining a first torque value corresponding to a preset vehicle speed value and a preset accelerator pedal value from a first relation corresponding to the calibrated first driving mode, and determining a second torque value corresponding to the preset vehicle speed value and the preset accelerator pedal value from a second relation corresponding to the calibrated second driving mode.

Further, the second determining module 330 is specifically configured to: multiplying the target torque coefficient by an initial relation matrix to obtain a target relation matrix, wherein the initial relation matrix is a relation matrix among a vehicle speed value, an accelerator pedal value and a torque value corresponding to a reference driving mode; and determining a torque value corresponding to the current speed value and the accelerator pedal value of the vehicle in the target relation matrix as the target torque.

Further, the driving mode selection information includes a target driving mode and style degree information, and the first determining module 320 is specifically configured to: determining a torque coefficient subsequence corresponding to the target driving mode from the torque coefficient sequence; and determining the target torque coefficient from the torque coefficient subsequence according to the style degree information.

Further, the obtaining module 310 is specifically configured to: determining the target driving mode based on a triggering operation of a driving mode selection control; the style level information is determined based on a trigger operation to a style level selection control.

For convenience of description, the above devices are described as being functionally divided into various modules, respectively. Of course, the functions of each module may be implemented in the same piece or pieces of software and/or hardware when implementing the present application.

The device of the foregoing embodiment is configured to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which is not described herein.

Based on the same inventive concept, the application also provides an electronic device corresponding to the method of any embodiment, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor implements the method of any embodiment when executing the program.

Fig. 4 shows a more specific hardware architecture of an electronic device according to this embodiment, where the device may include: a processor 1010, a memory 1020, an input/output interface 1030, a communication interface 1040, and a bus 1050. Wherein processor 1010, memory 1020, input/output interface 1030, and communication interface 1040 implement communication connections therebetween within the device via a bus 1050.

The processor 1010 may be implemented by a general-purpose CPU (Central Processing Unit ), microprocessor, application specific integrated circuit (Application Specific Integrated Circuit, ASIC), or one or more integrated circuits, etc. for executing relevant programs to implement the technical solutions provided in the embodiments of the present disclosure.

The Memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory ), static storage device, dynamic storage device, or the like. Memory 1020 may store an operating system and other application programs, and when the embodiments of the present specification are implemented in software or firmware, the associated program code is stored in memory 1020 and executed by processor 1010.

The input/output interface 1030 is used to connect with an input/output module for inputting and outputting information. The input/output module may be configured as a component in a device (not shown) or may be external to the device to provide corresponding functionality. Wherein the input devices may include a keyboard, mouse, touch screen, microphone, various types of sensors, etc., and the output devices may include a display, speaker, vibrator, indicator lights, etc.

Communication interface 1040 is used to connect communication modules (not shown) to enable communication interactions of the present device with other devices. The communication module may implement communication through a wired manner (such as USB, network cable, etc.), or may implement communication through a wireless manner (such as mobile network, WIFI, bluetooth, etc.).

Bus 1050 includes a path for transferring information between components of the device (e.g., processor 1010, memory 1020, input/output interface 1030, and communication interface 1040).

It should be noted that although the above-described device only shows processor 1010, memory 1020, input/output interface 1030, communication interface 1040, and bus 1050, in an implementation, the device may include other components necessary to achieve proper operation. Furthermore, it will be understood by those skilled in the art that the above-described apparatus may include only the components necessary to implement the embodiments of the present description, and not all the components shown in the drawings.

The electronic device of the foregoing embodiment is configured to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which is not described herein.

Based on the same inventive concept, the application also provides a vehicle corresponding to the method of any embodiment, which comprises the electronic equipment of the embodiment.

Based on the same inventive concept, corresponding to any of the above-described embodiment methods, the present application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to perform the vehicle control method according to any of the above-described embodiments.

The computer readable media of the present embodiments, including both permanent and non-permanent, removable and non-removable media, may be used to implement information storage by any method or technology. The information may be computer readable instructions, structures, modules of a program, or the like. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device.

The storage medium of the above embodiment stores computer instructions for causing the computer to execute the vehicle control method according to any one of the above embodiments, and has the advantages of the corresponding method embodiments, which are not described herein.

Those of ordinary skill in the art will appreciate that: the discussion of any of the embodiments above is merely exemplary and is not intended to suggest that the scope of the application (including the claims) is limited to these examples; the technical features of the above embodiments or in the different embodiments may also be combined within the idea of the present application, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of brevity.

Additionally, well-known power/ground connections to Integrated Circuit (IC) chips and other components may or may not be shown within the provided figures, in order to simplify the illustration and discussion, and so as not to obscure the embodiments of the present application. Furthermore, the devices may be shown in block diagram form in order to avoid obscuring the embodiments of the present application, and this also takes into account the fact that specifics with respect to implementation of such block diagram devices are highly dependent upon the platform on which the embodiments of the present application are to be implemented (i.e., such specifics should be well within purview of one skilled in the art). Where specific details (e.g., circuits) are set forth in order to describe example embodiments of the application, it should be apparent to one skilled in the art that embodiments of the application can be practiced without, or with variation of, these specific details. Accordingly, the description is to be regarded as illustrative in nature and not as restrictive.

While the present application has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of those embodiments will be apparent to those skilled in the art in light of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

The present embodiments are intended to embrace all such alternatives, modifications and variances which fall within the broad scope of the appended claims. Accordingly, any omissions, modifications, equivalents, improvements and/or the like which are within the spirit and principles of the embodiments are intended to be included within the scope of the present application.

Claims (10)

1. A vehicle control method characterized by comprising:

acquiring driving mode selection information;

determining a matched target torque coefficient from a preset torque coefficient sequence according to the driving mode selection information, wherein the preset torque coefficient sequence is determined according to torque values respectively corresponding to different driving modes;

determining a target torque according to the target torque coefficient;

and controlling the vehicle based on the target torque.

2. The vehicle control method according to claim 1, characterized in that the predetermined torque coefficient sequence is determined according to torque values respectively corresponding to different driving modes, including:

Respectively determining a first torque value corresponding to a first driving mode and a second torque value corresponding to a second driving mode, wherein the first driving mode and the second driving mode are different driving modes;

determining a first torque coefficient according to the first torque value and the second torque value;

and performing interpolation operation of a first preset number between the first torque coefficient and the reference torque coefficient to obtain the torque coefficient sequence.

3. The vehicle control method according to claim 2, characterized by further comprising, before the interpolation operation of the first preset number between the first torque coefficient and the reference torque coefficient:

counting the linear relation between the acceleration pedal value and the output torque value in the historical driving data to determine the corresponding actual slope and the actual intercept;

the first preset number is determined according to the actual slope, a first reference slope corresponding to the first driving mode and a second reference slope corresponding to the second driving mode, and/or the first preset number is determined according to the actual intercept, a first reference intercept corresponding to the first driving mode and a second reference intercept corresponding to the second driving mode.

4. The vehicle control method according to claim 3, characterized in that the determining the first preset number according to the actual slope, a first reference slope corresponding to the first driving mode, and a second reference slope corresponding to the second driving mode includes:

inserting a second preset number of values between the first reference slope and the second reference slope to obtain a slope value sequence;

if the value corresponding to the actual slope exists in the slope value sequence, determining the second preset number as the first preset number, otherwise, adjusting the second preset number until the value corresponding to the actual slope exists in the corresponding slope value sequence, and determining the current second preset number as the first preset number.

5. The vehicle control method according to claim 2, characterized in that the determining of the first torque value corresponding to the first driving mode and the second torque value corresponding to the second driving mode, respectively, includes:

and determining a first torque value corresponding to a preset vehicle speed value and a preset accelerator pedal value from a first relation corresponding to the calibrated first driving mode, and determining a second torque value corresponding to the preset vehicle speed value and the preset accelerator pedal value from a second relation corresponding to the calibrated second driving mode.

6. The vehicle control method according to claim 1, characterized in that the determining of the target torque from the target torque coefficient includes:

multiplying the target torque coefficient by an initial relation matrix to obtain a target relation matrix, wherein the initial relation matrix is a relation matrix among a vehicle speed value, an accelerator pedal value and a torque value corresponding to a reference driving mode;

and determining a torque value corresponding to the current speed value and the accelerator pedal value of the vehicle in the target relation matrix as the target torque.

7. The vehicle control method according to claim 1, wherein the driving mode selection information includes a target driving mode and style level information, and the determining a matching target torque coefficient from a preset torque coefficient sequence according to the driving mode selection information includes:

determining a torque coefficient subsequence corresponding to the target driving mode from the torque coefficient sequence;

and determining the target torque coefficient from the torque coefficient subsequence according to the style degree information.

8. The vehicle control method according to claim 7, characterized in that the acquiring driving mode selection information includes:

Determining the target driving mode based on a triggering operation of a driving mode selection control;

the style level information is determined based on a trigger operation to a style level selection control.

9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the method of any one of claims 1 to 8 when the program is executed by the processor.

10. A vehicle, characterized in that it comprises an electronic device according to claim 9.