CN117657159A

CN117657159A - Vehicle control method, vehicle control device and vehicle

Info

Publication number: CN117657159A
Application number: CN202311799560.3A
Authority: CN
Inventors: 王阳; 栗羽峰; 梁田峰; 张晓伟
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2023-12-25
Filing date: 2023-12-25
Publication date: 2024-03-08

Abstract

The application provides a vehicle control method, a vehicle control device and a vehicle, wherein the vehicle control method comprises the following steps: acquiring a target torque coefficient, wherein the target torque coefficient is determined based on historical driving data of a current vehicle; determining a target torque according to the target torque coefficient; and controlling the vehicle based on the target torque. The method and the device realize that the personalized driving mode is generated according to the driving habit of each driver, so that the personalized driving requirements of different drivers can be met, the driving experience is improved, and the control performance and the driving experience of the vehicle are improved.

Description

Vehicle control method, vehicle control device and vehicle

Technical Field

The application relates to the technical field of automobile control, in particular to a vehicle control method, vehicle control 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, an object of the present application is to provide a vehicle control method, a vehicle control device, and a vehicle, which aim to generate a personalized driving mode according to driving habits of each driver, so that the personalized driving requirements of different drivers can be met, and driving experience is improved.

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

acquiring a target torque coefficient, wherein the target torque coefficient is determined based on historical driving data of a current vehicle;

determining a target torque according to the target torque coefficient;

and controlling the vehicle based on the target torque.

Further, the obtaining the target torque coefficient includes:

determining a common vehicle speed section corresponding to the current vehicle based on the historical driving data of the current vehicle;

determining an actual intercept and/or an actual slope of the common vehicle speed interval according to a linear relation between an accelerator pedal value and an output torque value in the common vehicle speed interval;

and determining the target torque coefficient according to the actual intercept and/or the actual slope.

Further, the determining the actual intercept and/or the actual slope of the current vehicle corresponding to the common vehicle speed interval includes:

performing linear relation fitting on an accelerator pedal value and an output torque value in the common vehicle speed interval in the historical driving data to obtain a linear relation expression;

and if the fitting degree of the linear relation meets a preset condition, determining the actual intercept and/or the actual slope based on the linear relation expression.

Further, the determining the target torque coefficient according to the actual intercept and/or the actual slope includes:

determining candidate torque coefficients from a preset corresponding relation according to the actual intercept and/or the actual slope;

and determining the target torque coefficient according to the candidate torque coefficient.

Further, the number of the common vehicle speed sections is a plurality, the number of the corresponding candidate torque coefficients is a plurality, and before the target torque coefficient is determined according to the candidate torque coefficients, the method further includes:

judging whether the number of the candidate torque coefficients reaches a first threshold value or not, and judging that the variance of the candidate torque coefficients is smaller than a second threshold value;

if the number of candidate torque coefficients reaches a first threshold value and the variance of the candidate torque coefficients is less than a second threshold value, continuing to perform the operation of determining the target torque coefficient from the candidate torque coefficients.

Further, before the target torque coefficient is determined according to the actual intercept and/or the actual slope, the method further 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;

determining a first reference intercept and/or a first reference slope corresponding to different vehicle speed segmented sections in the first driving mode, and determining a second reference intercept and/or a second reference slope corresponding to different vehicle speed segmented sections in the second driving mode;

and determining the preset corresponding relation according to the first reference intercept, the second reference intercept and the first torque coefficient and/or the first reference slope, the second reference slope and the first torque coefficient.

Further, determining the preset correspondence according to the first reference intercept, the second reference intercept, and the first torque coefficient, and/or the first reference slope, the second reference slope, and the first torque coefficient includes:

Performing a set number of interpolation operations between the first reference intercept and the second reference intercept corresponding to the same vehicle speed segmentation section, and/or performing a set number of interpolation operations between the first reference slope and the second reference slope corresponding to the same vehicle speed segmentation section;

performing interpolation operation of a set number between the first torque coefficient and a reference torque coefficient to obtain the preset corresponding relation;

the preset corresponding relation consists of an intercept and a torque coefficient, or consists of a slope and a torque coefficient, or consists of the intercept, the slope and the torque coefficient.

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 current vehicle in the target relation matrix as the target torque.

In view of the above object, the present application also provides a vehicle control apparatus 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 including the vehicle control apparatus as described above.

From the above, it can be seen that, according to the vehicle control method provided by the application, the target torque coefficient is determined based on the historical driving data of the current vehicle, so that the target torque coefficient corresponds to the current vehicle, or the target torque coefficient is an individualized target torque coefficient for the current vehicle, further, the target torque is determined according to the target torque coefficient, so that the target torque is an individualized target torque for the current vehicle, finally, the vehicle is controlled based on the target torque, so that individualized control of different vehicles is realized, individualized driving requirements of users with different driving styles are met, and the control performance and driving experience of the vehicle are improved.

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 flow chart of a vehicle control method according to an embodiment of the present disclosure;

FIG. 3 is a flow chart of a vehicle control method according to an embodiment of the present disclosure;

FIG. 4 is a flow chart of a vehicle control method according to an embodiment of the present disclosure;

FIG. 5 is a flow chart of a vehicle control method according to an embodiment of the present disclosure;

FIG. 6 is a flow chart of a vehicle control method according to an embodiment of the present application;

fig. 7 is a schematic structural view of a vehicle control apparatus according to an embodiment of the present application;

fig. 8 is a schematic structural view of a vehicle control apparatus of 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, acquiring a target torque coefficient, wherein the target torque coefficient is determined based on historical driving data of the current vehicle.

The target torque coefficient may be understood as an adjustment coefficient for determining an output torque corresponding to the personalized driving mode, specifically, the reference is used as a reference with the output torque of the reference driving mode, and fine adjustment is performed on the reference through the target torque coefficient, so as to obtain the output torque corresponding to the personalized driving mode. The target torque coefficient is determined based on the historical driving data of the current vehicle, so that different vehicles have different target torque coefficients, namely, the target torque coefficient is an individualized torque coefficient for each vehicle, and a foundation is laid for generating an individualized driving mode and meeting individualized driving requirements of different drivers.

In some embodiments, the historical travel data includes vehicle speed, accelerator pedal value, and output torque value having a correspondence. Therefore, through carrying out statistical analysis on the historical driving data, the driving style or driving habit of the driver can be determined, the target torque coefficient is further determined based on the driving style of the driver, and the vehicle is conveniently controlled through the target torque coefficient, so that the purpose of meeting the driving style requirement of the driver is achieved, the driver can feel that the vehicle has better maneuverability, and the driving experience of the driver is further improved.

Alternatively, the target torque coefficient may be predetermined based on the historical driving data of the current vehicle, and the predetermined target torque coefficient may be stored in a preset position, and when the target torque coefficient is required, the target torque coefficient may be directly read from the preset position.

Alternatively, the target torque coefficient may be determined in real time based on the current vehicle's historical travel data when it is desired.

The historical driving data of the current vehicle can be obtained from a vehicle networking database or can be obtained directly from a sensor of the current vehicle.

S120, 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 personalized driving mode after fine adjustment, so as to find the corresponding target torque based on the accelerator Pedal pulse spectrum corresponding to the personalized driving mode. The reference driving mode refers to an existing driving mode. By taking the existing driving mode as a reference, the existing driving mode is finely adjusted to obtain an infinite number of individualized driving modes, so that the limited driving mode can be further subdivided into a plurality of driving modes, the fineness degree of the driving mode is improved, the individualized driving requirements of users in various driving styles can be met, and the operability and driving experience of the vehicle are improved.

Specifically, the accelerator pedal pulse spectrum is a matrix formed by 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 current vehicle are obtained, the corresponding torque value, namely the target torque, can be obtained by searching in the accelerator pedal pulse spectrum corresponding to the personalized driving mode after fine adjustment.

And S130, 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 target torque coefficient is determined based on the historical driving data of the current vehicle, so that the target torque coefficient corresponds to the current vehicle, or the target torque coefficient is the personalized target torque coefficient for the current vehicle, and then the target torque is determined according to the target torque coefficient, so that the target torque is the personalized target torque for the current vehicle, finally, the vehicle is controlled based on the target torque, personalized control of different vehicles is achieved, personalized driving requirements of users with different driving styles are met, and the control performance and driving experience of the vehicle are improved.

In some embodiments, the obtaining the target torque coefficient includes:

determining a common vehicle speed section corresponding to the current vehicle based on the historical driving data of the current vehicle; determining an actual intercept and/or an actual slope of the common vehicle speed interval according to a linear relation between an accelerator pedal value and an output torque value in the common vehicle speed interval, namely determining the actual intercept and the actual slope according to a linear relation between the accelerator pedal value and the output torque value in the common vehicle speed interval in the historical driving data; and determining the target torque coefficient according to the actual intercept and/or the actual slope.

The method for determining the common vehicle speed interval corresponding to the current vehicle based on the historical driving data of the current vehicle comprises the following steps: and carrying out statistical analysis on the historical driving data of the current vehicle, determining the data quantity falling in each preset vehicle speed section, and determining the preset vehicle speed section with the data quantity reaching a quantity threshold as the common vehicle speed section. Or determining the percentage of the data quantity in each preset vehicle speed section to the total historical driving data, and determining the preset vehicle speed section with the percentage reaching a threshold value as the common vehicle speed section. Further, the preset vehicle speed section may be determined based on an accelerator pedal pulse spectrum of the reference driving mode (the accelerator pedal pulse spectrum is usually provided by a vehicle manufacturer), specifically may be determined by a preset algorithm, for example, a bayesian model is used to determine the most reasonable vehicle speed section based on the accelerator pedal pulse spectrum of the reference driving mode, and each vehicle speed section is one preset vehicle speed section. The typical or representative driving style or driving habit of the driver of the current vehicle can be determined by determining the common speed interval corresponding to the current vehicle, and the target torque coefficient is further determined based on the common speed interval corresponding to the current vehicle, so that the target torque coefficient can better represent the driving style and driving habit of the driver of the current vehicle, the final vehicle control effect can better meet the driving style and driving habit of the driver of the current vehicle, the personalized driving requirements of users with different driving styles can be met, and the control performance and driving experience of the vehicle can be improved. Correspondingly, the scheme of this embodiment may be summarized as a vehicle control method as shown in fig. 2, specifically including the following steps: s111, determining a common vehicle speed section corresponding to the current vehicle based on the historical driving data of the current vehicle. S112, determining the actual intercept and/or the actual slope of the common vehicle speed interval according to the linear relation between the accelerator pedal value and the output torque value in the common vehicle speed interval. S113, determining the target torque coefficient according to the actual intercept and/or the actual slope. S120, determining target torque according to the target torque coefficient. And S130, controlling the vehicle based on the target torque.

In some embodiments, the determining the actual intercept and/or the actual slope of the common vehicle speed interval according to a linear relationship between an accelerator pedal value and an output torque value within the common vehicle speed interval includes: performing linear relation fitting on an accelerator pedal value and an output torque value in the common vehicle speed interval in the historical driving data to obtain a linear relation expression; and if the fitting degree of the linear relation meets a preset condition, determining the actual intercept and/or the actual slope based on the linear relation expression. Optionally, before the linear relation fitting is performed, noise rejection can be performed on the accelerator pedal value and the output torque value in the common vehicle speed interval, that is, abnormal accelerator pedal value and output torque value are rejected, for example, obviously larger or smaller accelerator pedal value and output torque value are rejected, so that data quality is ensured, and final fitting effect and accuracy are improved.

In particular, the linear relation expression 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.

In general terms, the actual intercept and/or the actual slope are a quantitative representation of the driving style (driving habit). It can be appreciated that the reference slope corresponding to the economy driving mode is smaller than the reference slope corresponding to the normal driving mode, and the reference slope corresponding to the normal driving mode is smaller than the reference slope corresponding to the sport driving mode. The reference slope corresponding to the economic driving mode, the reference slope corresponding to the common driving mode and the reference slope corresponding to the movement driving mode are calibrated in advance and are usually provided by a vehicle enterprise when the vehicle leaves the factory.

It will be appreciated that the economy driving mode is generally characterized by fuel economy in which the vehicle is less power responsive and the shift point speed is lower; 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.

By defining "if the fitting degree of the linear relationship satisfies the preset condition (for example, the fitting degree is greater than the set threshold value, which indicates that the historical driving data in the common vehicle speed interval has a stronger linear relationship), the actual intercept and/or the actual slope are determined according to the fitted linear relationship", so that the consistency and stability of the driving style (driving habit) of the driver which is analyzed by the statistics can be ensured, and the final vehicle control effect and control safety can be ensured. Specifically, if the fitting degree of the linear relationship does not meet the preset condition, it indicates that the historical driving data in the common vehicle speed interval does not have a strong linear relationship, and the driver may frequently switch driving modes in the common vehicle speed interval, so that whether the driving style of the driver is conservative or aggressive cannot be determined through data analysis, and at this time, the use of the historical driving data in the common vehicle speed interval should be abandoned, so as to avoid obtaining an incorrect and inaccurate analysis result, and further, the vehicle control effect cannot meet the driving style of the driver, and even causes driving risks. For example, the actual driving style of the driver may be conservative, and the driving style of the driver is determined to be aggressive through the imprecise data analysis, if the vehicle is controlled according to the aggressive driving style, the driver obviously cannot cater to the conservative driving style, and even the problem that the driver cannot control the vehicle well may occur, so that the driving safety risk is increased. Correspondingly, the scheme of this embodiment may be summarized as a vehicle control method as shown in fig. 3, specifically including the following steps: s111, determining a common vehicle speed section corresponding to the current vehicle based on the historical driving data of the current vehicle. S1121, performing linear relation fitting on the accelerator pedal value and the output torque value in the common vehicle speed interval in the historical driving data to obtain a linear relation expression. S1122, if the fitting degree of the linear relation meets the preset condition, determining the actual intercept and/or the actual slope based on the linear relation expression. S113, determining the target torque coefficient according to the actual intercept and/or the actual slope. S120, determining target torque according to the target torque coefficient. And S130, controlling the vehicle based on the target torque.

In some embodiments, the determining the target torque coefficient from the actual intercept and/or actual slope comprises:

determining candidate torque coefficients from a preset corresponding relation according to the actual intercept and/or the actual slope; and determining the target torque coefficient according to the candidate torque coefficient. The preset corresponding relation can be a corresponding relation of intercept and torque coefficient, a corresponding relation of slope and torque coefficient, or a corresponding relation of intercept, slope and torque coefficient. And searching the corresponding candidate torque coefficient from the preset corresponding relation according to the actual intercept and/or the actual slope, and determining the candidate torque coefficient from the preset corresponding relation to determine the candidate torque coefficient more quickly, so that the determination speed and the determination efficiency are improved, the vehicle control speed and the control efficiency are improved finally, the vehicle control efficiency without perception is provided for a driver, and the driving experience of the driver is improved. Correspondingly, the scheme of this embodiment may be summarized as a vehicle control method as shown in fig. 4, specifically including the following steps: s111, determining a common vehicle speed section corresponding to the current vehicle based on the historical driving data of the current vehicle. S112, determining the actual intercept and/or the actual slope of the common vehicle speed interval according to the linear relation between the accelerator pedal value and the output torque value in the common vehicle speed interval. S1131, determining candidate torque coefficients from a preset corresponding relation according to the actual intercept and/or the actual slope. S1132, determining the target torque coefficient according to the candidate torque coefficient. S120, determining target torque according to the target torque coefficient. And S130, controlling the vehicle based on the target torque.

It can be appreciated that if there are a plurality of common vehicle speed intervals, there are a plurality of corresponding actual intercept and/or actual slope, and thus there are a plurality of corresponding candidate torque coefficients, and finally, an average value of a plurality of candidate torque coefficients can be determined as the target torque coefficient, and this processing manner can improve the determination accuracy of the target torque coefficient. Alternatively, any one of the plurality of candidate torque coefficients may be determined as the target torque coefficient.

Further, the preset correspondence is determined based on the accelerator pedal pulse spectrum of the reference driving mode, and the fine adjustment coefficient (namely the target torque coefficient) is determined according to the reference by taking the accelerator pedal pulse spectrum of the reference driving mode as the reference, so that the reference is fine-adjusted to obtain the personalized driving mode, the limited driving mode can be further subdivided into a plurality of driving modes, the fineness degree of the driving mode is improved, and therefore the personalized driving requirements of users in various driving styles can be met, and the maneuverability and driving experience of the vehicle are improved.

In some embodiments, the number of the common vehicle speed sections is a plurality, the number of the corresponding candidate torque coefficients is a plurality, and before the target torque coefficient is determined according to the candidate torque coefficients, the method further includes: judging whether the number of the candidate torque coefficients reaches a first threshold value or not, and judging that the variance of the candidate torque coefficients is smaller than a second threshold value;

If the number of candidate torque coefficients reaches a first threshold value and the variance of the candidate torque coefficients is less than a second threshold value, continuing to perform the operation of determining the target torque coefficient from the candidate torque coefficients. The number of candidate torque coefficients reaches a first threshold value, which indicates that the driver of the current vehicle has a convergent driving style (driving habit) in a plurality of vehicle speed intervals, indicates that the driving style of the driver determined by analyzing the historical driving data has stability, and can automatically control the vehicle according to the analyzed driving style on the premise of determining that the driving style of the driver has stability. The variance of the candidate torque coefficient is smaller than a second threshold value, which indicates that the candidate torque coefficient has smaller volatility, and further indicates that the driver of the current vehicle has a convergent driving style (driving habit) in a plurality of vehicle speed intervals, and indicates that the driving style of the driver determined by analyzing the historical driving data has stability. The stability of the driving style of the driver is determined by analyzing the historical driving data, which is a safety precondition for automatically controlling the vehicle, and if the stability of the driving style of the driver cannot be determined by data analysis, the automatic control of the vehicle may bring bad driving experience to the driver or raise driving safety risk. For example, if it is impossible to determine whether the driving style of the driver is conservative or aggressive through the historical driving data, it means that the driving style of the driver is ambiguous, and when the actual driving style of the driver is conservative, if the vehicle is controlled according to the aggressive driving style, a driving experience that the vehicle cannot be controlled well is brought to the driver, and obviously, the driving safety risk is increased in this case. When the actual driving style of the driver is aggressive, if the vehicle is controlled in a conservative driving style, a driving experience of insufficient vehicle power is brought to the driver. In general, if the driving style of the driver cannot be determined to have stability through data analysis, automatic control of the vehicle in this case may bring bad driving experience to the driver or raise driving safety risk. Therefore, in the embodiment of the application, by limiting "if the number of the candidate torque coefficients reaches the first threshold and the variance of the candidate torque coefficients is smaller than the second threshold, the target torque coefficient is determined according to the candidate torque coefficients", it is ensured that the vehicle is automatically controlled on the premise of determining that the driving style of the driver has stability, personalized control of different vehicles can be achieved, personalized driving requirements of users in different driving styles are met, and the purposes of improving the control performance and driving experience of the vehicle are facilitated. Correspondingly, the scheme of this embodiment may be summarized as a vehicle control method as shown in fig. 5, specifically including the following steps: s111, determining a common vehicle speed section corresponding to the current vehicle based on the historical driving data of the current vehicle. S112, determining the actual intercept and/or the actual slope of the common vehicle speed interval according to the linear relation between the accelerator pedal value and the output torque value in the common vehicle speed interval. S1131, determining candidate torque coefficients from a preset corresponding relation according to the actual intercept and/or the actual slope. S1132, determining the target torque coefficient according to the candidate torque coefficient. S120', judging whether the number of the candidate torque coefficients reaches a first threshold value, and if so, continuing to execute the step S120. S120, determining target torque according to the target torque coefficient. And S130, controlling the vehicle based on the target torque.

In some embodiments, before the determining the target torque coefficient from the actual intercept and/or actual slope, the vehicle control method further comprises:

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; the specific steps can be as follows: 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, with the current common driving modes (respectively, the economic driving mode, the common driving mode and the sport driving mode) as references, a personalized driving mode is generated among the limited driving modes, so that the driving requirements of users in various driving styles are met, and the operability of the vehicle is improved.

And determining a first reference intercept and/or a first reference slope corresponding to different vehicle speed segmented sections in the first driving mode, and determining a second reference intercept and/or a second reference slope corresponding to different vehicle speed segmented sections in the second driving mode. Specifically, a linear relation between the accelerator pedal value and the output torque value in different vehicle speed subsection intervals is determined according to the accelerator pedal pulse spectrum of the first driving mode, the first reference intercept and/or the first reference slope is determined based on the linear relation, a linear relation between the accelerator pedal value and the output torque value in different vehicle speed subsection intervals is determined according to the accelerator pedal pulse spectrum of the second driving mode, and the second reference intercept and/or the second reference slope is determined based on the linear relation.

And determining the preset corresponding relation according to the first reference intercept, the second reference intercept and the first torque coefficient and/or the first reference slope, the second reference slope and the first torque coefficient. Alternatively, the preset correspondence may be made up of the first reference intercept and the first torque coefficient, and the second reference intercept and the reference coefficient (typically 1) corresponding to the same vehicle speed section, or the preset correspondence may be made up of the first reference slope and the first torque coefficient, and the second reference slope and the reference coefficient (typically 1) corresponding to the same vehicle speed section, or the preset correspondence may be made up of the first reference intercept, the first reference slope and the first torque coefficient, and the second reference intercept, the second reference slope and the reference coefficient (typically 1) corresponding to the same vehicle speed section. Further, the granularity of the data in the preset corresponding relation can be refined to ensure that the intercept and/or the slope corresponding to the actual intercept and/or the actual slope exist in the preset corresponding relation, so that the success rate and the accuracy of searching the target torque coefficient from the preset corresponding relation are ensured. For example, a set number of interpolation operations are performed between the first reference intercept and the second reference intercept corresponding to the same vehicle speed segment section, and a set number of interpolation operations are performed between the first torque coefficient and the reference torque coefficient at the same time, so that a preset correspondence with finer granularity can be obtained. For example, referring to the preset correspondence corresponding to the same vehicle speed segment interval shown in the following tables 1 and 2, in which table 1 is a preset correspondence composed of the first reference slope and the first torque coefficient, and the second reference slope and the reference coefficient (typically, 1), table 2 is a new preset correspondence obtained through interpolation operation, and it can be seen that the data granularity of the preset correspondence shown in table 2 is finer.

TABLE 1

Slope of	Torque coefficient
		1	0.5
2	1

TABLE 2

Slope of	Torque coefficient
		1	0.5
1.2	0.6
		1.4	0.7
1.6	0.8
		1.8	0.9
2	1

In summary, determining the preset correspondence according to the first reference intercept, the second reference intercept, and the first torque coefficient, and/or the first reference slope, the second reference slope, and the first torque coefficient includes:

In some embodiments, the determining 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 current vehicle in the target relation matrix as the target torque.

Alternatively, referring to a schematic diagram of the execution of a vehicle control method as shown in FIG. 6, it includes

S610, respectively calculating the torque coefficient of the economic driving mode relative to the normal driving mode and the torque coefficient of the sport driving mode relative to the normal driving mode.

Specifically, a first torque value corresponding to a preset vehicle speed value and a preset accelerator pedal value is determined from a MAP of an economical driving mode (i.e., an accelerator pedal pulse spectrum), a second torque value corresponding to the preset vehicle speed value and the preset accelerator pedal value is determined from a MAP of a normal driving mode (i.e., an accelerator pedal pulse spectrum), and a first torque value/second torque value=a torque coefficient of the economical driving mode relative to the normal driving mode.

And determining a third torque value corresponding to the preset vehicle speed value and the preset accelerator pedal value from a MAP (namely an accelerator pedal pulse spectrum) of the sport driving mode, wherein the third torque value/the second torque value=the torque coefficient of the sport driving mode relative to the normal driving mode.

S620, determining the reference intercept and the reference slope corresponding to the economic driving mode in different preset vehicle speed intervals respectively, determining the reference intercept and the reference slope corresponding to the common driving mode in different preset vehicle speed intervals respectively, and determining the reference intercept and the reference slope corresponding to the motion driving mode in different preset vehicle speed intervals respectively.

S630, for the same preset vehicle speed interval, performing interpolation operation of a fixed threshold number between a reference intercept corresponding to the economic driving mode and a reference intercept corresponding to the normal driving mode, performing interpolation operation of a fixed threshold number between a reference slope corresponding to the economic driving mode and a reference slope corresponding to the normal driving mode, and performing interpolation operation of a fixed threshold number between a torque coefficient of the economic driving mode relative to the normal driving mode and 1 (namely, a reference torque coefficient).

S640, for the same preset vehicle speed interval, performing interpolation operation of a fixed threshold number between a reference intercept corresponding to a normal driving mode and a reference intercept corresponding to a motion driving mode, performing interpolation operation of a fixed threshold number between a reference slope corresponding to the normal driving mode and a reference slope corresponding to the motion driving mode, and performing interpolation operation of a fixed threshold number between torque coefficients of the 1 and motion driving modes relative to the normal driving mode.

S650, the data obtained in steps S630 and S640 are combined to form a correspondence table.

S660, carrying out statistical analysis on historical driving data of the current vehicle to obtain an actual intercept and an actual slope corresponding to a common vehicle speed interval, searching a corresponding candidate torque coefficient from the corresponding relation table, and determining an average value of the candidate torque coefficients as a target torque coefficient if the number of the candidate torque coefficients reaches a first threshold and the variance of the candidate torque coefficients is smaller than a second threshold.

S670, multiplying the target torque coefficient by a MAP (i.e. accelerator pedal pulse spectrum) of a common driving mode to obtain a personalized MAP corresponding to the current vehicle, and finally determining the target torque by the whole vehicle controller based on the personalized MAP, the current speed value of the current vehicle and the accelerator pedal value, thereby controlling the vehicle.

The embodiment takes the calibrated torque coefficient of the sport driving mode and the torque coefficient of the economic driving mode as the fine-tuning upper and lower boundaries, so that the personalized requirements of a driver on driving experience are met, and the safety requirements of vehicle control are ensured; the interpolation of the appointed threshold value between different driving modes is completed by fitting the intercept and the slope of the regression line according to the accelerator pedal value and the torque output value in the historical driving data, so that the finally determined target torque coefficient is an individualized adjustment coefficient for the current vehicle, a foundation is laid for generating an individualized driving mode and meeting individualized driving requirements of different drivers, the purpose of meeting driving style requirements of the drivers is finally achieved, the drivers can feel that the vehicle has better maneuverability, and driving experience of the drivers is further improved.

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. 7, the vehicle control apparatus includes: an acquisition module 710 for acquiring a target torque coefficient, the target torque coefficient being determined based on historical driving data of a current vehicle; a first determining module 720, configured to determine a target torque according to the target torque coefficient; a control module 730 for controlling the vehicle based on the target torque.

Further, the obtaining module 710 includes: a first determining unit, configured to determine a common vehicle speed interval corresponding to a current vehicle based on historical driving data of the current vehicle; the second determining unit is used for determining an actual intercept and/or an actual slope of the current vehicle corresponding to the common vehicle speed interval, wherein the actual intercept and the actual slope are determined according to a linear relation between an accelerator pedal value and an output torque value in the common vehicle speed interval in the historical driving data; and a third determining unit, configured to determine the target torque coefficient according to the actual intercept and/or the actual slope.

Further, the second determining unit comprises a fitting subunit, which is used for performing linear relation fitting on the accelerator pedal value and the output torque value in the common vehicle speed interval in the historical driving data; and the determining subunit is used for determining the actual intercept and/or the actual slope according to the fitted linear relation if the fitting degree of the linear relation meets the preset condition.

Further, the third determining unit comprises a first determining subunit, configured to determine a candidate torque coefficient from a preset corresponding relationship according to the actual intercept and/or the actual slope; and the second determination subunit is used for determining the target torque coefficient according to the candidate torque coefficient.

Further, the number of the common vehicle speed sections is a plurality of, the number of the corresponding candidate torque coefficients is a plurality of, and the second determining subunit is specifically configured to: and if the number of the candidate torque coefficients reaches a first threshold value and the variance of the candidate torque coefficients is smaller than a second threshold value, determining the target torque coefficient according to the candidate torque coefficients.

Further, the vehicle control device further includes: the second determining module is used for 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; a third determining module, configured to determine a first torque coefficient according to the first torque value and the second torque value; a fourth determining module, configured to determine a first reference intercept and/or a first reference slope corresponding to different vehicle speed segmentation intervals in the first driving mode, and determine a second reference intercept and/or a second reference slope corresponding to different vehicle speed segmentation intervals in the second driving mode; and a fifth determining module, configured to determine the preset correspondence according to the first reference intercept, the second reference intercept, and the first torque coefficient, and/or the first reference slope, the second reference slope, and the first torque coefficient.

Further, the fifth determining module is specifically configured to: performing a set number of interpolation operations between the first reference intercept and the second reference intercept corresponding to the same vehicle speed segmentation section, and/or performing a set number of interpolation operations between the first reference slope and the second reference slope corresponding to the same vehicle speed segmentation section; performing interpolation operation of a set number between the first torque coefficient and a reference torque coefficient to obtain the preset corresponding relation; the preset corresponding relation consists of an intercept and a torque coefficient, or consists of a slope and a torque coefficient, or consists of the intercept, the slope and the torque coefficient.

Further, the first determining module 720 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 current vehicle in the target relation matrix as the target torque.

According to the vehicle control device provided by the embodiment of the application, the target torque coefficient is determined based on the historical driving data of the current vehicle, so that the target torque coefficient corresponds to the current vehicle, or the target torque coefficient is the personalized target torque coefficient for the current vehicle, and then the target torque is determined according to the target torque coefficient, so that the target torque is the personalized target torque for the current vehicle, and finally the vehicle is controlled based on the target torque, so that personalized control of different vehicles is realized, personalized driving requirements of users with different driving styles are met, and the control performance and driving experience of the vehicle are improved.

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 a vehicle control 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 executes the program to realize the vehicle control method of any embodiment.

Fig. 8 shows a more specific hardware configuration of the vehicle control apparatus according to the present embodiment, where the apparatus 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 vehicle control device of the foregoing embodiment is configured to implement the corresponding vehicle control method of 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, including the vehicle control device 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

1. A vehicle control method characterized by comprising:

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 obtaining the target torque coefficient includes:

3. The vehicle control method according to claim 2, characterized in that the determining of the actual intercept and/or the actual slope of the usual vehicle speed section from the linear relation between the accelerator pedal value and the output torque value in the usual vehicle speed section includes:

4. The vehicle control method according to claim 2, characterized in that the determining the target torque coefficient from the actual intercept and/or actual slope includes:

5. The vehicle control method according to claim 4, characterized by further comprising:

and if the number of the candidate torque coefficients reaches a first threshold value and the variance of the candidate torque coefficients is smaller than a second threshold value, performing the operation of determining the target torque coefficient according to the candidate torque coefficients.

6. The vehicle control method according to claim 4, characterized by further comprising, before the determining the target torque coefficient from the actual intercept and/or actual slope:

7. The vehicle control method according to claim 6, characterized in that determining the preset correspondence from the first reference intercept, the second reference intercept, and the first torque coefficient, and/or the first reference slope, the second reference slope, and the first torque coefficient, includes:

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

9. A vehicle control apparatus comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the vehicle control method according to any one of claims 1 to 8 when executing the program.

10. A vehicle, characterized in that the vehicle includes the vehicle control apparatus according to claim 9.