CN112644500A - Driving mode adjusting method and device, computer equipment and storage medium - Google Patents
Driving mode adjusting method and device, computer equipment and storage medium Download PDFInfo
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- CN112644500A CN112644500A CN201910954806.7A CN201910954806A CN112644500A CN 112644500 A CN112644500 A CN 112644500A CN 201910954806 A CN201910954806 A CN 201910954806A CN 112644500 A CN112644500 A CN 112644500A
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- 238000000034 method Methods 0.000 title claims abstract description 47
- 230000035945 sensitivity Effects 0.000 claims abstract description 168
- 238000004590 computer program Methods 0.000 claims description 13
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- 230000008569 process Effects 0.000 description 6
- 230000008859 change Effects 0.000 description 3
- 230000009194 climbing Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
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- 101150008604 CAN1 gene Proteins 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
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- 230000003321 amplification Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0604—Throttle position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0605—Throttle position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
The invention discloses a driving mode adjusting method, a driving mode adjusting device, computer equipment and a storage medium, which realize that a driver self-defines the sensitivity of an accelerator, thereby changing the driving style of a vehicle, being capable of matching or adapting to the driving requirements of various drivers and ensuring that the working condition adaptability of the vehicle is stronger. The method comprises the following steps: acquiring throttle sensitivity adjustment information input by a driver and an original driver expected torque; determining an accelerator sensitivity adjustment coefficient according to the accelerator sensitivity adjustment information; and adjusting the original driver expected torque according to the accelerator sensitivity adjustment coefficient to obtain the adjusted driver expected torque so that the engine management system works according to the adjusted driver expected torque.
Description
Technical Field
The present invention relates to the field of vehicle control, and in particular, to a driving mode adjustment method, device, computer device, and storage medium.
Background
At present, vehicles increasingly adopt automatic transmissions, one or more driving modes are generally set for the vehicles, such as an economy mode (ECO mode), a conventional mode (NORMAL mode) and the like, an accelerator pulse spectrum and a gear shifting pulse spectrum are generally preset in the driving modes, the accelerator pulse spectrum corresponds to the gear shifting pulse spectrum, gear shifting points of the transmission are changed according to different accelerator pulse spectrums, different driving experiences are obtained, different driving mode gears correspond to different accelerator pulse spectrums respectively, and the accelerator pulse spectrums correspond to different accelerator sensitivities so as to meet requirements of different drivers.
Conventionally, a vehicle with an automatic transmission generally has two to three driving modes, generally has 1 to 2 accelerator maps, and more accelerator maps need to be added in order to meet different driving requirements, however, excessive maps are marked in the vehicle development process, so that the development time and cost are obviously increased, and the accelerator maps marked by the current vehicle are not necessarily suitable for or matched with the driving requirements of multiple drivers, so that the working condition adaptability of the vehicle is poor.
Disclosure of Invention
The embodiment of the invention provides a driving mode adjusting method, a driving mode adjusting device, computer equipment and a storage medium, and aims to solve the problem that the working condition adaptability of a vehicle is poor due to the fact that an accelerator pulse spectrum calibrated by the current vehicle does not necessarily adapt to or match the driving requirements of multiple drivers.
The invention provides a driving mode adjusting method in a first aspect, which comprises the following steps:
acquiring throttle sensitivity adjustment information input by a driver and an original driver expected torque of a vehicle;
determining an accelerator sensitivity adjustment coefficient according to the accelerator sensitivity adjustment information;
and adjusting the original driver expected torque according to the accelerator sensitivity adjustment coefficient to obtain the adjusted driver expected torque so that the engine management system works according to the adjusted driver expected torque.
Optionally, before the adjusting the original driver desired torque according to the throttle sensitivity adjustment factor, the method further comprises:
determining whether the vehicle is in a preset gear, wherein the preset gear comprises a forward gear;
and if the vehicle is determined to be in the preset gear, triggering the step of adjusting the original driver expected torque according to the accelerator sensitivity adjustment coefficient to obtain the adjusted driver expected torque.
Optionally, the obtaining the throttle sensitivity adjustment information of the vehicle includes:
and when the driver is in the self-defined driving mode, acquiring the throttle sensitivity adjustment information input by the driver according to the current throttle sensitivity, wherein the driver inputs the throttle sensitivity adjustment information through a steering wheel key or a central control instrument of the vehicle.
Optionally, when the vehicle is in the forward gear, the driving mode adjustment method further comprises:
acquiring an original accelerator opening degree which is detected by an accelerator position sensor
When the vehicle is in the preset gear, determining a corrected accelerator opening according to the original accelerator opening and the accelerator sensitivity adjustment coefficient;
and sending the corrected accelerator opening degree to a gearbox control unit of the vehicle.
Optionally, the determining an accelerator sensitivity adjustment coefficient according to the accelerator sensitivity adjustment information includes:
determining the adjustment level of the sensitivity of the accelerator according to the adjustment information of the sensitivity of the accelerator;
and finding out an adjusting coefficient corresponding to the accelerator sensitivity adjusting level from a preset adjusting coefficient corresponding table as the accelerator sensitivity adjusting coefficient, wherein the preset adjusting coefficient corresponding table comprises the accelerator sensitivity adjusting coefficients corresponding to the accelerator sensitivity adjusting levels.
Optionally, the driving mode adjustment method further includes:
when the vehicle is in a preset gear, the original driver expected torque of the vehicle is kept, so that the engine management system works according to the original driver expected torque.
A second aspect of the present invention provides a vehicle running adjustment apparatus comprising:
the acquisition module is used for acquiring throttle sensitivity adjustment information input by a driver and original driver expected torque;
the determining module is used for determining an accelerator sensitivity adjusting coefficient according to the accelerator sensitivity adjusting information acquired by the acquiring module;
and the adjusting module is used for adjusting the original driver expected torque according to the accelerator sensitivity adjusting coefficient determined by the determining module to obtain the adjusted driver expected torque so that the engine management system works according to the adjusted driver expected torque.
The determination module is further to:
determining whether the vehicle is in a preset gear, wherein the preset gear comprises a forward gear;
and if the vehicle is determined to be in a preset gear, triggering the adjusting module to adjust the original driver expected torque according to the accelerator sensitivity adjusting coefficient to obtain the adjusted driver expected torque.
A third aspect of the present invention provides a computer device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the driving mode adjustment method described above when executing the computer program.
A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the steps of the above-mentioned driving pattern adjustment method.
In one scheme implemented by the driving mode adjusting method, the driving mode adjusting device, the computer equipment and the storage medium, the adjustment information of the sensitivity of the accelerator of the vehicle and the original torque expected by the driver of the vehicle are acquired; determining an accelerator sensitivity adjustment coefficient according to the accelerator sensitivity adjustment information; and finally, adjusting the original driver expected torque according to the accelerator sensitivity adjustment coefficient to obtain the adjusted driver expected torque so that the engine management system works according to the adjusted driver expected torque. That is to say, the invention can determine the accelerator sensitivity adjustment coefficient according to the accelerator sensitivity adjustment information input by the driver in a self-defined way, and adjust the expected torque of the driver according to the accelerator sensitivity adjustment coefficient, and because of the difference of different accelerator sensitivity adjustment coefficients, the final expected torque of the driver is different under the same accelerator opening degree, thereby realizing that the driver can self-define the accelerator sensitivity, self-define and change the driving style of the vehicle, can match or adapt to the driving requirements of various drivers, and leading the working condition adaptability of the vehicle to be stronger.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments of the present invention will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive labor.
FIG. 1 is a schematic diagram of a system architecture for a vehicle system according to the present invention;
fig. 2 is a schematic flow chart of a driving mode adjustment method according to embodiment 1 of the present invention;
fig. 3 is another schematic flow chart of a driving mode adjustment method according to embodiment 1 of the present invention;
fig. 4 is another schematic flow chart of a driving mode adjustment method according to embodiment 1 of the present invention;
fig. 5 is another schematic flow chart of a driving mode adjustment method according to embodiment 1 of the present invention;
fig. 6 is a schematic structural view of a driving mode adjustment apparatus according to embodiment 2 of the present invention;
fig. 7 is a schematic structural diagram of a computer device in embodiment 3 of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The driving mode adjusting method provided by the embodiment of the present invention may be applied to a vehicle system as shown in fig. 1, where the vehicle system includes an instrument, a gateway, a shift lever, an Engine Management System (EMS), and an automatic Transmission Control Unit (TCU), where the instrument, the gateway, the shift lever, the EMS, and the TCU are connected by a vehicle-mounted bus, for example, connected by a Controller Area Network (CAN) bus, and may transmit data/information through the vehicle-mounted bus. Illustratively, the meter and the gateway CAN be connected through a CAN1 bus, and the gateway and the shift lever, the EMS and the TCU CAN be connected through a CAN 2. The meter CAN receive the input of the driver, and the meter CAN transmit the information input by the driver, such as the throttle sensitivity adjustment information, to other devices or equipment on the vehicle bus through the CAN1 bus, such as the gateway. After the EMS receives the throttle sensitivity adjustment information input by the driver, the driving mode of the vehicle can be adjusted according to the throttle sensitivity adjustment information input by the driver, so that the aim of customizing the throttle sensitivity by the driver to drive is fulfilled, and the driving mode adjustment method implemented by the invention is realized. The meter may also be other devices mentioned above in the vehicle, such as a central control meter, a central control screen, a mobile terminal establishing a communication connection with a vehicle system, and the like, which is not limited herein. The driving mode adjusting method and the related device provided by the embodiment of the invention are described by the following specific embodiments:
example 1
As shown in fig. 2, a driving mode adjusting method is provided, which is applied to the EMS in fig. 1 as an example, and includes the following steps:
s10: the throttle sensitivity adjustment information input by the driver and the original driver expected torque of the vehicle are acquired.
The accelerator sensitivity adjustment information is instruction information for instructing the adjustment of the accelerator sensitivity, which is input by the driver, wherein the driver can input the accelerator sensitivity adjustment information in various ways. For example, in some application scenarios, an accelerator sensitivity adjustment button configured on a steering wheel of a vehicle for performing accelerator sensitivity adjustment may be configured, and the accelerator sensitivity adjustment information may be input through the accelerator sensitivity adjustment button on the steering wheel. For example, pressing the left key on the steering wheel increases the sensitivity of the accelerator, pressing the right key on the steering wheel decreases the sensitivity of the accelerator, and pressing a down-turn or an up-turn of the sensitivity level of the accelerator, wherein the level of each up-turn or down-turn may be preset, and is not limited herein. It should be noted that, in the embodiment of the present invention, the accelerator sensitivity adjustment key may also be configured through the central control instrument, the accelerator sensitivity virtual button may also be configured on the central control screen, and the driver inputs the accelerator sensitivity adjustment information through a touch operation of the accelerator sensitivity virtual button on the central control screen, or may even input the accelerator sensitivity adjustment information through a mobile terminal (such as a mobile phone) that establishes communication with the vehicle-mounted bus or a voice control manner, which is not limited in the specific embodiment of the present invention. Correspondingly, after the accelerator sensitivity adjustment information input by the driver is received through the operation, accelerator sensitivity adjustment information receiving equipment such as a steering wheel or a central control instrument or a central control screen can be transmitted to the gateway through the vehicle-mounted bus, and correspondingly, the EMS can acquire the accelerator sensitivity adjustment information input by the driver from the gateway through the vehicle-mounted bus.
The original driver expected torque of the vehicle is the driver expected torque corresponding to the current working condition of the vehicle, and the driver expected torque can be obtained by looking up a table by combining the current throttle opening and the vehicle speed of the vehicle with other vehicle state information, and is not particularly limited. For example, when the vehicle is in different operating conditions, such as when the vehicle is in different gears and/or driving modes, different driver desired torques may correspond, i.e., the original driver desired torque described above. In this step, the above-described original driver desired torque may be acquired.
That is, the accelerator sensitivity adjustment information input by the driver and the original driver' S desired torque of the vehicle can be acquired through step S10.
S20: and determining an accelerator sensitivity adjustment coefficient according to the accelerator sensitivity adjustment information.
After acquiring the accelerator sensitivity adjustment information input by the driver in step 10, the accelerator sensitivity adjustment coefficient is determined based on the accelerator sensitivity adjustment information. It is understood that, in step S10, the accelerator sensitivity adjustment information is an indication information input by the driver, and there are many input manners or types and data types of the accelerator sensitivity adjustment information, so in step S20, the accelerator sensitivity adjustment coefficient needs to be determined according to the accelerator sensitivity adjustment information, so as to determine the actual accelerator sensitivity that needs to be adjusted later.
S30: and adjusting the original driver expected torque according to the accelerator sensitivity adjustment coefficient to obtain the adjusted driver expected torque so that the engine management system works according to the adjusted driver expected torque.
After the accelerator sensitivity adjustment coefficient is determined, the original driver expected torque can be adjusted according to the accelerator sensitivity adjustment coefficient, that is, the driver can customize the accelerator sensitivity, so that the subsequent EMS can conveniently work according to the adjusted driver expected torque, and the vehicle driving mode is changed.
For example, the throttle sensitivity adjustment factor may be multiplied by the original driver desired torque to obtain an adjusted driver desired torque. For example, the original driver desired torque is T0If the accelerator sensitivity adjustment coefficient is a, the adjusted driver expected torque is T1＝aT0. Of course, in some application scenarios, the driver may appropriately adjust the calculation manner according to the configuration manner of the accelerator sensitivity adjustment coefficient to select the pair of accelerator sensitivity adjustment coefficients according to the configuration manner of the accelerator sensitivity adjustment coefficientThe driver's desired torque is reasonably adjusted and is not limited herein.
In one embodiment, as shown in fig. 3, before the step S30, that is, before the original driver desired torque is adjusted according to the throttle sensitivity adjustment coefficient, the driving mode adjustment method further includes the following steps:
s40: and determining whether the vehicle is in a preset gear, and if so, triggering to execute the step S30.
In this embodiment, it will be appreciated that the vehicle will typically include a plurality of gears, including forward (D) gears. In the embodiment of the invention, when the vehicle is in a preset gear, such as a forward gear (D gear), the original expected torque of the driver is adjusted according to the adjustment of the sensitivity adjustment coefficient of the accelerator, the sensitivity coefficient of the accelerator is different due to the difference of the sensitivity adjustment information of the accelerator input by the driver, and for the same accelerator opening of the vehicle, the expected torque of the driver after adjustment according to the sensitivity adjustment coefficient of the accelerator is different under different sensitivity adjustment coefficients of the accelerator, so that the engine management system can drive the vehicle to run according to the expected torque of the driver after adjustment during the forward gear (D gear), namely during normal running, namely the driver can customize the sensitivity of the accelerator, can customize and change the current driving style, realize customized driving, and can be matched with or adapt to various driving requirements of the driver, the working condition adaptability of the vehicle is strong. Of course, it should be noted that the preset gear may be a grade climbing gear (L gear), a sport gear (S gear), or the like, besides a forward gear. The step 30 may also be triggered when the vehicle is in a hill climbing or sport gear, for example, the original driver desired torque is adjusted according to the accelerator sensitivity adjustment factor to obtain an adjusted driver desired torque, so that the engine management system operates according to the adjusted driver desired torque.
In one embodiment, as shown in fig. 4, when it is determined in step S40 that the vehicle is not in the preset gear, the following step S50 is performed:
step S50: maintaining the original driver desired torque to cause the engine management system to operate in accordance with the original driver desired torque of the vehicle.
In short, when the vehicle is not in the preset gear, for example, not in the preset gear such as the forward gear (D gear), the hill climbing gear (L gear), the sport gear (S gear), etc., but when the vehicle is in the gear such as the reverse gear (R gear), the parking gear (P gear), or the neutral gear (N gear), etc., the original driver desired torque of the vehicle is maintained without responding to the adjustment of the accelerator sensitivity brought by the accelerator sensitivity adjustment information input by the driver, and the driver desired torque is not adjusted according to the accelerator sensitivity adjusted by the driver, but the original driver desired torque is maintained to drive so as to match the driving style of the current gear, which brings better driving experience to the driver. It can be understood that through the embodiment, the switching of the driving modes can be realized by customizing different accelerator sensitivities by the driver, the driving style can be flexibly changed by the driver, the adjustment of the customized accelerator sensitivity does not bring the change of vehicle hardware, and the development cost is lower.
In one embodiment, the driving mode of the vehicle includes a custom driving mode, and in step S10, when in the custom driving mode, the throttle sensitivity adjustment information input by the driver according to the current throttle sensitivity is obtained, wherein the throttle sensitivity adjustment information is input by the driver through a steering wheel key or a central control instrument of the vehicle. It is understood that in the present embodiment, there may be a plurality of driving modes, such as an economy mode (ECO mode), a NORMAL mode (NORMAL mode), and a SPORT mode (SPORT mode), and the custom driving mode in the present embodiment is also included. The embodiment of the invention realizes the acquisition of the throttle sensitivity adjustment information in the user-defined driving mode, namely the throttle sensitivity adjustment information input by a driver is acquired in the user-defined driving mode. Taking an actual application scenario as an example, when a driver drives, the driving mode may be determined through a central control instrument or a central control screen, and when the driver selects a customized driving mode, the central control instrument or the central control screen may display the current throttle sensitivity of the vehicle, where at this time, the driver may customize the input throttle sensitivity adjustment information through the manner described in step S10, so as to customize the throttle sensitivity of the vehicle.
In one embodiment, as shown in fig. 5, the driving mode adjustment method further includes the steps of:
s60: and acquiring the original accelerator opening of the vehicle, wherein the original accelerator opening is the accelerator opening detected by an accelerator position sensor.
S70: and when the vehicle is in the preset gear, determining the corrected accelerator opening according to the original accelerator opening and the accelerator sensitivity adjustment coefficient.
S80: and sending the corrected accelerator opening degree to a gearbox control unit of the vehicle.
In steps S60 to S80, the original accelerator opening degree refers to the accelerator opening degree detected by the accelerator position sensor when the driver steps on the accelerator, and the original accelerator opening degree detected by the accelerator position sensor may be acquired together when acquiring the accelerator sensitivity adjustment information input by the driver, and the original accelerator opening degree may be acquired by the transmitter management system and analyzed based on the voltage value of the accelerator position sensor. And are not described in detail herein. After obtaining the original accelerator opening, when the vehicle is in a preset gear, for example, a forward gear, the corrected accelerator opening may be determined according to the original accelerator opening and the accelerator sensitivity adjustment coefficient, and the corrected accelerator opening may be sent to a Transmission Control Unit (TCU) of the vehicle. It can be understood that, in the embodiment, the corrected accelerator opening degree is sent to the transmission controller, the original gear shifting point of the vehicle is not changed, the calibration parameter in the gear shifting process is not changed, the gear shifting quality is not deteriorated, and the calibration workload of the transmission is not increased.
In an embodiment, in step S20, that is, the determining the throttle sensitivity adjustment coefficient according to the throttle sensitivity adjustment information specifically includes the following steps:
s21: determining the adjustment level of the sensitivity of the accelerator according to the adjustment information of the sensitivity of the accelerator;
s22: and finding out an adjusting coefficient corresponding to the accelerator sensitivity adjusting level from a preset adjusting coefficient corresponding table as the accelerator sensitivity adjusting coefficient, wherein the preset adjusting coefficient corresponding table comprises the accelerator sensitivity adjusting coefficients corresponding to the accelerator sensitivity adjusting levels.
For steps S21-S22, a manner of determining the throttle sensitivity adjustment coefficient specifically based on the throttle sensitivity adjustment information is proposed herein. In the present embodiment, the throttle sensitivity adjustment levels are preset, each level corresponds to a throttle sensitivity range, for example, the throttle sensitivity range may be adjusted down by 10% or adjusted up by 10%, and of course, other throttle sensitivity adjustment levels may also be provided, and the specific adjustment level corresponding to the throttle sensitivity range is not limited here, and is only exemplified here. In addition, in the embodiment of the present invention, a preset adjustment coefficient correspondence table is stored, and the preset adjustment coefficient correspondence table includes different accelerator sensitivity adjustment coefficients corresponding to respective accelerator sensitivity adjustment levels. After the accelerator sensitivity adjustment information input by the driver is obtained, the accelerator sensitivity adjustment level can be determined according to the accelerator sensitivity adjustment information input by the driver, and an adjustment coefficient corresponding to the accelerator sensitivity adjustment level is obtained in a table look-up manner and is used as the accelerator sensitivity adjustment coefficient. It is understood that, since the throttle sensitivity adjustment level may be adjusted down or up, the corresponding throttle sensitivity adjustment coefficient may also be an amplification coefficient or a reduction coefficient. It should be noted that the preset adjustment coefficient is configured in advance to adapt to various different working conditions of the driver under various custom accelerator sensitivities.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
Example 2
In one embodiment, a vehicle running adjusting apparatus is provided, which corresponds one-to-one to the driving mode adjusting method in the above-described embodiment. As shown in fig. 6, the vehicle travel adjustment apparatus 10 includes an acquisition module 101, a determination module 102, and an adjustment module 103. The functional modules are explained in detail as follows:
an obtaining module 101, configured to obtain throttle sensitivity adjustment information input by a driver and an original driver expected torque;
the determining module 102 is configured to determine an accelerator sensitivity adjustment coefficient according to the accelerator sensitivity adjustment information acquired by the acquiring module;
an adjusting module 103, configured to adjust the original driver expected torque according to the accelerator sensitivity adjustment coefficient determined by the determining module 102 to obtain an adjusted driver expected torque, so that the engine management system operates according to the adjusted driver expected torque
Optionally, the determining module is further configured to: determining whether the vehicle is in a preset gear, wherein the preset gear comprises a forward gear; and if the vehicle is determined to be in the preset gear, triggering the adjusting module to adjust the original driver expected torque according to the accelerator sensitivity adjusting coefficient to obtain the adjusted driver expected torque.
For specific limitations of the vehicle driving adjustment device, reference may be made to the above limitations of the driving mode adjustment method, which are not described herein again. Each module in the above vehicle travel adjustment apparatus may be entirely or partially implemented by software, hardware, and a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
Example 3
In one embodiment, a computer device is provided, which may be a step of implementing the driving mode adjustment method, and an internal structure diagram thereof may be as shown in fig. 5. The computer device includes a processor, a memory, a network interface, and a database connected by a system bus. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of an operating system and computer programs in the non-volatile storage medium. The database of the computer device is used for storing the data/information related to the method. The network interface of the computer device is used for communicating with an external terminal through a network connection. The computer program is executed by a processor to implement a driving mode adjustment method.
In one embodiment, a computer device is provided, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor implementing the following steps when executing the computer program:
acquiring throttle sensitivity adjustment information input by a driver and an original driver expected torque;
determining an accelerator sensitivity adjustment coefficient according to the accelerator sensitivity adjustment information;
and adjusting the original driver expected torque according to the accelerator sensitivity adjustment coefficient to obtain the adjusted driver expected torque so that the engine management system works according to the adjusted driver expected torque.
In one embodiment, a computer-readable storage medium is provided, having a computer program stored thereon, which when executed by a processor, performs the steps of:
acquiring throttle sensitivity adjustment information input by a driver and an original driver expected torque;
determining an accelerator sensitivity adjustment coefficient according to the accelerator sensitivity adjustment information;
and adjusting the original driver expected torque according to the accelerator sensitivity adjustment coefficient to obtain the adjusted driver expected torque so that the engine management system works according to the adjusted driver expected torque.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus Direct RAM (RDRAM), direct bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.
Claims (10)
1. A driving mode adjustment method applied to an engine management system is characterized by comprising the following steps:
acquiring throttle sensitivity adjustment information input by a driver and an original driver expected torque;
determining an accelerator sensitivity adjustment coefficient according to the accelerator sensitivity adjustment information;
and adjusting the original driver expected torque according to the accelerator sensitivity adjustment coefficient to obtain the adjusted driver expected torque so that the engine management system works according to the adjusted driver expected torque.
2. The driving mode adjustment method of claim 1, wherein prior to said adjusting the raw driver desired torque according to the throttle sensitivity adjustment factor, the method further comprises:
determining whether the vehicle is in a preset gear, wherein the preset gear comprises a forward gear;
and if the vehicle is determined to be in the preset gear, triggering the step of adjusting the original driver expected torque according to the accelerator sensitivity adjustment coefficient to obtain the adjusted driver expected torque.
3. The driving mode adjustment method of claim 1, wherein the driving mode of the vehicle comprises a custom driving mode, and the obtaining of the throttle sensitivity adjustment information input by the driver comprises:
and when the vehicle is in the user-defined driving mode, acquiring the throttle sensitivity adjustment information input by a driver according to the current throttle sensitivity, wherein the driver inputs the throttle sensitivity adjustment information through a steering wheel key or a central control instrument of the vehicle.
4. The driving pattern adjustment method according to claim 2, characterized in that the driving pattern adjustment method further comprises:
acquiring the original accelerator opening of the vehicle, wherein the original accelerator opening is the accelerator opening detected by an accelerator position sensor;
when the vehicle is in the preset gear, determining a corrected accelerator opening according to the original accelerator opening and the accelerator sensitivity adjustment coefficient;
and sending the corrected accelerator opening degree to a gearbox control unit of the vehicle.
5. The driving mode adjustment method of claim 1, wherein determining a throttle sensitivity adjustment factor from the throttle sensitivity adjustment information comprises:
determining the adjustment level of the sensitivity of the accelerator according to the adjustment information of the sensitivity of the accelerator;
and finding out an adjusting coefficient corresponding to the accelerator sensitivity adjusting level from a preset adjusting coefficient corresponding table as the accelerator sensitivity adjusting coefficient, wherein the preset adjusting coefficient corresponding table comprises the accelerator sensitivity adjusting coefficients corresponding to the accelerator sensitivity adjusting levels.
6. The driving pattern adjustment method according to any one of claims 2 to 5, characterized in that the driving pattern adjustment method further comprises:
maintaining the original driver desired torque when it is determined that the vehicle is not in the preset gear to cause the engine management system to operate in accordance with the original driver desired torque.
7. A driving mode adjustment device characterized by comprising:
the acquisition module is used for acquiring throttle sensitivity adjustment information input by a driver and original driver expected torque;
the determining module is used for determining an accelerator sensitivity adjusting coefficient according to the accelerator sensitivity adjusting information acquired by the acquiring module;
and the adjusting module is used for adjusting the original driver expected torque according to the accelerator sensitivity adjusting coefficient determined by the determining module to obtain the adjusted driver expected torque so that the engine management system works according to the adjusted driver expected torque.
8. The vehicle travel adjustment apparatus of claim 7, wherein the determination module is further configured to:
determining whether the vehicle is in a preset gear, wherein the preset gear comprises a forward gear;
and if the vehicle is determined to be in the preset gear, triggering the adjusting module to adjust the original driver expected torque according to the accelerator sensitivity adjusting coefficient to obtain the adjusted driver expected torque.
9. A computer arrangement comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the steps of the driving pattern adjustment method according to any one of claims 1 to 6 when executing the computer program.
10. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the steps of the driving pattern adjustment method according to any one of claims 1 to 6.
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