Driving performance adjusting method and device

文档序号：92865 发布日期：2021-10-12 浏览：50次中文

阅读说明：本技术 一种驾驶性能调节方法和装置 (Driving performance adjusting method and device ) 是由吴自贤周勇有彭帅华于 2020-04-08 设计创作，主要内容包括：本申请实施例提供一种驾驶性能调节方法和装置,涉及智能驾驶领域,能够在不同应用场景下自适应调节车辆的驾驶性能,可以满足用户实时需求。其方法为：获取行车辅助信息；行车辅助信息包括目标车辆当前所在道路的交通状况和道路参数中的至少一个；根据行车辅助信息确定目标扭矩曲线的标识,目标扭矩曲线用于指示目标车辆在不同驾驶状态下所需的驾驶性能参数；其中,驾驶状态包括驱动状态、制动状态、减速滑行状态或巡航状态中的至少一种；根据目标车辆当前的驾驶状态,按照目标扭矩曲线调节目标车辆的驾驶性能。本申请实施例应用于道路或交通状况变化下的驾驶场景。(The embodiment of the application provides a driving performance adjusting method and device, relates to the field of intelligent driving, and can adaptively adjust the driving performance of a vehicle under different application scenes, so that the real-time requirements of users can be met. The method comprises the following steps: acquiring driving auxiliary information; the driving auxiliary information comprises at least one of the traffic condition and the road parameter of the road where the target vehicle is located; determining the identification of a target torque curve according to the driving auxiliary information, wherein the target torque curve is used for indicating the driving performance parameters required by the target vehicle in different driving states; wherein the driving state comprises at least one of a driving state, a braking state, a deceleration and sliding state or a cruising state; and adjusting the drivability of the target vehicle according to the target torque curve according to the current driving state of the target vehicle. The embodiment of the application is applied to driving scenes under the condition of road or traffic condition change.)

1. A drivability adjustment method characterized by comprising:

acquiring driving auxiliary information; the driving auxiliary information comprises at least one of the traffic condition and the road parameter of the road where the target vehicle is located;

determining an identifier of a target torque curve according to the driving assistance information, wherein the target torque curve is used for indicating driving performance parameters required by the target vehicle in different driving states; wherein the driving state comprises at least one of a driving state, a braking state, a deceleration coasting state or a cruising state;

and adjusting the driving performance of the target vehicle according to the target torque curve according to the current driving state of the target vehicle.

2. The drivability adjustment method according to claim 1, characterized in that,

the driving assistance information further includes an initial driving mode, which is a driving mode that was manually selected by the user last time or a default driving mode.

3. The drivability adjustment method according to claim 1 or 2, characterized in that,

the target torque curve includes at least one of an acceleration torque curve, a cruise drive torque curve, a creep torque curve, a brake pressure curve, or a regenerative brake torque curve.

4. The drivability adjustment method according to claim 3, characterized in that,

the drivability includes at least one of acceleration performance, braking performance, coasting performance, or cruise performance.

5. The drivability adjustment method according to claim 4, wherein the adjusting the drivability of the target vehicle according to the target torque curve according to the current driving state of the target vehicle includes one or more of:

when the current driving state of the target vehicle is judged to be a driving state, the acceleration performance of the target vehicle is adjusted according to the acceleration torque curve;

when the current driving state of the target vehicle is judged to be a braking state, the braking performance of the target vehicle is adjusted according to the braking pressure curve or the regenerative braking torque curve;

when the current driving state of the target vehicle is judged to be a deceleration sliding state, the sliding performance of the target vehicle is adjusted according to the sliding torque curve;

and when the current driving state of the target vehicle is judged to be the cruise state, the cruise performance of the target vehicle is adjusted according to the cruise driving torque curve.

6. The drivability adjustment method according to claim 1 or 2, characterized in that the method further includes:

and prompting a user to select a driving performance adjusting mode, wherein the driving performance adjusting mode comprises self-adaptive adjustment and manual adjustment.

7. The drivability adjustment method according to claim 1 or 2, characterized in that the method further includes:

prompting the user with a name of a current driving mode, the name of the current driving mode being determined from the driving assistance information or the identification of the target torque curve.

8. The drivability adjustment method according to claim 1 or 2, wherein the adjusting the drivability of the target vehicle in accordance with the target torque curve includes:

subtracting the time of last adjustment of the drivability from the current time to obtain a drivability adjustment interval;

and when the drivability adjustment interval is greater than or equal to a preset time interval, adjusting the drivability of the target vehicle according to the target torque curve.

9. The drivability adjustment method according to claim 1 or 2, characterized in that,

the road parameters comprise at least one of gradient, road width, road surface friction coefficient, road surface flatness or road turning radius of the road where the target vehicle is located.

10. A drivability adjusting apparatus characterized by comprising a sensor and a processor:

the sensor is used for acquiring driving auxiliary information; the driving auxiliary information comprises at least one of the traffic condition and the road parameter of the road where the target vehicle is located;

the processor is used for determining an identifier of a target torque curve according to the driving assistance information, wherein the target torque curve is used for indicating driving performance parameters required by the target vehicle in different driving states; wherein the driving state comprises at least one of a driving state, a braking state, a deceleration coasting state or a cruising state;

and the processor is also used for adjusting the driving performance of the target vehicle according to the target torque curve according to the current driving state of the target vehicle.

11. The drivability adjustment apparatus of claim 10, wherein,

the driving assistance information further includes an initial driving mode, which is a driving mode that was manually selected by the user last time or a default driving mode.

12. The drivability adjustment apparatus according to claim 10 or 11, characterized in that,

the target torque curve includes at least one of an acceleration torque curve, a cruise drive torque curve, a creep torque curve, a brake pressure curve, or a regenerative brake torque curve.

13. The drivability adjustment apparatus of claim 12, wherein,

the drivability includes at least one of acceleration performance, braking performance, coasting performance, or cruise performance.

14. The drivability adjustment apparatus of claim 13 wherein the processor is configured to:

when the current driving state of the target vehicle is judged to be a driving state, the acceleration performance of the target vehicle is adjusted according to the acceleration torque curve;

when the current driving state of the target vehicle is judged to be a deceleration sliding state, the sliding performance of the target vehicle is adjusted according to the sliding torque curve;

and when the current driving state of the target vehicle is judged to be the cruise state, the cruise performance of the target vehicle is adjusted according to the cruise driving torque curve.

15. The drivability adjustment apparatus according to claim 10 or 11, further comprising a display for:

and prompting a user to select a driving performance adjusting mode, wherein the driving performance adjusting mode comprises self-adaptive adjustment and manual adjustment.

16. The drivability adjustment apparatus according to claim 10 or 11, further comprising a display for:

17. The drivability adjustment apparatus of claim 10 or 11, wherein the processor is configured to:

subtracting the time of last adjustment of the drivability from the current time to obtain a drivability adjustment interval;

and when the drivability adjustment interval is greater than or equal to a preset time interval, adjusting the drivability of the target vehicle according to the target torque curve.

18. The drivability adjustment apparatus according to claim 10 or 11, characterized in that,

the road parameters comprise at least one of gradient, road width, road surface friction coefficient, road surface flatness or road turning radius of the road where the target vehicle is located.

19. A computer-readable storage medium characterized by comprising instructions that, when executed on a computer, cause the computer to execute the drivability adjustment method of any one of claims 1 to 9.

Technical Field

The application relates to the field of intelligent driving, in particular to a driving performance adjusting method and device.

Background

Along with the development of science and technology, intelligent driving technology receives more and more attention from people. The intelligent driving technique includes an assistant driving technique and an automatic driving technique. The driving assistance technology comprises a lane keeping assistance technology, an automatic parking assistance technology, a brake assistance technology, a backing assistance technology, a driving assistance technology and the like.

At present, in the driving assistance technology, the driving mode of the vehicle can be switched based on the measured value of the vehicle state, and the technical idea is as follows: establishing an initial driving mode based on a driving mode selected by a user; receiving vehicle state measurements from a plurality of vehicle sensors; comparing the received vehicle state measurements with an emergency hedge mode condition and a rough road driving mode condition; according to the result of the comparison, if the vehicle state measurement value is the same as the emergency hedge mode condition or the rough road driving mode condition, the driving mode of the driver selected by the user is converted into the driving mode matched with the corresponding condition; and controlling an operation of the vehicle controller based on the in-vehicle device control information matched with the converted driving mode to adjust the drivability of the vehicle.

The application scenarios of the technology are relatively limited, the driving performance can be adjusted only according to the emergency danger avoiding mode condition or the rough road driving mode, and the driving performance cannot be adjusted in a self-adaptive mode according to various application scenarios.

Disclosure of Invention

The embodiment of the application provides a driving performance adjusting method and device, which can adaptively adjust the driving performance of a vehicle under different application scenes and can meet the real-time requirements of users.

In a first aspect, an embodiment of the present application provides a drivability adjusting method, including: acquiring driving auxiliary information; the driving auxiliary information comprises at least one of the traffic condition and the road parameter of the road where the target vehicle is located; determining an Identification (ID) of a target torque curve according to the driving assistance information, wherein the target torque curve is used for indicating driving performance parameters required by the target vehicle in different driving states; wherein the driving state comprises at least one of a driving state, a braking state, a deceleration coasting state or a cruising state; and adjusting the driving performance of the target vehicle according to the target torque curve according to the current driving state of the target vehicle.

In one possible implementation, the driving assistance information further includes an initial driving mode, where the initial driving mode is a driving mode that was manually selected by the user last time or a default driving mode. If the initial driving mode is the driving mode manually selected by the user last time, the current driving scene can be better fitted due to the proximity in time. If the initial driving mode is the default driving mode (the user can select a driving mode in advance, and the default driving mode is the initial driving mode), the driving habit of the user can be better met because the default driving mode is the driving mode according with the driving habit of the user.

In one possible implementation, the target torque curve includes at least one of an acceleration torque curve, a cruise drive torque curve, a creep torque curve, a brake pressure curve, or a regenerative brake torque curve.

In one possible implementation, the drivability includes at least one of acceleration performance, braking performance, coasting performance, or cruise performance.

In one possible implementation, adjusting the drivability of the target vehicle according to the target torque curve based on the current driving state of the target vehicle includes one or more of: when the current driving state of the target vehicle is judged to be a driving state, the acceleration performance of the target vehicle is adjusted according to the acceleration torque curve; when the current driving state of the target vehicle is judged to be a braking state, the braking performance of the target vehicle is adjusted according to a braking pressure curve or a regenerative braking torque curve; when the current driving state of the target vehicle is judged to be a deceleration sliding state, the sliding performance of the target vehicle is adjusted according to the sliding torque curve; and when the current driving state of the target vehicle is judged to be the cruising state, adjusting the cruising performance of the target vehicle according to the cruising driving torque curve. Therefore, the driving performance can be adjusted more pertinently according to the corresponding torque curve under different driving states, and the driving experience of a user can be improved.

In one possible implementation, the method further includes: the user is prompted to select a driving performance adjusting mode, the driving performance adjusting mode comprises self-adaptive adjustment and manual adjustment, and diversified requirements of the user on the driving performance adjusting mode can be met.

In one possible implementation, the method further comprises prompting the user with a name of the current driving mode, the name of the current driving mode being determined from the driving assistance information or the identification of the target torque curve. Therefore, the user can know the current driving mode and the driving experience of the user is improved.

In one possible implementation, adjusting drivability of the target vehicle according to the target torque curve includes: subtracting the time of last adjustment of the drivability from the current time to obtain a drivability adjustment interval; and when the drivability adjustment interval is greater than or equal to the preset time interval, adjusting drivability according to the target torque curve. Therefore, the driving performance of the vehicle is adjusted once at intervals, so that the driver discomfort caused by frequent change of the driving performance of the vehicle can be avoided, and the driving experience of the user is improved.

In one possible implementation, the road parameter includes at least one of a gradient, a road width, a road surface friction coefficient, a road surface flatness, or a road turning radius of a road on which the target vehicle is currently located.

In a second aspect, an embodiment of the present application provides a drivability adjusting device, including a sensor and a processor: the sensor is used for acquiring driving auxiliary information; the driving auxiliary information comprises at least one of the traffic condition and the road parameter of the road where the target vehicle is located; the processor is used for determining the identification of a target torque curve according to the driving auxiliary information, and the target torque curve is used for indicating the driving performance parameters required by the target vehicle in different driving states; wherein the driving state comprises at least one of a driving state, a braking state, a deceleration and sliding state or a cruising state; and the processor is also used for adjusting the driving performance of the target vehicle according to the target torque curve according to the current driving state of the target vehicle.

In one possible implementation, the drivability includes at least one of acceleration performance, braking performance, coasting performance, or cruise performance.

In one possible implementation, the processor is configured to: when the current driving state of the target vehicle is judged to be a driving state, the acceleration performance of the target vehicle is adjusted according to the acceleration torque curve; when the current driving state of the target vehicle is judged to be a braking state, the braking performance of the target vehicle is adjusted according to a braking pressure curve or a regenerative braking torque curve; when the current driving state of the target vehicle is judged to be a deceleration sliding state, the sliding performance of the target vehicle is adjusted according to the sliding torque curve; and when the current driving state of the target vehicle is judged to be the cruising state, adjusting the cruising performance of the target vehicle according to the cruising driving torque curve.

In one possible implementation, the display is further included to: and prompting a user to select a driving performance adjusting mode, wherein the driving performance adjusting mode comprises self-adaptive adjustment and manual adjustment.

In one possible implementation, the method further comprises prompting a user for a name of the current driving mode, the name of the current driving mode being determined according to the driving assistance information or the identification of the target torque curve.

In one possible implementation, the processor is configured to: subtracting the time of last adjustment of the drivability from the current time to obtain a drivability adjustment interval; and when the drivability adjustment interval is greater than or equal to the preset time interval, adjusting the drivability of the target vehicle according to the target torque curve.

For technical effects of the second aspect and various possible implementations thereof, reference may be made to the technical effects of the first aspect and various possible implementations thereof, which are not described herein in detail.

In a third aspect, an embodiment of the present application provides a computer-readable storage medium, which includes instructions that, when executed on a computer, cause the computer to perform any one of the methods provided in the first aspect.

In a fourth aspect, embodiments of the present application provide a computer program product containing instructions, which when run on a computer, cause the computer to perform any one of the methods provided in the first aspect.

In a fifth aspect, an embodiment of the present application provides a chip system, where the chip system includes a processor and may further include a memory, and is configured to implement any one of the methods provided in the first aspect. The chip system may be formed by a chip, and may also include a chip and other discrete devices.

In a sixth aspect, embodiments of the present application further provide a drivability adjusting apparatus, where the apparatus may be a processing device, an electronic device, or a chip. The apparatus comprises a processor configured to implement any one of the methods provided by the first aspect. The apparatus may also include a memory for storing program instructions and data, which may be memory integrated within the apparatus or off-chip memory disposed external to the apparatus. The memory is coupled to the processor, and the processor can call and execute the program instructions stored in the memory, so as to implement any one of the methods provided by the first aspect. The apparatus may also include a communication interface for the apparatus to communicate with other devices.

Drawings

Fig. 1 is a schematic structural diagram of a drivability adjusting device according to an embodiment of the present application;

FIG. 2 is a schematic diagram of a drivability adjustment system provided by an embodiment of the present application;

fig. 3 is a schematic flowchart of a method for adjusting drivability according to an embodiment of the present disclosure;

FIG. 4 is a schematic diagram of a user interface provided by an embodiment of the present application;

FIG. 5 is a schematic illustration of a torque curve provided by an embodiment of the present application;

FIG. 6 is a schematic diagram of a "three-dimensional table" provided in an embodiment of the present application;

FIG. 7 is a schematic diagram of a drivability index provided by an embodiment of the present application;

FIG. 8 is a schematic diagram of yet another user interface provided by an embodiment of the present application;

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

fig. 10 is a schematic structural diagram of a chip system according to an embodiment of the present disclosure.

Detailed Description

The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application. In the description of the present application, unless otherwise specified, "at least one" means one or more, "a plurality" means two or more. In addition, in order to facilitate clear description of technical solutions of the embodiments of the present application, in the embodiments of the present application, terms such as "first" and "second" are used to distinguish the same items or similar items having substantially the same functions and actions. Those skilled in the art will appreciate that the terms "first," "second," etc. do not denote any order or quantity, nor do the terms "first," "second," etc. denote any order or importance.

For clarity and conciseness of the description of the embodiments described below, a driving scenario is briefly described below. For example, when the traffic conditions are distinguished, the driving scenes may include a congested driving scene, a general congested driving scene, an unobstructed driving scene, and the like; when the road parameters are distinguished, if the road parameters are the gradient of the road, the driving scene can comprise an uphill driving scene, a level road driving scene, a downhill driving scene and the like; if the road parameter is the road width of the road, the driving scene can comprise a wide road driving scene, a narrow road driving scene and the like; if the road parameter is the road surface friction coefficient of the road, the driving scene may include a driving scene with a smaller road surface friction coefficient (e.g., a driving scene in rainy and snowy weather), a driving scene with a larger road surface friction coefficient (e.g., a driving scene in sunny weather), and the like; if the road parameter is the road surface smoothness of the road, the driving scene can comprise a smooth road surface driving scene, a rough road surface driving scene and the like; if the road parameter is the road turning radius, the driving scene may include a straight driving scene, a curved driving scene, and the like. If the road parameter is a road grade, the driving scene may include an expressway driving scene, an ordinary expressway driving scene, and the like. Further, the various driving scenarios described above may be combined with each other, for example, when the traffic condition is congestion, the road parameter is a gradient of the road, and the road is a level road, the driving scenario may be a "congested level road driving scenario".

The driving performance adjusting method and device provided by the embodiment of the application can be applied to driving scenes under the condition of changing roads or traffic conditions, namely can be applied to the process of switching from one driving scene to another driving scene, for example, a user drives a vehicle to enter a ramp driving scene from a level road driving scene, enters a (rural) narrow road driving scene from a (urban) wide road driving scene, enters a congestion driving scene (drives in the urban) from a smooth driving scene (drives on a highway), and the like.

Fig. 1 is a functional block diagram of a drivability adjustment device 100 provided in an embodiment of the present application. The drivability adjustment apparatus 100 may include various subsystems such as a travel system 102, a sensor system 104, a control system (a complete vehicle control system) 106, one or more peripherals 108, as well as a power source 110, a computer system 112, and a user interface 116. Alternatively, the drivability adjustment device 100 may include more or less subsystems, and each subsystem may include a plurality of elements. In addition, each subsystem and element of the drivability adjustment device 100 may be interconnected by wire or wirelessly.

The travel system 102 may include components that provide powered motion to the drivability adjustment device 100. In one embodiment, the propulsion system 102 may include an engine 118, an energy source 119, a transmission 120, and wheels/tires 121. The engine 118 may be an internal combustion engine, an electric motor, an air compression engine, or other types of engine combinations, such as a hybrid engine of a gasoline engine and an electric motor, or a hybrid engine of an internal combustion engine and an air compression engine. The engine 118 converts the energy source 119 into mechanical energy.

Examples of energy sources 119 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electrical power. The energy source 119 may also provide energy to other systems of the drivability adjustment device 100.

The transmission 120 may transmit mechanical power from the engine 118 to the wheels 121. The transmission 120 may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 120 may also include other devices, such as a clutch. Wherein the drive shaft may comprise one or more shafts that may be coupled to one or more wheels 121.

The sensor system 104 may include several sensors that sense information about the environment surrounding the drivability adjustment device 100. For example, the sensor system 104 may include a positioning system 122 (which may be a Global Positioning System (GPS) system, a Beidou system, or other positioning system), an Inertial Measurement Unit (IMU) 124, a radar 126, a laser rangefinder 128, and a camera 130. The sensor system 104 may also include sensors that are monitored internal systems of the drivability adjustment device 100 (e.g., an in-vehicle air quality monitor, a fuel gauge, an oil temperature gauge, etc.). Sensor data from one or more of these sensors may be used to detect the object and its corresponding characteristics (position, shape, orientation, velocity, etc.). Such detection and recognition is a key function of the safe operation of the autonomous drivability adjusting apparatus 100.

The positioning system 122 may be used to estimate the geographic location of the drivability adjustment device 100. The IMU124 is used to sense the position and orientation change of the drivability adjustment device 100 based on the inertial acceleration. In one embodiment, IMU124 may be a combination of an accelerometer and a gyroscope.

The radar 126 may utilize radio signals to sense objects within the surrounding environment of the drivability adjustment device 100.

The laser rangefinder 128 may utilize laser light to sense objects in the environment in which the drivability adjustment device 100 is located. In some embodiments, the laser rangefinder 128 may include one or more laser sources, laser scanners, and one or more detectors, among other system components. In some embodiments, laser rangefinder 128 may be a LiDAR (light detection and ranging) in addition to sensing an object. The laser radar is a radar system that detects a characteristic amount such as a position and a velocity of a target by emitting a laser beam. The lidar may emit a probe signal (laser beam) toward a target (i.e., an obstacle) or a direction, and then compare the received signal reflected from the target (target echo) with the emitted signal, and after appropriate processing, may obtain information about the target, such as a point cloud representing the surface characteristics of the target. The point cloud is a massive collection of points that represent the spatial distribution of the target and the characteristics of the target surface in the same spatial reference system. The point cloud in the application can be a point cloud obtained according to a laser measurement principle, and comprises three-dimensional coordinates of each point.

The camera 130 may be used to capture a plurality of images of the surrounding environment of the drivability adjustment device 100. The camera 130 may be a still camera or a video camera. The camera 130 may capture a plurality of images of the surroundings of the drivability adjustment apparatus 100 in real time or periodically.

The control system 106 is used to control the drivability adjustment device 100 and its components. Control system 106 may include various elements including a steering system 132, a throttle 134, a braking unit 136, a computer vision system 140, a route control system 142, and an obstacle avoidance system 144.

The steering system 132 is operable to adjust the forward direction of the drivability adjustment device 100. For example, in one embodiment, a steering wheel system.

The throttle 134 is used to control the operating speed of the engine 118 and thus the speed of the drivability adjustment device 100.

The brake unit 136 is used to control the drivability adjustment apparatus 100 to decelerate. The brake unit 136 may use friction to slow the wheel 121. In other embodiments, the brake unit 136 may convert the kinetic energy of the wheel 121 into an electric current. The brake unit 136 may also take other forms to slow the rotation speed of the wheel 121 to control the speed of the drivability adjustment device 100.

The computer vision system 140 may process and analyze images captured by the camera 130 to identify objects and/or features in the environment surrounding the drivability adjustment device 100. The objects and/or features may include traffic signals, road boundaries, and obstacles. The computer vision system 140 may use object recognition algorithms, automated driving methods, Motion recovery from Motion (SFM) algorithms, video tracking, and other computer vision techniques. In some embodiments, the computer vision system 140 may be used to map an environment, track objects, estimate the speed of objects, and so forth. The computer vision system 140 may locate the position of the obstacle using the point cloud acquired by the lidar and the image of the surrounding environment acquired by the camera.

The route control system 142 is used to determine the travel route of the drivability adjustment device 100. In some embodiments, route control system 142 may combine data from sensing system 104 and one or more predetermined maps to determine a travel route for drivability adjustment device 100.

The obstacle avoidance system 144 is used to identify, assess and avoid or otherwise negotiate potential obstacles in the environment of the drivability adjustment device 100.

Of course, in one example, the control system 106 may additionally or alternatively include components other than those shown and described. Or may reduce some of the components shown above.

The drivability adjustment apparatus 100 interacts with external sensors, other vehicles, other computer systems, or users through the peripheral devices 108. The peripheral devices 108 may include a wireless communication system 146, an in-vehicle computer 148, a microphone 150, and/or speakers 152.

In some embodiments, the peripheral device 108 provides a means for a user of the drivability adjustment apparatus 100 to interact with the user interface 116. For example, the in-vehicle computer 148 may provide information to a user of the drivability adjustment device 100. The user interface 116 may also operate the in-vehicle computer 148 to receive user input. The in-vehicle computer 148 may be operated via a touch screen. In other cases, the peripheral device 108 may provide a means for the drivability adjustment apparatus 100 to communicate with other devices located within the vehicle. For example, the microphone 150 may receive audio (e.g., voice commands or other audio input) from a user of the drivability adjustment device 100. Similarly, the speaker 152 may output audio to the user of the drivability adjustment device 100.

The wireless communication system 146 may communicate wirelessly with one or more devices, either directly or via a communication network. For example, the wireless communication system 146 may use 3G cellular communication, or 4G cellular communication, such as LTE, or 5G cellular communication. The wireless communication system 146 may communicate with a Wireless Local Area Network (WLAN) using WiFi. In some embodiments, the wireless communication system 146 may utilize an infrared link, bluetooth, or ZigBee to communicate directly with the device. Other wireless protocols, such as various vehicle communication systems, for example, the wireless communication system 146 may include one or more Dedicated Short Range Communications (DSRC) devices that may include public and/or private data communications between vehicles and/or roadside stations.

The power source 110 may provide power to various components of the drivability adjustment device 100. In one embodiment, power source 110 may be a rechargeable lithium ion or lead acid battery. One or more battery packs of such batteries may be configured as a power source to provide power to the various components of the drivability adjustment device 100. In some embodiments, the power source 110 and the energy source 119 may be implemented together, such as in some all-electric vehicles.

Some or all of the functions of the drivability adjustment device 100 are controlled by the computer system 112. The computer system 112 may include at least one processor 113, the processor 113 executing instructions 115 stored in a non-transitory computer readable medium, such as a data storage device 114. The computer system 112 may also be a plurality of computing devices that control individual components or subsystems of the drivability adjustment apparatus 100 in a distributed manner.

The processor 113 may be any conventional processor, such as a Central Processing Unit (CPU). Alternatively, the processor may be a dedicated device such as an ASIC or other hardware-based processor. Although fig. 1 functionally illustrates a processor, memory, and other elements of the computer system 112 in the same block, those skilled in the art will appreciate that the processor, computer, or memory may actually comprise multiple processors, computers, or memories that may or may not be stored within the same physical housing. For example, the memory may be a hard drive or other storage medium located in a different enclosure than the computer system 112. Thus, references to a processor or computer are to be understood as including references to a collection of processors or computers or memories which may or may not operate in parallel. Rather than using a single processor to perform the steps described herein, some components, such as the steering component and the retarding component, may each have their own processor that performs only computations related to the component-specific functions.

In various aspects described herein, the processor may be located remotely from the drivability adjustment device and in wireless communication with the drivability adjustment device. In other aspects, some of the operations of the processes described herein are performed on a processor disposed within the drivability adjustment device while others are performed by a remote processor, including taking the steps necessary to perform a single maneuver.

In some embodiments, the data storage device 114 may include instructions 115 (e.g., program logic), and the instructions 115 may be executable by the processor 113 to perform various functions of the drivability adjustment device 100, including those described above. The data storage 114 may also contain additional instructions, including instructions to send data to, receive data from, interact with, and/or control one or more of the propulsion system 102, the sensor system 104, the control system 106, and the peripherals 108. In addition to instructions 115, data storage device 114 may also store data such as road maps, route information, the location, direction, speed, and other information of the vehicle. Such information may be used by the drivability adjustment device 100 and the computer system 112 during operation of the drivability adjustment device 100 in the autonomous, semi-autonomous, and/or manual modes.

A user interface 116 for providing information to or receiving information from a user of the drivability adjustment device 100. Optionally, the user interface 116 may include one or more input/output devices within the collection of peripheral devices 108, such as a wireless communication system 146, an in-vehicle computer 148, a microphone 150, and a speaker 152.

The computer system 112 may control the functions of the drivability adjustment device 100 based on inputs received from various subsystems (e.g., the travel system 102, the sensor system 104, and the control system 106) and from the user interface 116. For example, the computer system 112 may utilize input from the control system 106 in order to control the steering unit 132 to avoid obstacles detected by the sensor system 104 and the obstacle avoidance system 144. In some embodiments, the computer system 112 is operable to provide control over many aspects of the drivability adjustment device 100 and its subsystems.

Alternatively, one or more of these components described above may be mounted or associated separately from the drivability adjustment device 100. For example, the data storage device 114 may exist partially or completely separately from the drivability adjustment device 100. The above components may be communicatively coupled together in a wired and/or wireless manner.

Optionally, the above components are only an example, in an actual application, components in the above modules may be added or deleted according to an actual need, and fig. 1 should not be construed as limiting the embodiment of the present application.

A vehicle traveling on a road, such as the drivability adjustment apparatus 100 above, may identify its surroundings to determine an adjustment to the current drivability.

The drivability adjusting device 100 may be a car, a truck, a motorcycle, a bus, an amusement ride vehicle, a playground vehicle, construction equipment, an electric car, a golf cart, or the like, and the embodiment of the present invention is not particularly limited.

As shown in fig. 2, a drivability adjustment system provided for the embodiment of the present application includes a drivability matching module, a vehicle control module, an actuator, a map navigation module, a user interface module, and a sensor fusion module. Wherein the drivability matching module and the vehicle control module may be integrated into the control system 106 of fig. 1, the map navigation module may be integrated into the global positioning system 122 of fig. 1, the user interface module may be integrated into the on-board computer 148 of fig. 1, the sensor fusion module may be integrated into the sensing system 104 of fig. 1, and the actuator may be integrated into the travel system 102 of fig. 1.

The specific functions realized by each module are as follows:

a user interface module: providing a driver of a drivability adjustment device (e.g., a vehicle) with a selection of a driving mode; the state of the real-time adjustment of the drivability is fed back to the driver (user).

The map navigation module: acquiring the traffic condition of a road section where a current vehicle (target vehicle) is located; road parameters of a road section where the current vehicle is located, such as gradient information of the road, are acquired.

A sensor fusion module: and calculating road parameters of the road where the vehicle is currently located according to the image radar information, such as road width, road surface friction coefficient, road surface flatness or road turning radius and the like. The sensor fusion module can also integrate various information collected currently, for example, processing such as fusion, clustering, abstraction and the like.

A drivability matching module: and determining the identifier of the torque curve of the vehicle according to the information such as the traffic condition, the road parameters, the initial driving mode and the like, and determining the corresponding torque curve (target torque curve) according to the identifier of the torque curve. The torque curve may be described by a formula or a matrix or a graph or a parameter or a function, and the present application is not limited thereto.

A vehicle control module: the control information thereof is updated to a target torque curve and used to control the motion of the target vehicle in real time. The vehicle control module may include one or more of various vehicle controllers, such as a Vehicle Control Unit (VCU), a Motor Control Unit (MCU), or an Integrated Brake System (IBS), among others.

An actuator: including a driving actuator, a braking actuator, a steering actuator, etc., of the vehicle, and performs driving, braking, or steering of the vehicle according to the control information.

For convenience of understanding, the driving performance adjusting method provided by the embodiment of the present application is specifically described below with reference to the accompanying drawings.

As shown in fig. 3, an embodiment of the present application provides a drivability adjustment method, including:

301. and prompting a user to select a driving performance adjusting mode, wherein the driving performance adjusting mode comprises self-adaptive adjustment and manual adjustment.

After the user enters the driver's seat and turns on the drivability adjustment device (e.g., the target vehicle), the drivability adjustment device may prompt the user to select a drivability adjustment mode. The user may select the drivability adjustment mode through the drivability adjustment interface shown in fig. 4, where the drivability adjustment interface may be an interface displayed by a display device on the drivability adjustment device (for example, a display interface of an in-vehicle computer), or an interface displayed by a terminal device that establishes a communication connection with the drivability adjustment device.

As shown in (a) of fig. 4, when the user selects adaptive adjustment, steps 302 to 305 may be performed in which the drivability adjustment means may adaptively calculate an identification of a target torque curve, acquire the target torque curve based on the identification of the target torque curve, and adjust the drivability of the vehicle (target vehicle) based on the target torque curve. The scheme is simple to operate, complex setting is not needed, and a user interface is friendly. In the self-adaptive adjusting mode, the driving performance adjusting device can adjust the driving performance in a self-adaptive mode according to the change of a driving scene, so that the self-adaptive adjustment of the driving process can be realized, and the attention of a driver cannot be dispersed.

As shown in (b) of fig. 4, when the user selects the manual adjustment (manual selection), the actual drivability of the vehicle is set according to the driving mode manually selected by the user. For example, the user may select an economy driving mode. Alternatively, the drivability adjusting means may perform steps 302-303, i.e. the drivability adjusting means may still adaptively calculate the identity of the target torque curve, so as to recommend to the user the name of the driving mode corresponding to the identity of the target torque curve.

In the embodiment of the application, two driving performance adjusting modes of self-adaptive adjustment and manual adjustment are set, so that different requirements of different users on the driving performance are met.

302. And acquiring driving auxiliary information, wherein the driving auxiliary information comprises at least one of the traffic condition and the road parameter of the current road of the target vehicle.

The driving performance adjusting device can acquire the traffic condition of the current position from the map navigation module and can acquire the current road parameters at a low time delay through various sensors. Wherein the sensor may include a laser radar, a millimeter wave radar, an ultrasonic radar, a monocular or binocular camera, etc.

The traffic condition of the road where the target vehicle is located can be represented by the current (frame or moment) vehicle traffic speed. For example, when the vehicle passing speed is within the range of (0-20] km/h, the current traffic condition can be considered to be congested, when the vehicle passing speed is within the range of (20-50] km/h, the traffic condition can be considered to be normal or generally congested, and when the vehicle passing speed is within the range of (50-200] km/h, the traffic condition can be considered to be unblocked.

The road parameter may include at least one of a gradient, a road width, a road surface friction coefficient, a road surface flatness, a road turning radius, or a road grade of a road on which the target vehicle is currently located. For example, if the road parameter includes a gradient of a road, the road may be considered a downhill road when the gradient of the road is below-3% (including-3%); when the gradient of the road is (-3% to 3%), the road is considered to be a flat road, and when the gradient of the road is 3% or more (including 3%), the road is considered to be an uphill road.

Optionally, the driving assistance information may further include an initial driving mode, and the initial driving mode may be a driving mode that is manually selected by the user last time or a default driving mode. The vehicle may preset various types of driving modes for user selection, including, for example, a NORMAL mode (NORMAL), a SPORT mode (SPORT), an economy mode (ECO), and a SNOW mode (SNOW). The drivability of the vehicle is also different in different driving modes. For example, in the sport mode, the acceleration performance of the vehicle is strong. The user may select from among multiple types of driving patterns based on his or her driving habits, driving preferences, and/or current driving scenarios. When the user selects the driving mode, the driving mode can be selected by using a control key or a touch screen in the vehicle, or the driving mode can be selected by sending an instruction to the vehicle through the terminal equipment. In practical applications, the terminal device may communicate with the vehicle by wireless communication (e.g., WiFi, bluetooth, mobile communication, etc.) and send instructions to the vehicle.

If the initial driving mode is the driving mode that was manually selected by the user last time, the driving mode that was manually selected by the user last time (last time) may be automatically taken as the initial driving mode when the user turns on the vehicle. For example, assuming that the driving mode last selected by the user is the economy mode, the economy mode may be taken as the initial driving mode when the vehicle is turned on next time; assuming that the driving mode last selected by the user is the normal mode, the normal mode may be taken as the initial driving mode when the vehicle is turned on next time. In this way, the driving mode selected by the user last time is used as the initial driving mode, and the current driving scene can be more fitted due to the proximity in time.

If the initial driving mode is the default driving mode, the user can select a driving mode in advance, the default driving mode is the initial driving mode, and when the vehicle is started every time, the default driving mode is used as the initial driving mode. For example, assuming that the driving mode selected in advance by the user is the economy mode, even if the user adjusts the driving mode during a certain driving, for example, the economy mode is adjusted to the sport mode, and the economy mode is set as the initial driving mode at the next time the vehicle is turned on. The default driving mode is a driving mode which accords with the driving habits of the user, and the driving habits of the user can be better met.

In addition, the driving assistance information may further include traffic sign information, traffic light information, lane line information, surrounding vehicle information, pedestrian information, obstacle information, and the like. The traffic sign information can indicate the upper limit of the speed limit of the road, the lower limit of the speed limit, the stop of the vehicle in front and the like. The traffic light information may indicate whether to park, turn left or turn right. The lane line information may indicate a vehicle traveling direction, a turning radius, both lane directions, whether lane change is permitted, and the like. The vehicle, pedestrian and obstacle information may indicate a position of the obstacle relative to the host vehicle, lane information, relative speed, etc., and the present application is not limited thereto.

303. And determining the mark of the target torque curve according to the driving auxiliary information.

The target torque curve is used for indicating driving performance parameters required by the target vehicle in different driving states; wherein the driving state comprises at least one of a driving state, a braking state, a deceleration and sliding state or a cruising state.

The target torque curve may include at least one of an acceleration torque curve (e.g., a forward acceleration torque curve and a reverse acceleration torque curve), a cruise drive torque curve, a creep torque curve, a brake pressure curve, or a regenerative brake torque curve, among others. The description of the various types of torque curves is shown in table 1, and it should be noted that table 1 is only a schematic description of the torque curves, and the application is not limited thereto.

TABLE 1

Taking the forward acceleration torque curve as an example, as can be seen from table 1, the independent variables of the forward acceleration torque curve are the vehicle speed and the accelerator opening, and the dependent variable is the total desired driving torque of the vehicle. When it is detected that the vehicle is in D gear and is driven forward (forward running), a total desired driving torque of the vehicle, which is adjusted to the total desired driving torque by the motor or the engine, may be determined according to the vehicle speed and the opening degree of the accelerator pedal.

For example, as shown in fig. 5, a diagram of a forward gear acceleration torque curve in which the ordinate represents the total driving torque (Nm), the abscissa on the left side represents the accelerator opening (%) and the abscissa on the right side represents the vehicle speed (km/h) is shown. It is understood that the total drive torque differs at different accelerator pedal opening degrees and vehicle speeds.

The following describes a process in which the drivability adjustment device determines the sign of the target torque curve from the driving assistance information. The drivability adjustment means may query the corresponding table for an identification of the target torque curve based on one or more of the initial driving mode, the traffic condition, and the road parameter. A table is understood to be a multi-dimensional matrix (e.g., a two-dimensional matrix or a three-dimensional matrix). The drivability adjusting device may preset a plurality of tables, and each table may record therein a plurality of driving assistance information (an initial driving mode, traffic conditions, road parameters, and the like) and identifiers of a plurality of torque curves, and a mapping relationship (correspondence relationship) between different driving assistance information and the identifiers of the torque curves. The mapping relationship between the driving assistance information and the identification of the torque curve may be represented by an equation ID, where the target torque curve is f (driving assistance information).

Illustratively, as shown in fig. 6, a "three-dimensional table" is a schematic diagram in which the identifications of different torque curves corresponding to different traffic conditions, different initial driving modes, and different road parameters are recorded. Wherein the X-axis represents road parameters, the Y-axis represents traffic conditions, and the Z-axis represents initial driving patterns. Taking the example that the target torque curve only comprises the acceleration torque curve, if the driving assistance information comprises a traffic condition, a road parameter and an initial driving mode, when the traffic condition is smooth, the road parameter is a downhill road, and the initial driving mode is a standard, the identification of the target torque curve corresponding to the driving assistance information is an acceleration torque curve 1; when the traffic condition is smooth, the road parameter is level road, the initial driving mode is standard, the mark of the target torque curve corresponding to the driving assistance information is an acceleration torque curve 2, and so on.

It should be noted that fig. 6 illustrates an example in which the target torque curve includes only the acceleration torque curve, and in practical applications, each type of driving assistance information may correspond to a plurality of torque curve identifiers. For example, if the driving assistance information includes a traffic condition, a road parameter and an initial driving mode, when the traffic condition is clear, the road parameter is a downhill road, and the initial driving mode is a standard, the identifier of the torque curve corresponding to the driving assistance information may include an acceleration torque curve 1, a cruise driving torque curve 1, a coasting torque curve 1, a brake pressure curve 1, a regenerative braking torque curve 1, and the like, which is not limited in this application.

For another example, as shown in table 2, the table is a two-dimensional table, in which the identifications of different torque curves corresponding to different traffic conditions and different initial driving modes are recorded (the target torque curve includes only an acceleration torque curve as an example).

TABLE 2

As can be seen from table 2, if the driving assistance information includes a traffic condition and an initial driving mode, when the traffic condition is clear and the initial driving mode is economical, the torque curve corresponding to the driving assistance information is identified as an acceleration torque curve 1; when the traffic condition is general and the initial driving mode is economy, the identification of the torque curve corresponding to the driving assistance information is an acceleration torque curve 2; by analogy, when the traffic condition is congestion and the initial driving mode is sport, the corresponding torque curve is identified as an acceleration torque curve 9.

It should be noted that, in table 2, the target torque curve only includes the acceleration torque curve as an example, and in practical applications, each type of driving assistance information may correspond to the identifiers of a plurality of torque curves. For example, if the driving assistance information includes a traffic condition and an initial driving mode, when the traffic condition is clear and the initial driving mode is standard, the identification of the torque curve corresponding to the driving assistance information may include an acceleration torque curve 1, a cruise driving torque curve 1, a coasting torque curve 1, a brake pressure curve 1, a regenerative braking torque curve 1, and the like, which is not limited in the present application.

For another example, as shown in table 3, the table is a two-dimensional table, in which the identifiers of different torque curves corresponding to different road parameters and different initial driving modes are recorded (the target torque curve includes only an acceleration torque curve as an example).

TABLE 3

As can be seen from table 3, if the driving assistance information includes the road parameter and the initial driving mode, when the road parameter is a downhill road and the initial driving mode is an economy, the corresponding torque curve is identified as the acceleration torque curve 1; when the road parameter is a flat road and the initial driving mode is economy, the corresponding torque curve is marked as an acceleration torque curve 2; by analogy, when the road parameter is an uphill road and the initial driving mode is motion, the corresponding torque curve is marked as an acceleration torque curve 9.

It should be noted that, in table 3, the target torque curve only includes the acceleration torque curve as an example, and in practical applications, each type of driving assistance information may correspond to the identifiers of a plurality of torque curves. For example, if the driving assistance information includes road parameters and an initial driving mode, when the road parameters are downhill roads and the initial driving mode is a standard, the torque curve corresponding to the driving assistance information may include an acceleration torque curve 1, a cruise driving torque curve 1, a coasting torque curve 1, a braking pressure curve 1, a regenerative braking torque curve 1, and the like, which is not limited in the present application.

The tables (e.g., tables 2 and 3) may be stored in the memory of the vehicle, or may be stored in the cloud server and requested from the cloud server by the vehicle. For example, after the vehicle is started, the vehicle may send a first query request to the cloud server, where the first query request may include one or more of an initial driving mode, current traffic conditions, and road parameters, and the cloud server may query a preset table according to the one or more of the initial driving mode, the current traffic conditions, and the road parameters, so as to determine an identifier of the target torque curve, and feed the identifier of the target torque curve back to the vehicle.

The following describes how to look up the corresponding table according to the driving assistance information to obtain the identification of the target acceleration torque curve. First, the number of parameters included in the driving assistance information, that is, the number of parameters that can be collected by the drivability adjusting device is determined. For example, if 3 parameters, such as the initial driving mode, the traffic condition, and the road parameter, can be obtained simultaneously, the three-dimensional table shown in fig. 6 may be used to determine the identity of the target acceleration torque curve. If 2 parameters, such as the initial driving mode and traffic conditions, can be obtained simultaneously, i.e. road parameters are not available, the identity of the target acceleration torque curve can be determined according to table 2. If 2 parameters, such as the initial driving mode and road parameters, can be obtained simultaneously, i.e. traffic conditions are not available, the identity of the target acceleration torque curve can be determined according to table 3. The manner of querying different tables according to different numbers of acquired parameters can flexibly cope with various emergencies (for example, situations that road parameters are unavailable or traffic conditions are unavailable) in the driving process. Then, the drivability adjusting means may determine the identification of the target torque curve from the corresponding table according to the specific value or the specific situation of the driving assistance information.

For example, if 2 parameters, such as an initial driving pattern and traffic conditions, can be acquired at the same time, the lookup table 2 is determined. When the current traffic condition is acquired as general and the initial driving mode is economical, the target torque curve may be identified as the acceleration torque curve 1.

It is understood that the traffic conditions and road parameters change during the driving of the vehicle, so that the drivability of the vehicle can be adjusted at intervals. In order to avoid driver's discomfort caused by frequent variation of the driving performance of the vehicle, a preset time interval (for example, 3 minutes, 5 minutes, or 10 minutes, etc.) may be preset by the user, a driving performance adjustment time interval may be obtained by subtracting the time for adjusting the driving performance last time from the current time, the driving performance adjustment time interval may be compared with the preset time interval, and when the driving performance adjustment time interval is greater than or equal to the preset time interval, steps 304 and 305 may be performed, otherwise, steps 302 and 303 may be performed.

304. And determining the target torque curve according to the identification of the target torque curve.

After the vehicle control module determines the identifier of the target torque curve, the torque curve library can be inquired, the target torque curve corresponding to the identifier of the target torque curve is selected from the torque curve library, and the control information of the vehicle control module is updated to the target torque curve. The torque curve library may store a plurality of torque curves, one for each identifier. The torque curve library can be pre-established, so that after the drivability adjusting device determines the identification of the target torque curve, the target torque curve can be quickly obtained by inquiring the torque curve library, the calculation time is short, and the real-time performance is high.

A brief description of how the library of torque curves is built follows:

taking an acceleration torque curve as an example, when a vehicle of a target vehicle type is developed, an acceleration torque curve can be preliminarily configured according to vehicle parameters, then tests of various driving scenes are carried out, the preliminarily configured acceleration torque curve is calibrated again to obtain the acceleration torque curve suitable for various driving scenes, and the acceleration torque curve is stored in a torque curve library of a vehicle control module. For example, various tests such as a starting process, an accelerating process, a uniform speed process, a Tip-in (accelerator Tip on)/Tip-out (accelerator Tip off) process, a decelerating process and the like can be performed on a slope under the non-congestion condition, and the adjustment and calibration of the acceleration torque curve can be performed according to the evaluation result of the tests. For example, if a test-taker subjectively believes that the vehicle is accelerating too slowly on the throttle at 50% of the grade, the acceleration torque profile may be adjusted to increase torque output and decrease acceleration time.

Alternatively, the torque curve library may be stored in a memory of the vehicle, or may be stored in a cloud server, and requested from the cloud server by the vehicle. For example, after determining the identification of the target acceleration torque curve, the vehicle control module may send a second query request to the cloud server, where the second query request may include the identification of the target acceleration torque curve, and the cloud server may query the torque curve library according to the identification of the target acceleration torque curve, thereby determining the target torque curve and feeding back the target torque curve to the vehicle.

305. And adjusting the drivability of the target vehicle according to the target torque curve according to the current driving state of the target vehicle.

The driving performance refers to dynamic variation performance of longitudinal running of the vehicle, and may include acceleration response speed and intensity, braking response speed and intensity, and the like. When the driving performance of the automobile is well controlled, the aim of 'free movement along with the automobile' can be achieved. As shown in fig. 7, the drivability index of the target vehicle may include acceleration performance (including acceleration response speed and acceleration response intensity), braking performance (braking response speed and braking response intensity), coasting performance (coasting vehicle speed), energy recovery intensity performance, and creep performance (not shown in fig. 7), etc., and the drivability of the vehicle may be adjusted by adjusting a torque curve (e.g., an acceleration torque curve, a brake pressure curve, etc.). The vehicle can run according to the adjusted driving performance, including straight line running, lane changing to the left side road, lane changing to the right side road, following, turning around and the like.

Wherein the drivability adjusting means may include one or more of the following in adjusting drivability according to the target torque curve: when the current driving state of the target vehicle is judged to be a driving state, the acceleration performance of the target vehicle is adjusted according to the acceleration torque curve; when the current driving state of the target vehicle is judged to be a braking state, the braking performance of the target vehicle is adjusted according to a braking pressure curve or a regenerative braking torque curve; when the current driving state of the target vehicle is judged to be a deceleration sliding state, the sliding performance of the target vehicle is adjusted according to the sliding torque curve; and when the current driving state of the target vehicle is judged to be the cruising state, adjusting the cruising performance of the target vehicle according to the cruising driving torque curve.

Illustratively, when the traffic condition is smooth, the road parameter is a downhill road, the initial driving mode is standard, and the corresponding torque curve identifier includes an acceleration torque curve 1, a cruise driving torque curve 1, a coasting torque curve 1, a brake pressure curve 1 and a regenerative braking torque curve 1, if the vehicle is judged to be in a driving state by the detection unit, the acceleration performance is adjusted according to the acceleration torque curve 1; if the vehicle is judged to be in a braking state through the detection unit, the braking performance of the vehicle is adjusted according to the braking pressure curve 1 or the regenerative braking torque curve 1; if the vehicle is judged to be in a deceleration sliding state through the detection unit, the sliding performance of the vehicle is adjusted according to the sliding torque curve 1; if the cruise function of the vehicle is judged to be started through the detection unit, the cruise performance of the vehicle is adjusted according to the cruise driving torque curve 1. Further, if the driving scene changes, for example, the traffic condition or the road parameter changes, the identifier of the target torque curve may be re-determined, the target torque curve is determined according to the re-determined identifier of the target torque curve, and the driving performance of the vehicle is re-adjusted according to the re-determined target torque curve, for which the specific process is described above and is not repeated herein.

In some embodiments, when the user selects adaptive adjustment, the user may be prompted with the name of the current driving mode. For example, the name of the recommended driving mode may be prompted to the user through a drivability adjustment interface as shown in (a) in fig. 8. Wherein the name of the current driving mode is determined according to the driving assistance information or the identification of the target torque curve.

For example, if the driving assistance information includes a traffic condition and a road parameter, the traffic condition is clear, the road parameter includes a road gradient and the road is a downhill, as shown in (a) of fig. 8, the name of the current driving mode may be "clear section downhill mode". If the driving assistance information comprises a traffic condition and an initial driving mode, the traffic condition is congestion, the initial driving mode is an economic mode, and the current driving mode can be a 'congestion road section economic mode'; if the driving assistance information includes traffic conditions, road parameters and an initial driving mode, the traffic conditions are congested, the initial driving mode is an economic mode, the road parameters include road gradient and the road is a downhill road, and the current driving mode may be a "congested downhill section economic mode". Or when the target torque curve is identified as the acceleration torque curve 1, determining that the parameters corresponding to the acceleration torque curve 1 include two parameters, namely a traffic condition and an initial driving mode, and the values of the two parameters are 'clear' and 'economy', respectively, and then the name of the current driving mode can be 'clear road section economy mode'.

In some embodiments, when the user selects manual adjustment, the user may be prompted for a name of the recommended driving mode, which may be, for example, "clear road downhill mode", for example, by the driving performance adjustment interface as shown in fig. 8 (b). Wherein the name of the recommended driving mode may be determined according to the driving assistance information or the identification of the target torque curve. Further, if the user selects the recommended driving mode on the interface, the drivability adjustment means may determine the target torque curve according to the identification of the target torque curve, and adjust the drivability of the vehicle according to the target torque curve.

Based on the method provided by the embodiment of the application, different target torque curves can be determined according to different traffic conditions and/or road parameters, and the driving performance can be adjusted according to the corresponding target torque curves. It should be understood that different traffic conditions and/or road parameters may reflect different application scenarios or driving scenarios, that is, the present application may adaptively adjust the driving performance of the vehicle in different application scenarios, for example, the vehicle may accelerate more powerfully when climbing a slope, and accelerate more smoothly when driving a narrow road, so as to meet the expectation of the user on the driving performance in different scenarios, and achieve "following movement" and improve the driving experience of the user.

Embodiments of the present application further provide a drivability adjusting device, which may be used to perform each function or step in the above method embodiments.

In the case of dividing each function module according to each function, fig. 9 shows a schematic diagram of a possible structure of the drivability adjusting device 9 according to the above embodiment, where the drivability adjusting device 9 is used to implement the method described in the above method embodiments, and specifically includes: a sensor 901 and a processor 902. In the embodiment of the present application, the sensor 901 is configured to acquire driving assistance information; the driving auxiliary information comprises at least one of the traffic condition and the road parameter of the road where the target vehicle is located; a processor 902, configured to determine an identifier of a target torque curve according to the driving assistance information, where the target torque curve is used to indicate driving performance parameters required by the target vehicle in different driving states; wherein the driving state comprises at least one of a driving state, a braking state, a deceleration and sliding state or a cruising state; the processor 902 is further configured to adjust the drivability of the target vehicle according to the target torque curve based on the current driving state of the target vehicle.

Among them, a sensor 901 is used to support the drivability adjustment means to execute the process 302 shown in fig. 3. A processor 902 for supporting the drivability adjustment means to perform the processes 303, 304, and 305 shown in fig. 3. The drivability adjustment means may further include a display 903 (not shown in the figure) for supporting the drivability adjustment means to perform the process 301 shown in fig. 3. All relevant contents of each step related to the above method embodiment may be referred to the functional description of the corresponding functional module, and are not described herein again.

The embodiment of the present application further provides a chip system, as shown in fig. 10, the chip system includes at least one processor 1001 and at least one interface circuit 1002. The processor 1001 and the interface circuit 1002 may be interconnected by wires. For example, the interface circuit 1002 may be used to receive signals from other devices (e.g., a memory of a drivability adjustment device). Also for example, the interface circuit 1002 may be used to send signals to other devices, such as the processor 1001. Illustratively, the interface circuit 1002 may read instructions stored in the memory and send the instructions to the processor 1001. The instructions, when executed by the processor 1001, may cause the drivability adjustment apparatus to perform the respective steps in the above-described embodiments. Of course, the chip system may further include other discrete devices, which is not specifically limited in this embodiment of the present application.

An embodiment of the present application further provides a computer storage medium, where the computer storage medium includes computer instructions, and when the computer instructions are executed on the drivability adjusting apparatus, the drivability adjusting apparatus is caused to perform each function or step performed by the drivability adjusting apparatus in the above method embodiment.

Embodiments of the present application also provide a computer program product, which when running on a computer, causes the computer to execute each function or step performed by the drivability adjusting apparatus in the above method embodiments.

Through the description of the above embodiments, it is clear to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional modules is merely used as an example, and in practical applications, the above function distribution may be completed by different functional modules according to needs, that is, the internal structure of the device may be divided into different functional modules to complete all or part of the above described functions.

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

The units described as separate parts may or may not be physically separate, and parts displayed as units may be one physical unit or a plurality of physical units, that is, may be located in one place, or may be distributed in a plurality of different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.

The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a readable storage medium. Based on such understanding, the technical solutions of the embodiments of the present application may be essentially or partially contributed to by the prior art, or all or part of the technical solutions may be embodied in the form of a software product, where the software product is stored in a storage medium and includes several instructions to enable a device (which may be a single chip, a chip, or the like) or a processor (processor) to execute all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.

The above description is only an embodiment of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions within the technical scope of the present disclosure should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

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