CN110696830B - Vehicle driving mode control method and system - Google Patents
Vehicle driving mode control method and system Download PDFInfo
- Publication number
- CN110696830B CN110696830B CN201811615056.2A CN201811615056A CN110696830B CN 110696830 B CN110696830 B CN 110696830B CN 201811615056 A CN201811615056 A CN 201811615056A CN 110696830 B CN110696830 B CN 110696830B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- scene
- driving
- preset
- threshold value
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
-
- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Human Computer Interaction (AREA)
- Mathematical Physics (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Traffic Control Systems (AREA)
Abstract
本发明涉及车辆技术领域，提供一种车辆驾驶模式控制方法和系统。本发明所述的车辆驾驶模式控制方法包括：识别车辆的驾驶场景；以及根据所述车辆的驾驶场景，控制所述车辆进入对应的驾驶模式。其中，所述驾驶场景包括长时间停车场景、等交通灯场景、交通拥堵场景、弹射起步场景和超车场景。本发明结合驾驶场景来切换驾驶模式，使得驾驶模式的切换更加合理，有助于丰富现有智能驾驶模式识别系统的功能，增加系统的鲁棒性，提升驾驶员的驾驶体验。
The present invention relates to the technical field of vehicles, and provides a vehicle driving mode control method and system. The vehicle driving mode control method of the present invention includes: identifying a driving scene of the vehicle; and controlling the vehicle to enter a corresponding driving mode according to the driving scene of the vehicle. Wherein, the driving scenarios include long-term parking scenarios, waiting for traffic lights scenarios, traffic jam scenarios, ejection-start scenarios, and overtaking scenarios. The invention switches the driving mode in combination with the driving scene, which makes the switching of the driving mode more reasonable, helps to enrich the functions of the existing intelligent driving mode recognition system, increases the robustness of the system, and improves the driving experience of the driver.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a vehicle driving mode control method and system.
Background
Most current vehicles are provided with a driving mode control system, the driving mode control system comprises an economic mode, a standard mode and a motion mode, a driver can experience different driving feelings brought by the vehicle by selecting different driving modes, but in some cases, because a terminal client does not know all the modes, the phenomenon that the driving mode selected by the client is not matched with actual driving behaviors easily occurs, the vehicle cannot meet the expectation of the driver in the case, and the set driving mode cannot fully exert the advantages of the vehicle. For example: the driver selects the economy mode but frequently deep, fast and brake pedals are applied during the driving. In this case, the driver's deep stepping on the accelerator pedal is intended to obtain better acceleration performance, but in the economy mode, the power output of the engine is gentle, the transmission shift point is advanced, in this case, the power output of the whole vehicle may not meet the expectation of rapid acceleration of the driver, and at the same time, the energy loss is increased due to frequent braking, so even if the driver selects the economy mode, the economy of the vehicle is not necessarily improved. Whether the driving mode selected by the driver and the driving behavior of the driver match directly affects the driving experience of the driver. The existing intelligent driving mode recognition system is characterized in that a driver manually selects a certain driving mode, the driving mode of a vehicle is not changed as long as the driver does not actively switch modes no matter whether the driving behavior of the driver is matched with the selected mode or not in the driving process, and the situation that the driving behavior is not matched with the selected mode easily occurs if the driver lacks knowledge about various driving modes, so that the user experience is reduced.
In order to solve the above problems, the prior art mainly judges the driving mode according to two indexes, namely an objective index and a subjective index. The objective index is mainly used for judging the current most suitable driving mode according to the dynamic driving index of the whole vehicle (the degree of violent driving of the whole vehicle is estimated by utilizing the speed, the longitudinal acceleration, the lateral acceleration and the like of the whole vehicle); the subjective index is to judge the driving intention of the driver (such as expecting the vehicle to rapidly output power to improve the acceleration performance) through the behavior of the driver (operating an accelerator pedal, a brake pedal, a steering lamp and the like), and then automatically select the most appropriate driving mode for the driver according to the driving intention of the driver, wherein when the driving intention of the driver is judged, road environment factors (urban roads, suburban roads and expressways) are also considered, and the judgment result is more accurate.
However, the above prior art solution is not reasonable when switching the driving mode in practical application, and the following two aspects are embodied:
1) an unreasonable switching of driving modes is likely to occur at a waiting traffic light or in the case of traffic congestion.
Specifically, when the vehicle is running in the standard mode or the sport mode, if the vehicle is stopped when meeting the traffic lights, the dynamic driving index of the vehicle gradually approaches zero (representing that the vehicle is driven violently to the lowest extent), and the driver cannot monitor the driving intention of the driver without operation in the parking state, so that the final result is that the vehicle is switched from the standard mode or the sport mode to the economy mode, but actually the driver is forced to park due to the waiting of the traffic lights, but the driver may not expect to switch the vehicle to the standard mode. Further, in a traffic jam section, the vehicle runs slowly due to environmental restrictions, and the vehicle does not need large power output, and the optimal mode is the economy mode. In fact, due to the low index of the slow-moving dynamics of the vehicle, the economy mode is automatically selected with the prior art solutions. However, in some cases, for example, in order to prevent other vehicles from getting jammed, even if the vehicle is jammed, it is not excluded that the driver may accelerate suddenly and then follow the vehicle slowly at sudden deceleration, which may cause the dynamic driving index to increase first and then decrease, and it may occur that the driving mode increases at sudden acceleration and then decreases at follow-up slowly, but it is obvious that such mode switching is not reasonable.
2) When launching or overtaking, the prior art scheme can not be switched to a motion mode with faster power output at the first time, and the driving experience of a driver is influenced.
When the driver wants to quickly improve the dynamic property of the vehicle during the catapult starting or overtaking, the most reasonable mode is the motion mode. However, when the vehicle is basically stationary during launch, the dynamic driving index approaches zero, and the current mode is determined according to insufficient driver input information (such as brake pedal input, steering wheel input, accelerator pedal input and the like) when the logical vehicle of the current intelligent driving mode recognition system is stationary. Similarly, the current mode may not be in the sport mode when the driver has just made a cut-in intention. At present, during overtaking or launch starting, the most frequent condition is that the dynamic driving index of the vehicle is increased due to large acceleration and large speed during overtaking or launch starting, and then the mode is switched to the motion mode, but when launch starting or overtaking, a driver expects that the mode of the vehicle can be switched to the motion mode at the first time.
In summary, in order to provide better driving experience for the driver, the driving pattern recognition scheme of the existing intelligent driving pattern recognition system needs to be improved.
Disclosure of Invention
In view of the above, the present invention is directed to a method for controlling a driving mode of a vehicle, so as to at least partially solve the above technical problems.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a vehicle driving mode control method comprising: identifying a driving scene of a vehicle; and controlling the vehicle to enter a corresponding driving mode according to the driving scene of the vehicle.
Further, the driving scenes comprise a long-time parking scene, a traffic light waiting scene, a traffic jam scene, a launch starting scene and an overtaking scene, and the driving scenes for identifying the vehicles comprise: identifying whether the vehicle is in one of the long-time parking scene, the traffic light scene and the traffic jam scene according to the parking times and the vehicle speed of the vehicle; identifying whether the vehicle is in the launch starting scene or not according to the speed, the gear and the opening degree of an accelerator pedal of the vehicle; and judging whether the vehicle is in a passing scene or not according to the vehicle speed, the steering lamp signal, the opening degree of an accelerator pedal, the steering wheel angle and the pressure of a brake cylinder of the vehicle.
Further, the identifying whether the vehicle is in one of the long-time parking scene, the traffic light scene and the traffic jam scene according to the parking times and the vehicle speed of the vehicle comprises: when the vehicle is in a first condition that the parking times are 1 and the vehicle speed is lower than a preset speed threshold value of entering a parking state, judging whether first time when the first condition is continuously established is smaller than a preset time threshold value of entering the parking state, if so, identifying the driving scene as the traffic light scene, otherwise, identifying the driving scene as the long-time parking scene; and/or corresponding to the situation that the driving scene is the traffic light scene, when the vehicle is in a second condition that the vehicle speed is higher than a preset speed threshold value of a quitting traffic light state, judging whether a second time when the second condition is continuously established exceeds a preset time threshold value of quitting the traffic light, if so, setting the parking times to be 0, otherwise, continuously counting the parking times of the vehicle, if the counted parking times is 1, identifying the driving scene as the traffic light scene, and if the counted parking times is more than or equal to 2, identifying the driving scene as the traffic jam scene.
Further, the identifying whether the vehicle is in the launch starting scene according to the vehicle speed, the gear and the accelerator pedal opening degree of the vehicle includes: when the vehicle is in a third condition that the vehicle speed is smaller than a preset starting speed threshold value, the gear is a forward gear, and the accelerator pedal opening is larger than or equal to a preset starting opening threshold value, judging whether a third time that the third condition is continuously established is smaller than or equal to a preset starting delay threshold value, and if so, identifying that the driving scene is the launch starting scene.
Further, the judging whether the vehicle is in the overtaking scene according to the vehicle speed, the turn light signal, the opening degree of an accelerator pedal, the turning angle of a steering wheel and the pressure of a brake cylinder of the vehicle comprises: when the vehicle is in a fourth condition that the vehicle speed is greater than a preset overtaking speed limit, a steering lamp is in an activated state and the opening of an accelerator pedal is greater than a preset overtaking opening threshold value, judging whether a fourth time continuously established by the fourth condition is greater than a preset overtaking time threshold value, if so, continuing to judge as follows:
and when the vehicle is in a fifth condition that the steering wheel angle is larger than a preset overtaking angle threshold value and the pressure of a brake master cylinder before the preset time is larger than a preset turning brake pressure threshold value, judging whether the fifth time that the fifth condition is continuously established is larger than a preset overtaking delay threshold value or not, and if so, identifying that the vehicle is in an overtaking scene.
Further, the driving modes include an economy mode with a power level from low to high, a standard mode and a sport mode, and the controlling the vehicle to enter the corresponding driving mode according to the driving scene of the vehicle includes: under the traffic light scene, if the vehicle is in the standard mode or the motion mode, controlling the vehicle to keep a current driving mode; under the traffic jam scene, prohibiting the vehicle from switching to a driving mode with a power level higher than that of a current driving mode or controlling the vehicle to be in the economic mode; and controlling the vehicle to be switched to the motion mode within preset time in the launch starting scene and the overtaking scene.
Compared with the prior art, the vehicle driving mode control method disclosed by the invention has the advantages that the driving mode is switched by combining the driving scene, so that the switching of the driving mode is more reasonable, the functions of the existing intelligent driving mode recognition system are enriched, the robustness of the system is increased, and the driving experience of a driver is improved.
Another object of the present invention is to provide a vehicle driving mode control system to at least partially solve the above technical problems.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a vehicle driving mode control system comprising: the identification module is used for identifying the driving scene of the vehicle; and the control module is used for controlling the vehicle to enter a corresponding driving mode according to the driving scene of the vehicle identified by the identification module.
Further, the driving scene includes a long-time parking scene, a traffic light waiting scene, a traffic jam scene, a launch starting scene and an overtaking scene, and the identification module includes: the first identification submodule is used for identifying whether the vehicle is in one of the long-time parking scene, the traffic light scene and the traffic jam scene according to the parking times and the vehicle speed of the vehicle; the second identification submodule is used for identifying whether the vehicle is in the launch starting scene or not according to the speed, the gear and the opening degree of an accelerator pedal of the vehicle; and the third identification submodule is used for identifying whether the vehicle is in a passing scene or not according to the speed of the vehicle, a steering lamp signal, the opening degree of an accelerator pedal, the turning angle of a steering wheel and the pressure of a brake cylinder.
Further, the identifying the vehicle in one of the long-time parking scene, the traffic light scene and the traffic jam scene according to the number of parking times and the vehicle speed of the vehicle includes: when the vehicle is in a first condition that the parking times are 1 and the vehicle speed is lower than a preset speed threshold value of entering a parking state, judging whether first time when the first condition is continuously established is smaller than a preset time threshold value of entering the parking state, if so, identifying the driving scene as the traffic light scene, otherwise, identifying the driving scene as the long-time parking scene; and corresponding to the situation that the driving scene is the traffic light scene, when the vehicle is in a second condition that the vehicle speed is higher than a preset speed threshold value of a quitting traffic light state, judging whether a second time continuously satisfied by the second condition exceeds a preset time threshold value of quitting the traffic light, if so, setting the parking times to be 0, otherwise, continuously counting the parking times of the vehicle, if the counted parking times is 1, identifying the driving scene as the traffic light scene, and if the counted parking times is more than or equal to 2, identifying the driving scene as the traffic jam scene.
Further, the second identification submodule is used for identifying whether the vehicle is in the launch starting scene according to the vehicle speed, the gear and the accelerator pedal opening degree of the vehicle, and comprises: when the vehicle is in a third condition that the vehicle speed is smaller than a preset starting speed threshold value, the gear is a forward gear, and the accelerator pedal opening is larger than or equal to a preset starting opening threshold value, judging whether a third time that the third condition is continuously established is smaller than or equal to a preset starting delay threshold value, and if so, identifying that the driving scene is the launch starting scene.
Further, the third identification submodule is used for identifying whether the vehicle is in an overtaking scene according to the vehicle speed, the steering lamp signal, the opening degree of an accelerator pedal, the steering wheel angle and the pressure of a brake cylinder of the vehicle, and comprises the following steps: when the vehicle is in a fourth condition that the vehicle speed is greater than a preset overtaking speed limit, a steering lamp is in an activated state and the opening of an accelerator pedal is greater than a preset overtaking opening threshold value, judging whether a fourth time continuously established by the fourth condition is greater than a preset overtaking time threshold value, if so, continuing to judge as follows: and when the vehicle is in a fifth condition that the steering wheel angle is larger than a preset overtaking angle threshold value and the pressure of a brake master cylinder before the preset time is larger than a preset turning brake pressure threshold value, judging whether the fifth time that the fifth condition is continuously established is larger than a preset overtaking delay threshold value or not, and if so, identifying that the vehicle is in an overtaking scene.
Further, the driving modes include an economy mode with a power level from low to high, a standard mode and a sport mode, and the control module for controlling the vehicle to enter the corresponding driving mode includes: under the traffic light scene, if the vehicle is in the standard mode or the motion mode, controlling the vehicle to keep a current driving mode; under the traffic jam scene, prohibiting the vehicle from switching to a driving mode with a power level higher than that of a current driving mode or controlling the vehicle to be in the economic mode; and controlling the vehicle to be switched to the motion mode within preset time in the launch starting scene and the overtaking scene.
Another object of the present invention is to propose a machine readable storage medium to at least partially solve the above technical problem.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a machine-readable storage medium having instructions stored thereon for causing a machine to perform the vehicle driving mode control method described above.
The vehicle driving mode control system and the machine-readable storage medium have the same advantages as the vehicle driving mode control method compared with the prior art, and are not described herein again.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic flow chart diagram of a vehicle driving mode control method in accordance with an embodiment of the present invention;
FIG. 2 is a schematic flow chart of an example of determining a medium traffic light scene in a first scenario;
FIG. 3 is a schematic flow chart of an example of determining a medium traffic light scene in a second scenario;
FIG. 4 is a schematic flowchart illustrating an exemplary process for determining a launch start scenario according to an embodiment of the present invention;
FIG. 5 is a schematic flow chart illustrating an exemplary process for determining a cut-in scenario in an embodiment of the present invention; and
fig. 6 is a schematic configuration diagram of a vehicle driving mode control system according to an embodiment of the present invention.
Description of reference numerals:
100. identification module 200 and control module
110. A first identification submodule 120 and a second identification submodule
130. Third identification submodule
Detailed Description
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Fig. 1 is a flowchart illustrating a vehicle driving mode control method according to an embodiment of the present invention. As shown in fig. 1, the vehicle driving mode control method includes:
step S100, a driving scene of the vehicle is recognized.
And S200, controlling the vehicle to enter a corresponding driving mode according to the driving scene of the vehicle.
In the embodiment of the invention, the driving scenes mainly comprise long-time parking scenes, traffic light waiting scenes, traffic jam scenes, catapult starting scenes and overtaking scenes, and the driving modes comprise an economic mode, a standard mode and a motion mode with the power level from low to high.
Corresponding to step S100, the method for recognizing a driving scene of a vehicle according to the embodiment of the present invention mainly includes the following three steps:
aiming at the long-time parking scene, the traffic light scene and the traffic jam scene.
In the embodiment of the invention, whether the vehicle is in one of the long-time parking scene, the traffic light scene and the traffic jam scene is identified according to the parking times and the vehicle speed of the vehicle. In the embodiment of the present invention, the vehicle speed is reduced from a speed threshold value (the speed threshold is close to 0) higher than the speed threshold value entering the parking state to a speed threshold value lower than the speed threshold value, and the vehicle is recorded as one-time parking, that is, the corresponding number of times of parking is 1.
Taking the traffic lights in the actual road as an example, the operation flows mainly involved when waiting for the traffic lights, parking for a long time and traffic jam are as follows: the number of parking times is 1, and when the corresponding time in the parking state is short (for example, the time of a regular equal traffic light, such as 60s, 30s, etc.), the vehicle may be in the equal traffic light state, and if the corresponding time in the parking state is long (for example, greater than 120s), the vehicle may already be in the long parking state; when the vehicle is in a parking state of the traffic lights, if the vehicle speed is higher than the set threshold value within the preset time, the vehicle is likely to start to normally run, otherwise, whether the parking times exist is judged again, if the parking times are still 1, the vehicle is likely to be in the traffic lights, and if the parking times are more than or equal to 2, the vehicle is in a stop-and-go state and is likely to be in a traffic jam scene.
Accordingly, the embodiment of the present invention can determine the following two situations as the traffic light waiting scene, that is:
in a first situation, when the vehicle is in a first condition that the parking times is 1 and the vehicle speed is lower than a preset speed threshold value of entering a parking state, whether first time when the first condition is continuously established is smaller than a preset time threshold value of entering the parking state is judged, if yes, the driving scene is identified as the traffic light scene, and if not, the driving scene is identified as the long-time parking scene.
This first case is described in detail below with reference to fig. 2. Fig. 2 is a schematic diagram of an exemplary process for determining a traffic light scene in a first situation, where Vx represents a vehicle speed, a threshold value of a speed entering a parking state is Ke _ exitwaitingtraffspdthre, and a threshold value of a time entering the parking state is Ke _ EnterParkingMaxTime. As shown in fig. 2, it is first determined whether the number of parking times is 1, if yes, it is continuously determined whether the vehicle speed is lower than a threshold (Ke _ EnterParkingSpdThre), if yes, it is continuously determined whether the first time that the first condition continuously holds is less than a set threshold (Ke _ EnterParkingMaxTime), if yes, it indicates that the current traffic light scene is equal (marked as trafficlightflag 1), and if not, it indicates that the current traffic light scene is long-time parking scene (marked as standstillfflg 1).
And in a second situation, corresponding to the situation that the driving scene is the traffic light scene, when the vehicle is in a second condition that the vehicle speed is higher than a preset speed threshold value of a quitting traffic light state, judging whether a second time when the second condition is continuously satisfied exceeds a preset time threshold value of the quitting traffic light, if so, setting the parking times to be 0, otherwise, continuously counting the parking times of the vehicle, if the counted parking times is 1, identifying the driving scene as the traffic light scene, and if the counted parking times is more than or equal to 2, identifying the driving scene as the traffic jam scene.
This first case is described in detail below with reference to fig. 3. Fig. 3 is a schematic flowchart of an example process for determining a constant traffic light scene in a second case, where the preset speed threshold value of the exiting constant traffic light state is denoted as Ke _ exitwaitngtrafficspdhre, and the preset time threshold value of the exiting constant traffic light, Ke _ exitwaitngtrafficmaxtime. As shown in fig. 3, it is first determined whether the vehicle speed is higher than a threshold value Ke _ exitwaitingtraffspdthre (i.e., a second condition), if the second condition is satisfied, it is continuously determined whether the duration time (i.e., a second time) exceeds a preset time threshold value (Ke _ exitwaitingtraffmaxtime) of the traffic lights such as exit, if so, the number of parking times is set to zero (because the vehicle may have normally traveled), if the duration time does not exceed the threshold value, it is continuously determined whether the number of parking times is 1, if the number of parking times is 1, it indicates that the vehicle is currently an environment with equal traffic lights (trafficlightflag is 1), and if the number of parking times is greater than or equal to 2, it indicates that the vehicle is currently a congested urban section (slowfloflg is 1).
It should be noted that after the vehicle starts to run normally, the driving mode of the vehicle can be continuously monitored and switched by the scheme based on the dynamic driving index of the whole vehicle or the behavior of the driver in the background art.
And secondly, aiming at a launch starting scene.
In the embodiment of the invention, whether the vehicle is in the launch starting scene is identified according to the vehicle speed, the gear and the opening degree of an accelerator pedal of the vehicle.
Launch refers to the driver's attempt to obtain sufficient power in the initial launch stage to enable the vehicle to reach the desired speed in the shortest time. The general operation flow of the launch start comprises the following steps: generally, when a vehicle is in a stationary state, a brake is stepped on, an accelerator pedal is stepped to a deep position, and a brake pedal is released at a proper time, so that the vehicle can rapidly obtain sufficient power at a low gear.
Accordingly, the step of identifying whether the vehicle is in the launch starting scene in the embodiment of the invention comprises the following steps: when the vehicle is in a third condition that the vehicle speed is smaller than a preset starting speed threshold value, the gear is a forward gear, and the accelerator pedal opening is larger than or equal to a preset starting opening threshold value, judging whether a third time that the third condition is continuously established is smaller than or equal to a preset starting delay threshold value, and if so, identifying that the driving scene is the launch starting scene.
Fig. 4 is an exemplary flowchart illustrating a process of determining a launch start scene in the embodiment of the present invention, where the preset start speed threshold is denoted as Ke _ maxracestartvehstdre, the gear signal is denoted as AccGear, the preset start opening threshold is denoted as Ke _ minracestartpos, and the preset start delay threshold is denoted as Ke _ RaceStartDelay. Referring to fig. 4, it is first determined whether the vehicle speed is less than Ke _ maxracestartvehstdtre (the value is small and corresponds to the vehicle starting state), if so, it is further determined whether the gear of the transmission satisfies a condition of being in gear 1 or gear 2 (1 ≦ AccGear ≦ 2, i.e., being in a forward gear), if so, it is further determined whether the accelerator pedal opening is greater than or equal to a threshold value Ke _ minracestartropos, if both are satisfied (i.e., the third condition is satisfied), the timer is set to zero while starting timing to obtain a third time, if the third time is less than or equal to Ke _ RaceStartDelay, the driving scene is identified as the launch starting scene (RaceStartFlg is 1), otherwise, the RaceStartFlg is 0.
It should be noted that the meaning that the third time is less than or equal to Ke _ RaceStartDelay is to give a certain delay time to the selection of the driving mode corresponding to the launch starting scene, and if the launch delay threshold value Ke _ RaceStartDelay is exceeded (for example, 40s), the vehicle may already be in a normal driving state, and it should be considered that the driving mode of the vehicle is continuously monitored and switched based on the dynamic driving index of the entire vehicle or the behavior of the driver.
3) And judging whether the vehicle is in a passing scene or not according to the vehicle speed, the steering lamp signal, the opening degree of an accelerator pedal, the steering wheel angle and the pressure of a brake cylinder of the vehicle.
An important judgment information when the driver overtakes is whether the turn signal is on, but the turn signal needs to be turned on when the vehicle turns, so that when the logic of the overtaking scene identification is formulated, the driver needs to be mainly distinguished to turn or overtake when the turn signal is turned on. For the average driver, overtaking and steering are in large principle the same and different points as follows:
the same points are as follows: a) the left steering lamp signal or the right steering lamp signal can be activated during overtaking and steering; b) the steering wheel is rotated by a certain angle during both overtaking and steering.
The difference is as follows: a) the speed is usually higher than the speed during turning when overtaking, and the speed is usually lower than 50KPH when turning on an urban road; b) in order to increase the speed as soon as possible during overtaking, the opening degree of the accelerator pedal is in a deep position within a short time, but the opening degree of the accelerator pedal does not have the phenomenon for steering; c) the speed is often high before turning, and the vehicle speed is usually reduced by stepping on a brake pedal for smooth turning during turning, so that the vehicle can smoothly complete the turning action.
Accordingly, based on the above principle and the actual driving test overtaking situation, the identifying an overtaking scene in the embodiment of the present invention specifically includes: and when the vehicle is in a fourth condition that the vehicle speed is greater than a preset overtaking speed limit, a steering lamp is in an activated state and the opening of an accelerator pedal is greater than a preset overtaking opening threshold value, judging whether a fourth time continuously established by the fourth condition is greater than a preset overtaking time threshold value or not. If yes, continuing to judge: and when the vehicle is in a fifth condition that the steering wheel angle is larger than a preset overtaking angle threshold value and the pressure of a brake master cylinder before the preset time is larger than a preset turning brake pressure threshold value, judging whether the fifth time that the fifth condition is continuously established is larger than a preset overtaking delay threshold value or not, and if so, identifying that the vehicle is in an overtaking scene.
Fig. 5 is a schematic flowchart of an example process for determining an overtaking scene in the embodiment of the present invention, where a preset overtaking speed limit is denoted by Ke _ overt _ cityspd, an overtaking scene flag is denoted by CityOvertakingFlg, a turn signal state is denoted by TurningLightState, the preset overtaking opening threshold value is denoted by Ke _ overttakingthrottle, the preset overtaking time threshold value is denoted by Ke _ cityovertakingexceedthreime, the preset overtaking rotation angle threshold value is denoted by Ke _ cityovertakingstepingangthrottle, the preset turning braking pressure threshold value is denoted by Ke _ CityBrakingPreThresh, and the preset overtaking delay threshold value is denoted by Ke _ cityroadoverttakingdelay.
As shown in fig. 5, it is first determined whether the vehicle speed is greater than a threshold value Ke _ overturkingcityspd, if not, overturns 0, otherwise, it is continuously determined whether the turn signal is activated (turning lightstate 1. If the turn signal is not activated, the city overtakingFlg is equal to 0, if the turn signal is activated, whether the opening degree of the accelerator pedal is larger than a specific threshold value (Ke _ overtakingThrotthre) is continuously judged, and the fourth condition is finished. If the fourth condition is not true, cityeover kingflg is 0, while the Timer is set to an initial value (e.g., Timer 1000). If the fourth condition is satisfied, the Timer is set to zero and starts to count again to determine a fourth time, and then it is continuously determined whether the fourth time is greater than a specific threshold value Ke _ cityaversakinegtiecemetimetretime, if not, cityaversatgflg is 0, otherwise, it is continuously determined whether the steering wheel angle is greater than a specific threshold value Ke _ cityaversatgenergthrithre, if so, cityaversatgflg is 0, otherwise, it is continuously determined whether a Timer for counting the braking time (the Timer is, for example, Timer1, whose determination logic is: Timer1(0) ═ 1000, if the master cylinder pressure is greater than the threshold value (master cylinder pressure > Ke _ cityabrakingprethresh), then the Timer1 is set to zero and starts to count again, and if the master cylinder pressure is less than the threshold value, then the Timer1 is set to an initial value (i.e., the Timer1 is greater than the threshold value) and the fifth time brakingthresh is completed. If the fifth condition is not satisfied, cityaovertatkingflg is equal to 0, otherwise, Timer2(Timer2(0) ═ 1000) is set to zero and timing is started, if Timer2 is less than or equal to Ke _ cityarodoverkingdelay, citkiflg is equal to 1, otherwise, citkiflg is equal to 0.
It should be noted that the preset overtaking delay threshold value Ke _ cityro overtakingdelay is similar to the significance of the start delay threshold value Ke _ RaceStartDelay in section 2), a certain delay time is provided for selecting the driving mode corresponding to the overtaking scene, if the delay time is exceeded, overtaking may have been completed, and it should be considered to continue monitoring and switching the driving mode of the vehicle based on the dynamic driving index of the entire vehicle or the behavior of the driver.
In addition, it should be noted that the scheme for identifying the driving scene in the embodiment of the present invention may also be applied to other control systems of the vehicle to assist in making a decision, for example, if some vehicle control functions are not suitable to be activated on a congested road section, the corresponding driving scene may be identified first by the scheme of the embodiment of the present invention, and then the corresponding control functions are controlled not to be activated. In addition, if any of the sub-conditions included in the first to fifth conditions is not satisfied, the corresponding process should be exited.
Further, corresponding to step S200, for the above-mentioned long-time parking scene, the traffic light waiting scene, the traffic jam scene, the launch starting scene, and the passing scene, in the embodiment of the present invention, controlling the vehicle to enter the corresponding driving mode according to the driving scene of the vehicle may specifically include: under the traffic light scene, if the vehicle is in the standard mode or the motion mode, controlling the vehicle to keep a current driving mode; under the traffic jam scene, prohibiting the vehicle from switching to a driving mode with a power level higher than that of a current driving mode or controlling the vehicle to be in the economic mode; and controlling the vehicle to be switched to the motion mode within preset time in the launch starting scene and the overtaking scene.
For example, at equal traffic lights, the vehicle is parked such that its dynamic driving index approaches zero, and the driver does not perform driving operations such that the driver's driving intention cannot be monitored, in which case the driving mode switching scheme in the prior art would switch the vehicle from the standard mode or the sport mode to the economy mode, but in fact the driver is simply forced to park for equal traffic lights, and does not expect the vehicle to switch to the standard mode. In this regard, the method of the embodiment of the present invention is used to identify a traffic light scene, and if the vehicle is in the normal mode or the sport mode, the vehicle may be kept in the original mode without switching to the economy mode. Similarly, in the traffic jam scenario, the optimal mode is the economy mode, but in order to prevent other vehicles from being jammed, it is not excluded that the driver may accelerate suddenly, and then follow the vehicle slowly at sudden deceleration, when the prior art driving mode switching scheme is adopted, the vehicle may frequently switch the driving mode. In this regard, the method of the embodiment of the invention is adopted to identify a traffic jam scene, and the mode switching of the vehicle to the higher level is prohibited (if the vehicle is in the standard mode originally, the vehicle is allowed to switch to the economy mode on a jammed road section, but if the vehicle is in the economy mode originally, the vehicle is not allowed to switch to the standard mode or the sport mode even though the driver has the behavior of accelerating for a period of time). Similarly, when the vehicle is started by ejection or overtaking, the driving mode switching scheme in the prior art cannot be switched to the motion mode with faster power output at the first time, so that the driving experience of the driver is influenced.
In summary, the vehicle driving mode control method provided by the embodiment of the invention provides a scheme for switching the driving mode in combination with the driving scene, so that the switching of the driving mode is more reasonable. The vehicle driving mode control method can be applied to the existing intelligent driving mode recognition system of the vehicle, mode switching of the intelligent driving mode recognition system under the traffic light scene or the traffic jam scene can be more reasonable by detecting a plurality of typical driving modes, robustness of the system is improved, meanwhile, the intelligent driving mode recognition system can be switched to a motion mode with faster power output at the first time when launching or overtaking is carried out, and driving experience of a driver is improved. In addition, the vehicle driving mode control method of the embodiment of the invention realizes the improvement of the performance of the intelligent driving mode recognition system on a software level, does not involve the modification of system parts, and has simple and flexible development process.
Fig. 6 is a schematic structural diagram of a vehicle driving mode control system according to an embodiment of the present invention, which is based on the same inventive concept as the vehicle driving mode control method described above. As shown in fig. 6, the vehicle driving mode control system may include: an identification module 100 for identifying a driving scenario of a vehicle; and a control module 200 for controlling the vehicle to enter a corresponding driving mode according to the driving scene of the vehicle identified by the identification module 100.
The driving scenes comprise a long-time parking scene, a traffic light waiting scene, a traffic jam scene, a launch starting scene and an overtaking scene.
Preferably, the identification module 100 comprises: a first identification submodule 110, configured to identify whether the vehicle is in one of the long-time parking scene, the traffic light scene and the traffic jam scene according to the number of times of parking of the vehicle and a vehicle speed; the second identification submodule 120 is configured to identify whether the vehicle is in the launch starting scene according to the vehicle speed, the gear and the accelerator pedal opening of the vehicle; and a third identification submodule 130, configured to identify whether the vehicle is in an overtaking scene according to the vehicle speed, a turn signal, an accelerator pedal opening, a steering wheel angle, and a brake cylinder pressure of the vehicle.
More preferably, the first identifying sub-module 110 identifying whether the vehicle is in one of the long stop scenario, the traffic light scenario, and the traffic congestion scenario comprises: when the vehicle is in a first condition that the parking times are 1 and the vehicle speed is lower than a preset speed threshold value of entering a parking state, judging whether first time when the first condition is continuously established is smaller than a preset time threshold value of entering the parking state, if so, identifying the driving scene as the traffic light scene, otherwise, identifying the driving scene as the long-time parking scene; and corresponding to the situation that the driving scene is the traffic light scene, when the vehicle is in a second condition that the vehicle speed is higher than a preset speed threshold value of a quitting traffic light state, judging whether a second time continuously satisfied by the second condition exceeds a preset time threshold value of quitting the traffic light, if so, setting the parking times to be 0, otherwise, continuously counting the parking times of the vehicle, if the counted parking times is 1, identifying the driving scene as the traffic light scene, and if the counted parking times is more than or equal to 2, identifying the driving scene as the traffic jam scene.
More preferably, the identifying of the vehicle in the launch scene by the second identifying submodule 120 includes: when the vehicle is in a third condition that the vehicle speed is smaller than a preset starting speed threshold value, the gear is a forward gear, and the opening of the accelerator pedal is larger than or equal to a preset starting opening threshold value, judging whether a third time for continuously establishing the third condition is smaller than or equal to a preset starting delay threshold value, and if so, identifying that the driving scene is the launch starting scene;
more preferably, the identifying of whether the vehicle is in the overtaking scene by the third identifying submodule 130 includes: when the vehicle is in a fourth condition that the vehicle speed is greater than a preset overtaking speed limit, a steering lamp is in an activated state and the opening of an accelerator pedal is greater than a preset overtaking opening threshold value, judging whether a fourth time continuously established by the fourth condition is greater than a preset overtaking time threshold value, if so, continuing to judge as follows: and when the vehicle is in a fifth condition that the steering wheel angle is larger than a preset overtaking angle threshold value and the pressure of a brake master cylinder before the preset time is larger than a preset turning brake pressure threshold value, judging whether the fifth time that the fifth condition is continuously established is larger than a preset overtaking delay threshold value or not, and if so, identifying that the vehicle is in an overtaking scene.
Further, the driving modes include an economy mode with a power level from low to high, a standard mode, and a sport mode, and the control module 200 for controlling the vehicle to enter the corresponding driving mode includes: under the traffic light scene, if the vehicle is in the standard mode or the motion mode, controlling the vehicle to keep a current driving mode; under the traffic jam scene, prohibiting the vehicle from switching to a driving mode with a power level higher than that of a current driving mode or controlling the vehicle to be in the economic mode; and controlling the vehicle to be switched to the motion mode within preset time in the launch starting scene and the overtaking scene.
The specific implementation details and effects of the vehicle driving mode control system according to the embodiment of the present invention can refer to the vehicle driving mode control method described above, and are not described herein again.
Embodiments of the present invention also provide a machine-readable storage medium having instructions stored thereon for causing a machine to perform the vehicle driving mode control described above. The machine-readable storage medium includes, but is not limited to, phase change Memory (PRAM), Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), Read Only Memory (ROM), Electrically Erasable Programmable Read Only Memory (EEPROM), Flash Memory (Flash Memory) or other Memory technologies, compact disc read only Memory (CD-ROM), Digital Versatile Disks (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, and the like, which can store program code. The device for executing the vehicle driving mode Control may be, for example, a computer, a microcontroller, a microprocessor, or the like, or may be an Electronic Control Unit (ECU) of the vehicle. It can be understood that, when the machine for executing the vehicle driving mode control method is the ECU of the vehicle, the embodiment of the present invention provides a vehicle driving mode selection algorithm that can be embedded in the ECU control program, so as to optimize the performance of the vehicle chassis, which is simple and saves the development cost.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (11)
1. A vehicle driving mode control method characterized by comprising:
identifying a driving scene of a vehicle, wherein the driving scene comprises a long-time parking scene, a traffic light waiting scene, a traffic jam scene, an ejection starting scene and an overtaking scene; and
controlling the vehicle to enter a corresponding driving mode according to a driving scene of the vehicle, wherein the driving mode comprises an economy mode with a power level from low to high, a standard mode and a motion mode;
and the controlling the vehicle to enter the corresponding driving mode according to the driving scene of the vehicle comprises:
under the traffic light scene, if the vehicle is in the standard mode or the motion mode, controlling the vehicle to keep a current driving mode;
under the traffic jam scene, prohibiting the vehicle from switching to a driving mode with a power level higher than that of a current driving mode or controlling the vehicle to be in the economic mode;
and controlling the vehicle to be switched to the motion mode within preset time in the launch starting scene and the overtaking scene.
2. The vehicle driving mode control method according to claim 1, wherein the identifying a driving scene of a vehicle includes:
identifying whether the vehicle is in one of the long-time parking scene, the traffic light scene and the traffic jam scene according to the parking times and the vehicle speed of the vehicle;
identifying whether the vehicle is in the launch starting scene or not according to the speed, the gear and the opening degree of an accelerator pedal of the vehicle; and
and judging whether the vehicle is in a passing scene or not according to the vehicle speed, the steering lamp signal, the opening degree of an accelerator pedal, the steering wheel angle and the pressure of a brake cylinder of the vehicle.
3. The vehicle driving mode control method according to claim 2, wherein the identifying whether the vehicle is in one of the long-time parking scene, the traffic light scene, and the traffic congestion scene according to the number of parking times and the vehicle speed of the vehicle includes:
when the vehicle is in a first condition that the parking times are 1 and the vehicle speed is lower than a preset speed threshold value of entering a parking state, judging whether first time when the first condition is continuously established is smaller than a preset time threshold value of entering the parking state, if so, identifying the driving scene as the traffic light scene, otherwise, identifying the driving scene as the long-time parking scene;
and corresponding to the situation that the driving scene is the traffic light scene, when the vehicle is in a second condition that the vehicle speed is higher than a preset speed threshold value of a quitting traffic light state, judging whether a second time continuously satisfied by the second condition exceeds a preset time threshold value of quitting the traffic light, if so, setting the parking times to be 0, otherwise, continuously counting the parking times of the vehicle, if the counted parking times is 1, identifying the driving scene as the traffic light scene, and if the counted parking times is more than or equal to 2, identifying the driving scene as the traffic jam scene.
4. The vehicle driving mode control method of claim 2, wherein the identifying whether the vehicle is in the launch start scene according to the vehicle speed, the gear and the accelerator pedal opening of the vehicle comprises:
when the vehicle is in a third condition that the vehicle speed is smaller than a preset starting speed threshold value, the gear is a forward gear, and the accelerator pedal opening is larger than or equal to a preset starting opening threshold value, judging whether a third time that the third condition is continuously established is smaller than or equal to a preset starting delay threshold value, and if so, identifying that the driving scene is the launch starting scene.
5. The vehicle driving mode control method of claim 2, wherein the determining whether the vehicle is in an overtaking scene according to the vehicle speed, a turn signal, an accelerator pedal opening, a steering wheel angle, and a brake cylinder pressure of the vehicle comprises:
when the vehicle is in a fourth condition that the vehicle speed is greater than a preset overtaking speed limit, a steering lamp is in an activated state and the opening of an accelerator pedal is greater than a preset overtaking opening threshold value, judging whether a fourth time continuously established by the fourth condition is greater than a preset overtaking time threshold value, if so, continuing to judge as follows:
and when the vehicle is in a fifth condition that the steering wheel angle is larger than a preset overtaking angle threshold value and the pressure of a brake master cylinder before the preset time is larger than a preset turning brake pressure threshold value, judging whether the fifth time that the fifth condition is continuously established is larger than a preset overtaking delay threshold value or not, and if so, identifying that the vehicle is in an overtaking scene.
6. A vehicle driving mode control system, characterized by comprising:
the system comprises an identification module, a display module and a control module, wherein the identification module is used for identifying a driving scene of a vehicle, and the driving scene comprises a long-time parking scene, a traffic light waiting scene, a traffic jam scene, a launch starting scene and an overtaking scene; and
the control module is used for controlling the vehicle to enter a corresponding driving mode according to the driving scene of the vehicle identified by the identification module, wherein the driving mode comprises an economy mode with a power level from low to high, a standard mode and a motion mode;
and the control module for controlling the vehicle to enter a corresponding driving mode comprises:
under the traffic light scene, if the vehicle is in the standard mode or the motion mode, controlling the vehicle to keep a current driving mode;
under the traffic jam scene, prohibiting the vehicle from switching to a driving mode with a power level higher than that of a current driving mode or controlling the vehicle to be in the economic mode;
and controlling the vehicle to be switched to the motion mode within preset time in the launch starting scene and the overtaking scene.
7. The vehicle driving mode control system of claim 6, wherein the identification module comprises:
the first identification submodule is used for identifying whether the vehicle is in one of the long-time parking scene, the traffic light scene and the traffic jam scene according to the parking times and the vehicle speed of the vehicle;
the second identification submodule is used for identifying whether the vehicle is in the launch starting scene or not according to the speed, the gear and the opening degree of an accelerator pedal of the vehicle; and
and the third identification submodule is used for identifying whether the vehicle is in a passing scene or not according to the speed of the vehicle, a steering lamp signal, the opening degree of an accelerator pedal, the turning angle of a steering wheel and the pressure of a brake cylinder.
8. The vehicle driving mode control system of claim 7, wherein the first identification submodule configured to identify whether the vehicle is in one of the long-stop scenario, the traffic light scenario, and the traffic congestion scenario based on the number of stops of the vehicle and the vehicle speed comprises:
when the vehicle is in a first condition that the parking times are 1 and the vehicle speed is lower than a preset speed threshold value of entering a parking state, judging whether first time when the first condition is continuously established is smaller than a preset time threshold value of entering the parking state, if so, identifying the driving scene as the traffic light scene, otherwise, identifying the driving scene as the long-time parking scene; and
and corresponding to the situation that the driving scene is the traffic light scene, when the vehicle is in a second condition that the vehicle speed is higher than a preset speed threshold value of a quitting traffic light state, judging whether a second time continuously satisfied by the second condition exceeds a preset time threshold value of quitting the traffic light, if so, setting the parking times to be 0, otherwise, continuously counting the parking times of the vehicle, if the counted parking times is 1, identifying the driving scene as the traffic light scene, and if the counted parking times is more than or equal to 2, identifying the driving scene as the traffic jam scene.
9. The vehicle driving mode control system of claim 7, wherein the second identification submodule configured to identify whether the vehicle is in the launch start scenario according to the vehicle speed, the gear and the accelerator pedal opening of the vehicle comprises:
when the vehicle is in a third condition that the vehicle speed is smaller than a preset starting speed threshold value, the gear is a forward gear, and the accelerator pedal opening is larger than or equal to a preset starting opening threshold value, judging whether a third time that the third condition is continuously established is smaller than or equal to a preset starting delay threshold value, and if so, identifying that the driving scene is the launch starting scene.
10. The vehicle driving mode control system of claim 7, wherein the third identification submodule for identifying whether the vehicle is in an overtaking scenario based on the vehicle speed, a turn signal, an accelerator pedal opening, a steering wheel angle, and a brake cylinder pressure of the vehicle comprises:
when the vehicle is in a fourth condition that the vehicle speed is greater than a preset overtaking speed limit, a steering lamp is in an activated state and the opening of an accelerator pedal is greater than a preset overtaking opening threshold value, judging whether a fourth time continuously established by the fourth condition is greater than a preset overtaking time threshold value, if so, continuing to judge as follows: and when the vehicle is in a fifth condition that the steering wheel angle is larger than a preset overtaking angle threshold value and the pressure of a brake master cylinder before the preset time is larger than a preset turning brake pressure threshold value, judging whether the fifth time that the fifth condition is continuously established is larger than a preset overtaking delay threshold value or not, and if so, identifying that the vehicle is in an overtaking scene.
11. A machine-readable storage medium having stored thereon instructions for causing a machine to perform the vehicle driving mode control method of any one of claims 1 to 5.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811615056.2A CN110696830B (en) | 2018-12-27 | 2018-12-27 | Vehicle driving mode control method and system |
| RU2021122049A RU2763920C1 (en) | 2018-12-27 | 2019-12-26 | Method and system of car driving mode control |
| PCT/CN2019/128716 WO2020135592A1 (en) | 2018-12-27 | 2019-12-26 | Vehicle driving mode control method and system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811615056.2A CN110696830B (en) | 2018-12-27 | 2018-12-27 | Vehicle driving mode control method and system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110696830A CN110696830A (en) | 2020-01-17 |
| CN110696830B true CN110696830B (en) | 2021-03-16 |
Family
ID=69192991
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811615056.2A Active CN110696830B (en) | 2018-12-27 | 2018-12-27 | Vehicle driving mode control method and system |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN110696830B (en) |
| RU (1) | RU2763920C1 (en) |
| WO (1) | WO2020135592A1 (en) |
Families Citing this family (32)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113442874B (en) * | 2020-03-24 | 2023-04-21 | 广州汽车集团股份有限公司 | Vehicle wiper control method and device and readable storage medium |
| CN112644493B (en) * | 2020-04-21 | 2022-04-29 | 长城汽车股份有限公司 | Vehicle control method, device, storage medium, and vehicle |
| CN113968223B (en) * | 2020-07-21 | 2023-08-04 | 广州汽车集团股份有限公司 | Driving mode identification method and device |
| CN114060505A (en) * | 2020-08-06 | 2022-02-18 | 深圳臻宇新能源动力科技有限公司 | Vehicle working condition identification control method |
| CN114120683B (en) | 2020-08-10 | 2023-03-28 | 长城汽车股份有限公司 | Control method and device of driving mode |
| CN112162505B (en) * | 2020-09-11 | 2025-05-06 | 北京智行者科技股份有限公司 | A circuit for generating and switching analog throttle signals |
| CN112092816A (en) * | 2020-09-25 | 2020-12-18 | 重庆长安汽车股份有限公司 | Control system and vehicle for intelligently switching driving modes |
| CN112693477B (en) * | 2020-10-09 | 2022-04-01 | 深圳技术大学 | Vehicle autonomous driving system based on vision, force, sense and taste fusion |
| CN112606840A (en) * | 2020-12-18 | 2021-04-06 | 武汉格罗夫氢能汽车有限公司 | Automatic switching system for fuel cell hydrogen energy automobile driving mode |
| CN114670838B (en) * | 2021-02-22 | 2024-08-20 | 北京新能源汽车股份有限公司 | Driving mode control method, device and equipment |
| JP2022150495A (en) * | 2021-03-26 | 2022-10-07 | 本田技研工業株式会社 | Vehicle control system and vehicle control method |
| CN115158150A (en) * | 2021-04-01 | 2022-10-11 | 曼德电子电器有限公司 | Scene interaction-based vehicle lamp control method, device, system and vehicle |
| KR20220142592A (en) * | 2021-04-14 | 2022-10-24 | 현대자동차주식회사 | Apparatus and method for controlling powertrain of vehicle |
| CN114802256B (en) * | 2021-06-07 | 2025-08-29 | 长城汽车股份有限公司 | Multi-mode control method, device, readable storage medium and vehicle |
| CN114017187B (en) * | 2021-10-09 | 2023-10-20 | 东风汽车集团股份有限公司 | An engine start-stop control method, device and vehicle |
| EP4169790A1 (en) * | 2021-10-12 | 2023-04-26 | Volvo Car Corporation | A driving control system for a vehicle |
| CN116382454A (en) * | 2021-12-24 | 2023-07-04 | 博泰车联网(大连)有限公司 | Vehicle control method, terminal and computer storage medium |
| CN114475272B (en) * | 2022-01-14 | 2026-03-24 | 阿尔特汽车技术股份有限公司 | A control method for launch control of electric vehicles |
| CN114489725B (en) * | 2022-01-18 | 2025-06-10 | 上汽通用五菱汽车股份有限公司 | Method and device for realizing intelligent scene package of vehicle and computer readable storage medium |
| CN114394105B (en) * | 2022-01-26 | 2023-05-12 | 东风汽车集团股份有限公司 | Intelligent driving system management method |
| CN115035718B (en) * | 2022-06-02 | 2023-04-18 | 东风汽车集团股份有限公司 | Scene complexity evaluation method based on vehicle action types and times |
| CN114919595B (en) * | 2022-06-13 | 2024-07-02 | 阿维塔科技(重庆)有限公司 | Driving mode control method, device and vehicle |
| CN115402317B (en) * | 2022-08-01 | 2024-09-24 | 重庆长安汽车股份有限公司 | Linkage control method, device, vehicle and storage medium for vehicle launch |
| CN115402118A (en) * | 2022-10-18 | 2022-11-29 | 阿维塔科技(重庆)有限公司 | Starting control method and device for electric automobile |
| CN115691266B (en) * | 2022-10-27 | 2024-11-29 | 长城汽车股份有限公司 | Driving guidance method, device, electronic equipment and vehicle for racetrack scene |
| CN116225010A (en) * | 2023-03-01 | 2023-06-06 | 重庆长安新能源汽车科技有限公司 | Control method and device for vehicle automatic driving domain controller |
| CN118855978A (en) * | 2023-04-26 | 2024-10-29 | 华为技术有限公司 | Gear processing method and related device |
| US12600370B2 (en) * | 2023-05-02 | 2026-04-14 | Magna Electronics Inc. | Vehicular control system |
| CN116674558A (en) * | 2023-06-21 | 2023-09-01 | 长城汽车股份有限公司 | A method, vehicle and storage medium for determining an all-terrain driving mode |
| CN119261784A (en) * | 2023-06-28 | 2025-01-07 | 北京罗克维尔斯科技有限公司 | Vehicle scene function recommendation method, device, vehicle terminal and readable storage medium |
| CN116811903B (en) * | 2023-07-25 | 2025-12-16 | 重庆赛力斯凤凰智创科技有限公司 | Control method and device for intelligent driving mode of vehicle, vehicle and storage medium |
| CN117261905B (en) * | 2023-11-23 | 2024-02-09 | 浙江极氪汽车研究开发有限公司 | Driving mode adjustment method and device and vehicle |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101474965B (en) * | 2009-01-20 | 2010-11-10 | 清华大学 | A hybrid electric vehicle active braking control method |
| KR101326847B1 (en) * | 2011-12-12 | 2013-11-20 | 기아자동차주식회사 | Drive mode guide system for vehicle and metode thereof |
| US9230443B2 (en) * | 2013-03-19 | 2016-01-05 | Ford Global Technologies, Llc | Method and system for predictive vehicle systems performance selection for enhanced maneuverability |
| CN104176058B (en) * | 2014-08-22 | 2017-01-18 | 江苏大学 | Pure electric vehicle drive working condition recognizing method based on multi-information fusion |
| CN104828090B (en) * | 2014-12-09 | 2018-01-19 | 北汽福田汽车股份有限公司 | Control method, device and the vehicle of vehicle |
| JP6137221B2 (en) * | 2015-02-24 | 2017-05-31 | マツダ株式会社 | Vehicle powertrain control device |
| CN106143474B (en) * | 2015-03-25 | 2019-02-26 | 比亚迪股份有限公司 | Hybrid electric vehicle and its drive control method and device |
| CN105128860B (en) * | 2015-09-11 | 2017-08-25 | 浙江吉利汽车研究院有限公司 | The intelligent control method and system of a kind of vehicle driving model |
| CN105292111B (en) * | 2015-10-20 | 2021-05-07 | 湖南南车时代电动汽车股份有限公司 | Flameout method and system for plug-in electric vehicle engine |
| CN108248600B (en) * | 2016-12-28 | 2020-01-31 | 长城汽车股份有限公司 | Control method and system for vehicle driving mode and vehicle |
| CN107472235B (en) * | 2017-06-30 | 2019-07-30 | 潍柴动力股份有限公司 | Vehicle intelligent control system and control method |
| CN107492251B (en) * | 2017-08-23 | 2020-02-14 | 武汉大学 | Driver identity recognition and driving state monitoring method based on machine learning and deep learning |
-
2018
- 2018-12-27 CN CN201811615056.2A patent/CN110696830B/en active Active
-
2019
- 2019-12-26 RU RU2021122049A patent/RU2763920C1/en active
- 2019-12-26 WO PCT/CN2019/128716 patent/WO2020135592A1/en not_active Ceased
Also Published As
| Publication number | Publication date |
|---|---|
| CN110696830A (en) | 2020-01-17 |
| WO2020135592A1 (en) | 2020-07-02 |
| RU2763920C1 (en) | 2022-01-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110696830B (en) | Vehicle driving mode control method and system | |
| CN108349371B (en) | Control system and method for controlling internal combustion engine in hybrid vehicle | |
| WO2020135632A1 (en) | Control method and system for driving mode kick down, and controller | |
| CN113968223B (en) | Driving mode identification method and device | |
| CN110641469A (en) | Engine start-stop control method and device | |
| EP1477895A2 (en) | Method and apparatus for assisting vehicle operator | |
| CN112622847B (en) | A kind of automatic parking control method, device, device and readable storage medium | |
| JP2024085236A (en) | Vehicle control device | |
| CN115123210A (en) | Triggering method and device for vehicle AEB, vehicle and storage medium | |
| CN115892003A (en) | Vehicle driving control device and method, and storage medium | |
| CN111071252A (en) | Vehicle start control method, device and vehicle | |
| JP2000149161A (en) | Vehicle control device | |
| US10759414B2 (en) | Driving control method for hybrid vehicle | |
| CN114889567B (en) | Automobile auxiliary parking control method, system, equipment, medium and program | |
| CN118372826A (en) | Vehicle, control method and control device thereof | |
| CN113815616B (en) | Vehicle control method and device | |
| CN117842023A (en) | Vehicle start-stop control method, device, equipment and medium | |
| CN119550950B (en) | A control method, device, system, and vehicle for an automatic parking function. | |
| CN117162899A (en) | Control method, system and device for vehicle indication lamp and storage medium | |
| JP5024125B2 (en) | Fuel efficiency improvement device | |
| CN118579165A (en) | A control method, device, vehicle and storage medium for vehicle tail wing | |
| CN116039395B (en) | Uphill assist function exit method, device, vehicle and storage medium | |
| CN119975286B (en) | Vehicle slope braking control method, device and computer-readable storage medium | |
| CN117703960A (en) | Traffic information-based mode switching clutch control method, equipment and medium | |
| CN121953069A (en) | Control method and device for automatically switching gear of vehicle and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |