WO2024000400A1 - 加速补偿的方法、装置以及车辆 - Google Patents

加速补偿的方法、装置以及车辆 Download PDF

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Publication number
WO2024000400A1
WO2024000400A1 PCT/CN2022/102808 CN2022102808W WO2024000400A1 WO 2024000400 A1 WO2024000400 A1 WO 2024000400A1 CN 2022102808 W CN2022102808 W CN 2022102808W WO 2024000400 A1 WO2024000400 A1 WO 2024000400A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
mode
driving
acceleration
road
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.)
Ceased
Application number
PCT/CN2022/102808
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English (en)
French (fr)
Inventor
周国柱
章斯亮
郭振华
刘东辉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huawei Technologies Co Ltd
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Huawei Technologies Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Huawei Technologies Co Ltd filed Critical Huawei Technologies Co Ltd
Priority to JP2025500170A priority Critical patent/JP2025523637A/ja
Priority to PCT/CN2022/102808 priority patent/WO2024000400A1/zh
Priority to EP22948506.5A priority patent/EP4530117A4/en
Priority to CN202280096936.1A priority patent/CN119343262A/zh
Publication of WO2024000400A1 publication Critical patent/WO2024000400A1/zh
Priority to US19/005,319 priority patent/US20250128713A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/103—Accelerator thresholds, e.g. kickdown
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration

Definitions

  • Embodiments of the present application relate to the field of smart vehicles, and more specifically, to an acceleration compensation method, device and vehicle.
  • the vehicle's torque or power The output capacity is limited and may not be able to meet the vehicle's power needs.
  • the vehicle's acceleration capability may not be able to match the user's acceleration needs because the acceleration mode has not been adjusted, resulting in a poor driving experience for the user.
  • Embodiments of the present application provide an acceleration compensation method, device and vehicle, which can perform acceleration compensation on the vehicle in scenarios where the vehicle requires large torque or power, thereby adjusting the vehicle's acceleration capability in a timely manner and improving the user's driving experience.
  • the vehicle (sometimes referred to as a vehicle) in this application is a vehicle in a broad sense, which can be a means of transportation (such as a car, a truck, a motorcycle, a train, an airplane, a ship, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.) vehicles, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawn mowers, harvesters, etc.), amusement equipment, toy vehicles, etc.
  • This application does not limit the types of vehicles.
  • a method of acceleration compensation includes: obtaining driving environment information and/or driving parameter information of a vehicle operating in a first mode; When the preset conditions are met, the first mode of the vehicle is switched to the second mode; wherein, under the same speed and/or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is Greater than the acceleration capability in the first mode, the economy mode or power saving mode of the vehicle includes the first mode and the second mode.
  • the driving environment information of the vehicle may include one or more of: road gradient, road type information, road speed limit information, road congestion information, and road average vehicle speed information.
  • the driving parameter information of the vehicle may include: one or more of the average speed of the vehicle, acceleration, accelerator pedal opening, remaining battery power, torque, and power end output power.
  • the first mode and the second mode may be one of the economic mode or the power-saving mode sub-mode.
  • the first mode and the second mode may have been set when the vehicle leaves the factory, and the user may directly select the mode.
  • the first mode and the second mode can be defined by the user according to their own needs.
  • the user can set devices that allow the vehicle to be turned on in the first mode and the second mode (including but not limited to: air conditioners, cameras and voice assistant), for another example, the user can set a device that does not allow the vehicle to be turned on in the first mode and the second mode.
  • the acceleration capability of the vehicle in the second mode is greater than the acceleration capability of the vehicle in the first mode, which can be expressed in various ways. For example, when the vehicle is driving in the second mode at the same speed and/or accelerator pedal opening, The torque is greater than that of driving in the first mode. For another example, under the same speed and/or accelerator pedal opening, the power end output power when the vehicle is traveling in the second mode is greater than the power end power when the vehicle is traveling in the first mode. For another example, under the same speed and/or accelerator pedal opening, the torque variation amplitude when the vehicle is traveling in the second mode is greater than the torque variation amplitude when the vehicle is traveling in the first mode within the same time.
  • the vehicle can switch the first mode of the vehicle to the second mode according to the driving environment information and/or the driving parameter information. In this way, it is possible to improve the performance of the vehicle when the vehicle is in the economic mode or the power saving mode.
  • the vehicle's acceleration capabilities thereby improving the user's driving experience.
  • the driving environment information includes: a road gradient
  • the driving environment information includes: Switching the first mode of the vehicle to the second mode includes: switching the first mode of the vehicle to the second mode when the road gradient is greater than or equal to a first threshold.
  • the road slope can be obtained from fixed information or navigation information in the driving environment information.
  • the first threshold can be a preset slope value of the road. When the road slope is greater than the first threshold, the first mode is switched to the third threshold. The second mode thereby improves the vehicle's acceleration capabilities.
  • the first driving mode of the vehicle when the road gradient is greater than or equal to the first threshold, the first driving mode of the vehicle is switched to the second mode. In this way, when the vehicle is in the economy mode or power saving mode, the vehicle's acceleration capability can quickly match the user's acceleration needs and improve the user's driving experience.
  • the driving environment information further includes: road type information, and when the road gradient is greater than or equal to a first threshold, the vehicle's Switching the first mode to the second mode includes: switching the first mode of the vehicle to the second mode according to the road type information when the slope is greater than or equal to a first threshold.
  • the road type information may include: one or more of highways, suburban roads, urban roads and mountain roads.
  • the first threshold can be set to different values corresponding to different types of roads. For example, the first threshold can be set to A corresponding to the highway. When the vehicle is driving on the highway and the slope of the highway is greater than A, the first threshold can be set according to the first preset slope range where the slope of the highway is located. The mode is switched to the second mode. For another example, the first threshold can be set to D corresponding to the mountainous road. When the vehicle is driving on the mountainous road and the slope of the mountainous road is greater than D, the first mode can be switched according to the second preset slope range where the slope of the mountainous road is located. is the second mode.
  • the acceleration capability of the vehicle at the same speed and/or accelerator pedal opening can be improved based on the road type information and the road slope. In this way, when the vehicle is in the economy mode or power saving mode, the vehicle's acceleration capability can be further matched to the user's acceleration needs quickly, thereby improving the user's driving experience.
  • the driving parameter information includes: one or more of average speed, acceleration and accelerator pedal opening, and the driving environment information and/ Or when the driving parameter information meets a preset condition, switching the first mode of the vehicle to the second mode includes: when the current average speed of the vehicle is greater than or equal to the speed when the vehicle is driving on the road.
  • switching the first mode of the vehicle to the second mode includes: when the current average speed of the vehicle is greater than or equal to the speed when the vehicle is driving on the road.
  • the historical average speed, historical acceleration and historical accelerator pedal opening of the vehicle can belong to the vehicle's historical driving data, and the historical driving data can be sent to the vehicle through the cloud server.
  • the historical driving data may be the driving data of the vehicle in the entire history, the driving data of the vehicle in the past month, or the driving data of the vehicle in the past week, which is not limited in the embodiment of the present application.
  • a comparison can be made based on the vehicle's driving parameter information and the vehicle's historical driving data.
  • the driving data included in the vehicle's driving parameter information is greater than or equal to the vehicle's historical driving data, it means that the user's driving style is more aggressive.
  • the vehicle's acceleration capability at the same speed and/or accelerator pedal opening can be improved, so that the vehicle's driving mode can better match the user's driving style.
  • the driving parameter information further includes: an accelerator pedal opening of the vehicle within a preset period of time, the driving environment information and/or the When the driving parameter information meets the preset conditions, switching the first mode of the vehicle to the second mode includes: when the number of times the accelerator pedal opening is greater than or equal to the second threshold is greater than or equal to the third threshold, switching the first mode to the second mode. The first mode of the vehicle is switched to the second mode.
  • the second threshold may be a preset pedal opening
  • the third threshold may be a preset number of times the driver steps on the accelerator pedal. For example, if it is detected that the driver depresses the accelerator pedal more than 70% of the opening 5 times within 20 seconds, which is greater than the preset number of 2 times, then the first mode of the vehicle can be switched to the second mode. For another example, if it is detected that the driver depresses the accelerator pedal more than 70% of the time 12 times within 60 seconds, which is greater than the preset number of 10 times, then the first mode of the vehicle can be switched to the second mode.
  • the vehicle's acceleration capability when the vehicle's accelerator pedal opening meets the preset conditions within a preset time period, the vehicle's acceleration capability can be improved at the same speed and/or accelerator pedal opening. In this way, when the vehicle is in the economy mode or power saving mode, the vehicle's acceleration capability can be adjusted in time according to the driver's driving actions, so that the vehicle's acceleration mode can better match the user's driving habits.
  • the driving parameter information includes: the remaining power of the vehicle battery, and the method further includes: determining a third time of driving of the vehicle according to the remaining power. mode, the economic mode or power saving mode of the vehicle includes the third mode; before switching the first mode of the vehicle to the second mode, the method further includes: determining whether the vehicle is in the third mode.
  • the acceleration capability in the second mode is smaller than the acceleration capability of the vehicle in the third mode.
  • the third mode belongs to the economic mode or power saving mode of the vehicle, and the vehicle's acceleration capability in the third mode may be the maximum acceleration capability that the vehicle's current remaining battery power can achieve.
  • the relationship between the vehicle's acceleration capability in the second mode and the acceleration capability in the third mode can be determined to determine different acceleration compensation strategies.
  • the first mode of the vehicle is switched to the second mode.
  • the acceleration capability of the vehicle in the second mode is greater than or equal to the acceleration capability in the third mode, the first mode is switched to the third mode.
  • Various methods may be used to determine that the acceleration capability of the vehicle in the second mode is less than the acceleration capability in the third mode.
  • the current maximum output power of the battery can be determined based on the remaining power of the battery. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the vehicle's power end can be obtained. Then, determine the power end output power corresponding to the second mode, and compare the output power with the above-mentioned maximum output power. If the output power is less than the maximum output power, then at the same speed and/or accelerator pedal opening, In this case, the acceleration capability of the vehicle in the second mode is less than the acceleration capability in the third mode. If the output power is greater than the maximum output power, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the third mode under the same speed and/or accelerator pedal opening.
  • the current maximum output power of the battery can be determined by the remaining power of the battery. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the vehicle's power end can be obtained, and based on this maximum output power Calculate the maximum torque.
  • the torque corresponding to the second mode of the vehicle is then compared with the maximum torque. If the torque corresponding to the second mode is less than the maximum torque, then at the same speed and/or accelerator pedal opening, the vehicle is in the second mode.
  • the acceleration capability of the vehicle is less than that of the third mode. If the second torque is greater than the maximum torque, then at the same speed and/or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than that of the third mode. acceleration capability.
  • the third mode of vehicle driving is determined based on the current remaining power of the vehicle battery, and the first mode is switched to the second mode only when the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the third mode. model.
  • the vehicle's acceleration capability can quickly match the user's acceleration needs within the capability range of the vehicle battery, thereby improving the user's driving experience.
  • the first mode of the vehicle when the driving environment information and/or the driving parameter information meet a preset condition, the first mode of the vehicle is switched to the second mode. mode, including: when the driving environment information and/or the driving parameter information meet preset conditions, adjusting the first torque when the vehicle is driving in the first mode to the first torque when driving in the second mode. The second torque; wherein, under the same speed and/or accelerator pedal opening, the second torque is greater than the first torque.
  • the vehicle when the vehicle's driving environment information and/or driving parameter information meet the preset conditions, the vehicle can adjust the first torque for driving in the first mode to the second torque for driving in the second mode, by In this way, when the vehicle is in the economy mode or power saving mode, the acceleration capability of the vehicle can be improved by increasing the torque, thereby improving the user's driving experience.
  • the first mode of the vehicle when the driving environment information and/or the driving parameter information meet a preset condition, the first mode of the vehicle is switched to the second mode. mode, including: when the driving environment information and/or the driving parameter information meet preset conditions, adjusting the first power when the vehicle is driving in the first mode to the first power when driving in the second mode. The second power; wherein, under the same speed and/or accelerator pedal opening, the second power is greater than the first power.
  • the vehicle when the vehicle's driving environment information and/or driving parameter information meet the preset conditions, the vehicle can adjust the first power for driving in the first mode to the second power for driving in the second mode, by In this way, when the vehicle is in the economy mode or power saving mode, the vehicle's acceleration capability can be improved by increasing the output power of the vehicle's power end, thereby improving the user's driving experience.
  • the first mode of the vehicle when the driving environment information and/or the driving parameter information meet a preset condition, the first mode of the vehicle is switched to the second mode. mode, including: when the driving environment information and/or the driving parameter information meet preset conditions, adjusting the first torque change rate when the vehicle is driving in the first mode to the second mode. The second torque change rate during driving; wherein, under the same speed and/or accelerator pedal opening, the second torque change rate is greater than the first torque change rate.
  • the vehicle when the vehicle's driving environment information and/or driving parameter information meet the preset conditions, the vehicle can adjust the first torque change rate of the vehicle traveling in the first mode to the second torque of the vehicle traveling in the second mode. In this way, when the vehicle is in the economy mode or power saving mode, the acceleration capability of the vehicle can be improved by increasing the torque change rate of the vehicle, thereby improving the user's driving experience.
  • an acceleration compensation device in a second aspect, includes: an acquisition unit, configured to acquire driving environment information and/or driving parameter information of a vehicle operating in the first mode; and a processing unit, configured to obtain driving environment information and/or driving parameter information of a vehicle operating in the first mode; When the information and/or the driving parameter information meets the preset conditions, the first mode of the vehicle is switched to the second mode; wherein, under the same speed and/or accelerator pedal opening, the vehicle is The acceleration capability in the second mode is greater than the acceleration capability in the first mode, and the economic mode or power saving mode of the vehicle includes the first mode and the second mode.
  • the driving environment information includes: a road gradient; and the processing unit is specifically configured to convert the road gradient when the road gradient is greater than or equal to a first threshold.
  • the first mode of the vehicle is switched to the second mode.
  • the driving environment information further includes: road type information; the processing unit is specifically configured to: when the slope is greater than or equal to the first threshold, the The road type information is used to switch the first mode of the vehicle to the second mode.
  • the driving parameter information includes: one or more of average speed, acceleration and accelerator pedal opening; the processing unit is specifically used in the When the current average speed of the vehicle is greater than or equal to the historical average speed of the vehicle when driving on the road, switch the first mode of the vehicle to the second mode; and/or, when the When the current acceleration of the vehicle is greater than or equal to the historical average acceleration of the vehicle when driving on the road, switch the first mode of the vehicle to the second mode; and/or, when the vehicle is currently When the average accelerator pedal opening is greater than or equal to the historical average accelerator pedal opening when the vehicle is traveling on the road, the first mode of the vehicle is switched to the second mode.
  • the driving parameter information further includes: an accelerator pedal opening of the vehicle within a preset period of time; the processing unit is specifically configured to adjust the accelerator pedal When the number of times the opening is greater than or equal to the second threshold is greater than or equal to the third threshold, the first mode of the vehicle is switched to the second mode.
  • the processing unit is further configured to determine a third mode of driving of the vehicle according to the remaining power, and the economic mode or power saving mode of the vehicle includes: The third mode; the processing unit is further configured to determine that the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the vehicle in the third mode.
  • the processing unit is specifically configured to, when the driving environment information and/or the driving parameter information meet preset conditions, the vehicle is The first torque when driving in the first mode is adjusted to the second torque when driving in the second mode; wherein, at the same speed and/or accelerator pedal opening, the second torque is greater than the First torque.
  • the processing unit is specifically configured to, when the driving environment information and/or the driving parameter information meet preset conditions, the vehicle is The first power when driving in the first mode is adjusted to the second power when driving in the second mode; wherein, at the same speed and/or accelerator pedal opening, the second power is greater than the First power.
  • the processing unit is specifically configured to, when the driving environment information and/or the driving parameter information meet preset conditions, the vehicle is The first torque change rate when driving in the first mode is adjusted to the second torque change rate when driving in the second mode; wherein, under the same speed and/or accelerator pedal opening, the second torque change rate is adjusted to the second torque change rate when driving in the second mode.
  • the torque change rate is greater than the first torque change rate.
  • an acceleration compensation device in a third aspect, includes: at least one processor and a memory.
  • the at least one processor is coupled to the memory and is used to read and execute instructions in the memory.
  • the device uses To implement the methods in each of the above aspects.
  • a fourth aspect provides a computer-readable medium.
  • the computer-readable medium stores program code.
  • the computer program code When the computer program code is run on a computer, it causes the computer to perform the methods in the above aspects.
  • a chip in a fifth aspect, includes: at least one processor and a memory.
  • the at least one processor is coupled to the memory and is used to read and execute instructions in the memory.
  • the device is used to execute methods in each of the above aspects.
  • a computer program product includes: a computer program, which when the computer program is run, causes the computer to perform the methods in the above aspects.
  • a vehicle in a seventh aspect, includes: at least one processor and a memory.
  • the at least one processor is coupled to the memory and is used to read and execute instructions in the memory.
  • the vehicle is used to execute The method in the first aspect above.
  • Figure 1 is a functional schematic diagram of a vehicle provided by an embodiment of the present application.
  • Figure 2 is the system architecture of the acceleration compensation method provided by the embodiment of the present application.
  • FIG. 3 is a schematic flowchart of an acceleration compensation method provided by an embodiment of the present application.
  • Figure 4 is a schematic flowchart of a ramp-based acceleration compensation method provided by an embodiment of the present application.
  • Figure 5 is a schematic diagram of the application scenario of the acceleration compensation method provided by the embodiment of the present application.
  • Figure 6 is a schematic flowchart of an acceleration compensation method based on driving style provided by an embodiment of the present application.
  • Figure 7 is a schematic flowchart of an acceleration compensation method based on driving actions provided by an embodiment of the present application.
  • Figure 8 is a schematic flowchart of an acceleration compensation method based on multiple strategies provided by an embodiment of the present application.
  • FIG. 9 is a schematic diagram of an acceleration compensation device provided by this application.
  • FIG 10 is a schematic diagram of another acceleration compensation device provided by this application.
  • FIG. 1 is a functional schematic diagram of a vehicle 100 provided by an embodiment of the present application. It should be understood that FIG. 1 and related descriptions are only examples and do not limit the vehicle in the embodiment of the present application.
  • the vehicle 100 may be configured in a fully or partially autonomous driving mode, or may be manually driven by a user.
  • the vehicle 100 can obtain its surrounding environment information through the sensing system 120, and obtain an autonomous driving strategy based on the analysis of the surrounding environment information to achieve fully autonomous driving, or present the analysis results to the user to achieve partially autonomous driving.
  • Vehicle 100 may include various subsystems, such as perception system 120 , computing platform 130 , and display device 140 .
  • vehicle 100 may include more or fewer subsystems, and each subsystem may include one or more components.
  • each subsystem and component of vehicle 100 may be interconnected through wired or wireless means.
  • Sensing system 120 may include several types of sensors that sense information about the environment surrounding vehicle 100 .
  • the sensing system 120 may include a positioning system.
  • the positioning system may be a global positioning system (GPS), Beidou system or other positioning systems.
  • the sensing system 120 may include one or more of an inertial measurement unit (IMU), lidar, millimeter wave radar, ultrasonic radar, and camera device 121.
  • IMU inertial measurement unit
  • lidar lidar
  • millimeter wave radar millimeter wave radar
  • ultrasonic radar ultrasonic radar
  • the camera device 121 may be used to capture image information of the surrounding environment of the vehicle 100 .
  • the camera device 121 may include a monocular camera, a binocular camera, a structured light camera, a panoramic camera, etc.
  • the image information acquired by the camera device 121 may include still image information or video stream information.
  • the image information can be stored in the form of images or videos, or in the form of parameters of images or videos, such as brightness, grayscale, color distribution, contrast, pixels and other parameter information of the image.
  • the computing platform 130 may include processors 131 to 13n (n is a positive integer).
  • a processor is a circuit with signal processing capabilities.
  • the processor may be a circuit with instruction reading and execution capabilities.
  • CPU central processing unit
  • microprocessor graphics processing unit
  • GPU graphics processing unit
  • DSP digital signal processor
  • the processor can realize certain functions through the logical relationship of the hardware circuit. The logical relationship of the hardware circuit is fixed or can be reconstructed.
  • the processor is an application-specific integrated circuit (application-specific integrated circuit). ASIC) or programmable logic device (PLD) implemented hardware circuit, such as FPGA.
  • ASIC application-specific integrated circuit
  • PLD programmable logic device
  • the process of the processor loading the configuration file and realizing the hardware circuit configuration can be understood as the process of the processor loading instructions to realize the functions of some or all of the above units.
  • it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing Unit (deep learning processing unit, DPU), etc.
  • the computing platform 130 may also include a memory, which is used to store instructions. Some or all of the processors 131 to 13n may call the instructions in the memory to execute the quality to implement corresponding functions.
  • Computing platform 130 may control functionality of vehicle 100 based on input received from various subsystems (eg, perception system 120 ). In some embodiments, computing platform 130 is operable to provide control of many aspects of vehicle 100 and its subsystems.
  • An autonomous vehicle traveling on the road can identify objects within its surrounding environment to determine adjustments to its current speed.
  • the objects may be other vehicles, traffic control equipment, or other types of objects.
  • each identified object can be considered independently and based on the object's respective characteristics, such as its current speed, acceleration, distance from the vehicle, etc., can be used to determine the speed to which the autonomous vehicle will adjust.
  • the vehicle 100 or a sensing and computing device associated with the vehicle 100 may perform the processing based on the characteristics of the identified object and the state of the surrounding environment (eg, traffic, rain, ice on the road, etc. etc.) to predict the behavior of the identified object.
  • each recognized object depends on the behavior of each other, so it is also possible to predict the behavior of a single recognized object by considering all recognized objects together.
  • the vehicle 100 is able to adjust its speed based on the predicted behavior of the identified objects.
  • the autonomous vehicle is able to determine what stable state the vehicle will need to adjust to (eg, accelerate, decelerate, or stop) based on the predicted behavior of the object.
  • other factors may also be considered to determine the speed of the vehicle 100, such as the lateral position of the vehicle 100 in the road on which it is traveling, the curvature of the road, the proximity of static and dynamic objects, etc.
  • the computing device may also provide instructions to modify the steering angle of the vehicle 100 so that the autonomous vehicle follows a given trajectory and/or maintains contact with objects in the vicinity of the autonomous vehicle (e.g., , the safe lateral and longitudinal distances between cars in adjacent lanes on the road).
  • objects in the vicinity of the autonomous vehicle e.g., , the safe lateral and longitudinal distances between cars in adjacent lanes on the road.
  • the vehicle (sometimes referred to as a vehicle) in this application is a vehicle in a broad sense, which can be a means of transportation (such as a car, a truck, a motorcycle, an airplane, a train, a ship, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor) etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawn mowers, harvesters, etc.), amusement equipment, toy vehicles, etc.
  • the embodiments of this application do not specifically limit the types of vehicles.
  • the vehicle's torque or The power output capability is limited and may not be able to meet the vehicle's power needs.
  • the user begins to adjust the vehicle's acceleration mode when he realizes that the vehicle's acceleration capability is insufficient, the vehicle's acceleration capability may not be adjusted in time because the acceleration mode is not adjusted in time, making it difficult to match the user's needs, resulting in a poor driving experience for the user.
  • the vehicle's acceleration capability may not be enough to support the vehicle's successful climbing.
  • the user can adjust the vehicle's acceleration mode to increase the vehicle's acceleration capability.
  • the vehicle may be unable to match the user's acceleration needs for a long period of time due to the need to switch modes, resulting in a poor driving experience for the user.
  • Embodiments of the present application provide an acceleration compensation method, device and vehicle, which can perform acceleration compensation on the vehicle in scenarios where the vehicle requires large torque or power, thereby adjusting the vehicle's acceleration capability in a timely manner and improving the user's driving experience.
  • FIG. 2 is a system architecture 200 of an acceleration compensation method provided by an embodiment of the present application.
  • the system architecture 200 can be applied to the vehicle 100 of FIG. 1 .
  • the system architecture 200 may include: a map module, a vehicle cloud module and a vehicle controller.
  • the vehicle can obtain one or more of road information, navigation information, historical driving information and current section driving information through the map module and vehicle cloud module, and obtain instantaneous information through the vehicle controller (domain controller or intelligent driving controller).
  • Vehicle driving information and/or acceleration capability information After obtaining the above information, the vehicle controller can analyze the user's acceleration needs from the aspects of road conditions, user's driving style and user's driving actions, and complete the calculation of driving compensation. Finally, the vehicle controller can perform acceleration compensation over a period of time.
  • the vehicle can obtain: map fixed information and map navigation information through the map module.
  • the fixed map information may include: the type of road (high-speed section or regular section, etc.), the slope of the road, and the road speed limit.
  • the navigation information of the map may include: the average speed of traffic on the road where the vehicle is traveling, the congestion on the road, and the location of the vehicle on the road.
  • the vehicle's historical information user's driving habit information
  • the historical information of the vehicle (user's driving habit information) may include: the historical average speed of the vehicle under various speed limit conditions, the historical average accelerator pedal opening and the historical average acceleration of the vehicle in the driving section.
  • the driving distance information of the vehicle on the driving road segment may include: the average speed of the vehicle on the current driving road segment, the average accelerator pedal opening of the vehicle on the current driving road segment, and the average acceleration of the vehicle on the current driving road segment.
  • the vehicle controller can collect the vehicle's current road section driving information and acceleration capability information.
  • the vehicle's current road segment driving information may include: accelerator pedal opening, remaining capacity of the drive battery (state of charge, SOC), ambient temperature in the vehicle, number of passengers, acceleration settings of the acceleration mode, and other information.
  • the vehicle's current acceleration capability information may include: the maximum output power of the vehicle's power end and the current control torque output of the vehicle end.
  • the above-mentioned driving information and acceleration capability information of the vehicle can also be collectively referred to as the driving parameter information of the vehicle.
  • the vehicle controller can calculate the acceleration compensation parameters based on the above information.
  • the acceleration compensation parameters can include: the vehicle's acceleration capability demand map, compensation coefficient, acceleration compensation map, acceleration demand time point, and acceleration demand location point. , the distance required for acceleration and the number of acceleration adjustments within a certain distance.
  • the acceleration capacity demand map can refer to one or more of the torque, accelerator pedal opening, power, and vehicle speed that the vehicle needs to compensate for.
  • the acceleration compensation map can refer to the torque, accelerator pedal, and torque that the vehicle can provide compensation within the battery capacity range. One or more of opening, power, and vehicle speed.
  • the vehicle controller can accelerate the vehicle according to the acceleration compensation parameters within a period of time (between the compensation entry point and the compensation exit point).
  • FIG. 3 is a schematic flowchart of an acceleration compensation method provided by an embodiment of the present application.
  • the acceleration compensation method in Figure 3 can be applied to the vehicle 100.
  • the method 300 can include the following steps:
  • the driving environment information of the vehicle may include one or more of: road gradient, road type information, road speed limit information, road congestion information, and road average vehicle speed information.
  • the driving parameter information of the vehicle may include: one or more of the average speed of the vehicle, acceleration, accelerator pedal opening, remaining battery power, torque, and power end output power.
  • the first mode may be one of the economic mode or power saving mode sub-modes. After the vehicle's economic mode or power saving mode is turned on, the vehicle's endurance capability is enhanced and the output capability of torque and power (acceleration capability) is limited.
  • the first mode may be already set when the vehicle leaves the factory, and the user may directly select it.
  • the first mode can be defined by the user according to his or her own needs.
  • the user can set devices that allow the vehicle to be turned on in the first mode (including but not limited to: air conditioners, cameras, and voice assistants).
  • the user can It is possible to set devices that do not allow the vehicle to be turned on in the first mode.
  • the second mode may be one of the economy mode or power saving mode sub-modes.
  • the acceleration capability of the vehicle in the second mode is greater than that of the vehicle in the first mode. Acceleration capability in mode.
  • the second mode may be already set when the vehicle leaves the factory, and the user may select it directly.
  • the second mode can be defined by the user according to his own needs.
  • the user can set a device that allows the vehicle to be opened in the second mode.
  • the user can set a device that does not allow the vehicle to be opened in the second mode. .
  • the acceleration capability of the vehicle in the second mode is greater than the acceleration capability of the vehicle in the first mode.
  • the vehicle accelerates in the second mode.
  • the torque when driving is greater than the torque when driving in the first mode.
  • the power end output power when the vehicle is traveling in the second mode is greater than the power end power when the vehicle is traveling in the first mode.
  • the torque variation amplitude when the vehicle is traveling in the second mode is greater than the torque variation amplitude when the vehicle is traveling in the first mode within the same time.
  • the vehicle can switch the first mode of the vehicle to the second mode according to the driving environment information and/or the driving parameter information. In this way, it is possible to improve the performance of the vehicle when the vehicle is in the economic mode or the power saving mode.
  • the vehicle's acceleration capabilities thereby improving the user's driving experience.
  • different methods may be used to switch the first mode of the vehicle to the second mode.
  • the driving environment information includes: road gradient
  • the first mode of the vehicle is switched to The second mode includes: switching the first mode of the vehicle to the second mode when the road gradient is greater than or equal to a first threshold.
  • the road slope can be obtained from fixed information or navigation information in the vehicle environment information.
  • the first threshold can be a preset slope value of the road. When the road slope is greater than the first threshold, the first mode is switched to the third threshold. The second mode thereby improves the vehicle's acceleration capabilities.
  • the first driving mode of the vehicle when the road gradient is greater than or equal to the first threshold, the first driving mode of the vehicle is switched to the second mode. In this way, when the vehicle is in the economy mode or power saving mode, the vehicle's acceleration capability can quickly match the user's acceleration needs and improve the user's driving experience.
  • the driving environment information further includes: road type information, and when the road slope is greater than or equal to a first threshold, the first mode of the vehicle is switched to the third mode.
  • the second mode includes: when the slope is greater than or equal to a first threshold, switching the first mode of the vehicle to the second mode according to the road type information.
  • the road type information may include: one or more of highways, suburban roads, urban roads and mountain roads.
  • the first threshold can be set to different values corresponding to different types of roads. For example, the first threshold can be set to A corresponding to the highway. When the vehicle is driving on the highway and the slope of the highway is greater than A, the first threshold can be set according to the first preset slope range where the slope of the highway is located. The mode is switched to the second mode.
  • the specific adjustment methods are introduced in (c) and (d) in Figure 5.
  • the first threshold can be set to D corresponding to the mountainous road.
  • the first mode can be switched according to the second preset slope range where the slope of the mountainous road is located. is the second mode.
  • the specific adjustment methods are introduced in (i) and (j) in Figure 5.
  • the acceleration capability of the vehicle at the same speed and/or accelerator pedal opening can be improved based on the road type information and the road slope. In this way, when the vehicle is in the economy mode or power saving mode, the vehicle's acceleration capability can be further matched to the user's acceleration needs quickly, thereby improving the user's driving experience.
  • the driving parameter information includes: one or more of average speed, acceleration, and accelerator pedal opening, and the driving environment information and/or the driving parameter information satisfy a predetermined
  • switching the first mode of the vehicle to the second mode includes: when the current average speed of the vehicle is greater than or equal to the historical average speed of the vehicle when driving on the road, switching the vehicle to the second mode.
  • the first mode of the vehicle is switched to the second mode; and/or, when the current acceleration of the vehicle is greater than or equal to the historical average acceleration of the vehicle when driving on the road, the vehicle is switched to the second mode.
  • the first mode is switched to the second mode; and/or, when the current average accelerator pedal opening of the vehicle is greater than or equal to the historical average accelerator pedal opening of the vehicle when driving on the road, Switching the first mode of the vehicle to the second mode.
  • the historical average speed, historical acceleration and historical accelerator pedal opening of the vehicle can belong to the vehicle's historical driving data, and the historical driving data can be sent to the vehicle through the cloud server.
  • the historical driving data may be the driving data of the vehicle in the entire history, the driving data of the vehicle in the past month, or the driving data of the vehicle in the past week, which is not limited in the embodiment of the present application.
  • the vehicle's driving parameter information can be compared with the vehicle's historical driving data.
  • the driving data included in the vehicle's driving parameter information is greater than or equal to the vehicle's historical driving data, it means that the user's driving style is more aggressive.
  • the acceleration capability of the vehicle at the same speed and/or accelerator pedal opening can be improved, so that the vehicle's driving mode can better match the user's driving style.
  • the driving parameter information further includes: an accelerator pedal opening of the vehicle within a preset period of time, when the driving environment information and/or the driving parameter information meet the preset conditions. , switching the first mode of the vehicle to the second mode, including: when the number of times the accelerator pedal opening is greater than or equal to the second threshold is greater than or equal to a third threshold, switching the first mode of the vehicle to the second mode. Switch to the second mode.
  • the second threshold may be a preset pedal opening
  • the third threshold may be a preset number of times the driver steps on the accelerator pedal. For example, if it is detected that the driver depresses the accelerator pedal more than 70% of the opening 5 times within 20 seconds, which is greater than the preset number of 2 times, then the first mode of the vehicle can be switched to the second mode. For another example, if it is detected that the driver depresses the accelerator pedal more than 70% of the time 12 times within 60 seconds, which is greater than the preset number of 10 times, then the first mode of the vehicle can be switched to the second mode.
  • the vehicle's acceleration capability when the vehicle's accelerator pedal opening meets the preset conditions within a preset time period, the vehicle's acceleration capability can be improved at the same speed and/or accelerator pedal opening. In this way, when the vehicle is in the economy mode or power saving mode, the vehicle's acceleration capability can be adjusted in time according to the driver's driving actions, so that the vehicle's acceleration mode can better match the user's driving habits.
  • the driving parameter information includes: the remaining power of the vehicle battery, and the method further includes: determining a third mode of driving of the vehicle according to the remaining power, and an economic mode of the vehicle.
  • the power saving mode includes the third mode; before switching the first mode of the vehicle to the second mode, the method further includes: determining that the acceleration capability of the vehicle in the second mode is less than the The acceleration capability of the vehicle in the third mode.
  • the third mode belongs to the economic mode or power saving mode of the vehicle, and the vehicle's acceleration capability in the third mode may be the maximum acceleration capability that the vehicle's current remaining battery power can achieve.
  • the relationship between the vehicle's acceleration capability in the second mode and the acceleration capability in the third mode can be determined to determine different acceleration compensation strategies.
  • the first mode of the vehicle is switched to the second mode.
  • the acceleration capability of the vehicle in the second mode is greater than or equal to the acceleration capability in the third mode, the first mode is switched to the third mode.
  • Various methods may be used to determine that the acceleration capability of the vehicle in the second mode is less than the acceleration capability in the third mode.
  • the current maximum output power of the battery can be determined based on the remaining power of the battery. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the vehicle's power end can be obtained. Then, determine the power end output power corresponding to the second mode, and compare the output power with the above-mentioned maximum output power. If the output power is less than the maximum output power, then at the same speed and/or accelerator pedal opening, In this case, the acceleration capability of the vehicle in the second mode is less than the acceleration capability in the third mode. If the output power is greater than the maximum output power, the acceleration capability of the vehicle in the second mode is greater than the acceleration capability in the third mode under the same speed and/or accelerator pedal opening.
  • the current maximum output power of the battery can be determined by the remaining power of the battery. Since the current maximum output power of the battery corresponds to the maximum output power of the power end, the maximum output power of the vehicle's power end can be obtained, and based on the maximum output power Calculate the maximum torque.
  • the torque corresponding to the second mode of the vehicle is then compared with the maximum torque. If the torque corresponding to the second mode is less than the maximum torque, then at the same speed and/or accelerator pedal opening, the vehicle is in the second mode.
  • the acceleration capability of the vehicle is less than that of the third mode. If the second torque is greater than the maximum torque, then at the same speed and/or accelerator pedal opening, the acceleration capability of the vehicle in the second mode is greater than that of the third mode. acceleration capability.
  • the third mode of vehicle driving is determined based on the current remaining power of the vehicle battery, and the first mode is switched to the second mode only when the acceleration capability of the second mode is less than the acceleration capability of the third mode. .
  • the vehicle's acceleration capability can quickly match the user's acceleration needs within the capability range of the vehicle battery, thereby improving the user's driving experience.
  • switching the first mode of the vehicle to the second mode includes: while the driving When the environmental information and/or the driving parameter information meets the preset conditions, the first torque when the vehicle is driving in the first mode is adjusted to the second torque when the vehicle is driving in the second mode; wherein, Under the same speed and/or accelerator pedal opening, the second torque is greater than the first torque.
  • the vehicle when the vehicle's driving environment information and/or driving parameter information meet the preset conditions, the vehicle can adjust the first torque for driving in the first mode to the second torque for driving in the second mode, by In this way, when the vehicle is in the economy mode or power saving mode, the acceleration capability of the vehicle can be improved by increasing the torque, thereby improving the user's driving experience.
  • switching the first mode of the vehicle to the second mode includes: while the driving When the environmental information and/or the driving parameter information meets the preset conditions, the first power when the vehicle is driving in the first mode is adjusted to the second power when driving in the second mode; wherein, Under the same speed and/or accelerator pedal opening, the second power is greater than the first power.
  • the vehicle when the vehicle's driving environment information and/or driving parameter information meet the preset conditions, the vehicle can adjust the first power for driving in the first mode to the second power for driving in the second mode, by In this way, when the vehicle is in the economy mode or power saving mode, the vehicle's acceleration capability can be improved by increasing the output power of the vehicle's power end, thereby improving the user's driving experience.
  • switching the first mode of the vehicle to the second mode includes: while the driving When the environmental information and/or the driving parameter information meets the preset conditions, the first torque change rate when the vehicle is driving in the first mode is adjusted to the second torque change rate when the vehicle is driving in the second mode. ; Wherein, under the same speed and/or accelerator pedal opening, the second torque change rate is greater than the first torque change rate.
  • the vehicle when the vehicle's driving environment information and/or driving parameter information meet the preset conditions, the vehicle can adjust the first torque change rate of the vehicle traveling in the first mode to the second torque of the vehicle traveling in the second mode. In this way, when the vehicle is in the economy mode or power saving mode, the vehicle's acceleration capability can be improved by increasing the vehicle's torque change rate, thereby improving the user's driving experience.
  • FIG. 4 is a schematic flowchart of another acceleration compensation method provided by an embodiment of the present application.
  • the acceleration compensation method in FIG. 4 can be applied to the vehicle 100 .
  • Method 400 may include the following steps.
  • the vehicle's economic mode can also be called the power-saving mode.
  • the economic mode because the vehicle needs to give priority to ensuring endurance, the vehicle's torque or power output capability is limited, and its acceleration ability is affected.
  • the vehicle's economic mode There are many ways to turn on the vehicle's economic mode. For example, you can quickly turn on the vehicle's economic mode through the human-computer interaction interface on the vehicle display screen. For another example, the user can send a voice command to the vehicle-mounted interactive assistant, and the interactive assistant can activate the vehicle's economic mode based on the voice command. For another example, when it is detected that the remaining power is insufficient to support the vehicle to travel to the destination in the normal driving mode, the vehicle can automatically switch the normal driving mode to the economic mode.
  • the driving information of the vehicle may include: one or more of the vehicle's controller information, road information, navigation information, user driving habit information, and driving information of the current road section.
  • the above information can be obtained through the map module, vehicle cloud module and vehicle controller in the system architecture 200 in Figure 2 .
  • the specific meaning of the above information has been introduced in detail in the system architecture in Figure 2 and will not be repeated here.
  • step S404 it is necessary to determine whether the maximum capacity of the vehicle battery can be greater than the maximum value of the battery capacity in the economy mode. If it is greater, proceed to step S404; if not, proceed to step S408, and end the compensation process.
  • acceleration compensation for the vehicle requires a portion of the battery capacity, if acceleration compensation is performed when the maximum battery capacity is greater than the maximum battery capacity of the vehicle in the economy mode, it may cause acceleration compensation to fail and may also reduce battery performance. service life.
  • multiple methods can be used to determine whether the vehicle is driving on a highway.
  • the vehicle can determine whether the vehicle is on a highway through road information and/or navigation information on the map.
  • the vehicle can obtain environmental information outside the vehicle through a camera device deployed on the vehicle.
  • the vehicle can identify the environmental information and determine whether the vehicle is on a highway based on the vehicle's driving speed.
  • the vehicle uses a surround-view camera to collect environmental information around the vehicle within a preset time interval. It is found that no buildings or traffic lights appear in the environmental information of the vehicle, and the vehicle keeps driving at high speed (for example, 120km/h) for a long time. It can be determined that the vehicle is driving on the highway.
  • high speed for example, 120km/h
  • the vehicle collects image information of a highway sign or a highway toll station at a certain moment, and the vehicle keeps driving at a high speed (for example, 120km/h) for a long time, it can be determined that the vehicle is driving on a highway.
  • a high speed for example, 120km/h
  • step S404 if it is determined that the vehicle is traveling on the highway, proceed to step S404'; if it is determined that the vehicle is not on the highway, proceed to step S405.
  • the vehicle can determine the slope of the highway it is traveling on based on the slope information in the road information.
  • the vehicle will execute the highway slope compensation scheme.
  • step S408 is performed to end the compensation process.
  • multiple methods may be used to determine whether the vehicle is on a suburban road.
  • the vehicle can determine whether the vehicle is on a suburban road through road information and/or navigation information on the map.
  • the vehicle can obtain environmental information outside the vehicle through a camera device deployed on the vehicle.
  • the vehicle can identify the environmental information and determine whether the vehicle is on a suburban road based on the vehicle's driving speed.
  • the vehicle uses a surround-view camera to collect environmental information around the vehicle within a preset time interval. It is found that buildings or traffic lights appear less frequently in the environmental information of the vehicle, and the vehicle is traveling at a medium speed for a long time (for example, 70km/h), at this time it can be determined that the vehicle is driving on suburban roads.
  • a medium speed for a long time for example, 70km/h
  • suburban roads can refer to first-class roads, that is, roads whose main function is to connect the economic and political centers of major regions, to important industrial areas or transportation hubs.
  • step S405 if it is determined that the vehicle is traveling on a suburban road, proceed to step S405'; if it is determined that the vehicle is not on a highway, proceed to step S406.
  • the vehicle can determine the slope of the currently driving suburban road based on the slope information in the road information.
  • the vehicle will execute the suburban slope compensation scheme.
  • step S408 is performed to end the compensation process.
  • multiple methods may be used to determine whether the vehicle is on an urban road.
  • the vehicle can determine whether the vehicle is on an urban road through road information and/or navigation information on the map.
  • the vehicle determines that the congestion situation on the road where the vehicle is traveling is serious based on the congestion information in the navigation information. At this time, it can be determined that the vehicle is traveling on an urban road.
  • the vehicle can obtain environmental information outside the vehicle through a camera device deployed on the vehicle.
  • the vehicle can identify the environmental information and determine whether the vehicle is on an urban road based on the vehicle's driving speed.
  • the vehicle uses a surround-view camera to collect environmental information around the vehicle within a preset time interval. It is found that buildings or traffic lights appear more frequently in the environmental information of the vehicle, and the vehicle's driving speed has been at a low speed for a long time. (for example, 40km/h) and the vehicle's driving speed fluctuates greatly. At this time, it can be determined that the vehicle is driving on urban roads.
  • a surround-view camera to collect environmental information around the vehicle within a preset time interval. It is found that buildings or traffic lights appear more frequently in the environmental information of the vehicle, and the vehicle's driving speed has been at a low speed for a long time. (for example, 40km/h) and the vehicle's driving speed fluctuates greatly. At this time, it can be determined that the vehicle is driving on urban roads.
  • step S406 if it is determined that the vehicle is traveling on an urban road, step S406' is performed. If it is determined that the vehicle is not on a highway, step S407 is performed.
  • the vehicle can determine the slope of the urban road it is currently driving based on the slope information in the road information.
  • the vehicle will execute the urban slope compensation scheme.
  • step S408 is performed to end the compensation process.
  • the vehicle can determine whether the vehicle is on a mountainous road through road information and/or navigation information on the map.
  • the vehicle can obtain environmental information outside the vehicle through a camera device deployed on the vehicle, and the vehicle can identify the environmental information to determine whether the vehicle is on a suburban road.
  • a vehicle uses a surround-view camera to collect environmental information around the vehicle within a preset time interval, and finds that a mountain or mountain road sign appears in the environmental information of the vehicle. At this time, it can be determined that the vehicle is driving on a mountainous road.
  • the vehicle can determine the slope of the mountain road it is currently driving based on the slope information in the road information.
  • the vehicle will execute the mountain slope compensation scheme.
  • step S408 is performed to end the compensation process.
  • the type of road on which the vehicle is traveling can be determined through the driving information of the vehicle, and the acceleration compensation scheme is determined according to the road type and the slope of the road. In this way, the endurance of the vehicle can be ensured in different driving scenarios. capabilities while enhancing the vehicle’s acceleration capabilities.
  • Figure 5 is a schematic diagram of an application scenario of the acceleration compensation method provided by an embodiment of the present application.
  • the application scenario in Figure 5 may be an application scenario to which method 400 is applicable.
  • the display interface 500 includes user account login information 501, Bluetooth function icon 502, Wi-Fi function icon 503, cellular network signal icon 504, vehicle map application search box 505, switch to a card displaying all applications installed in the vehicle 506, Switch to a card 507 that displays the car music application, a card 508 that displays the vehicle's remaining power and remaining mileage, and a card 509 that displays the vehicle's 360-degree (°) surround function.
  • the vehicle map application search box 505 may include a home control 5051 and a go to work control 5052 set by the user.
  • the function bar 510 includes an icon 511 for switching to display the central control large screen desktop, a vehicle interior circulation icon 512, a driver seat heating function icon 513, a driver area air conditioning temperature display icon 514, a passenger area air conditioning temperature display icon 515, and a passenger seat heating function icon 513.
  • the user can search for the location the user wants to reach through the vehicle map application search box 505.
  • the vehicle can determine the preset location the user wants to reach and the distance to travel based on the information input by the user, and the vehicle can combine the distance traveled and the remaining power. Determine whether the vehicle can drive to the preset location in normal mode.
  • a prompt box 518 can be displayed on the display screen of the vehicle to inform the user of arrival at the destination.
  • the vehicle's battery life is insufficient, and the user is asked to confirm whether to turn on the economic mode.
  • the user can click the confirmation control in the prompt box 518 to enable the vehicle to turn on the economic mode.
  • the vehicle can determine the slope of the highway based on the obtained road slope information, and compare the determined slope with the preset threshold A is compared to determine whether to implement the high-speed slope compensation scheme.
  • detecting that the vehicle is traveling on the highway can be accomplished by any of the methods described in step S404 in method 400.
  • (d) in Figure 5 describes the high-speed slope compensation scheme.
  • the slope on the highway when the slope on the highway is less than A, compensation is not required.
  • the vehicle When the slope on the highway is [A, A +x), the vehicle needs to be compensated for h 1 acceleration.
  • the slope on the highway is within the interval of [A+x, A+2x), the vehicle needs to be compensated for 2h 1 acceleration.
  • the highway When the slope on the road is greater than or equal to A+2x, the vehicle needs to be compensated for 4h 1 acceleration.
  • the vehicle when the gradient on the highway is less than 2%, no compensation is required.
  • the vehicle When the gradient on the highway is within the range of [2%, 4%), the vehicle needs to be compensated for h 1 acceleration.
  • the gradient on the highway When the gradient on the highway is When within the interval of [4%, 6%), the vehicle needs to be compensated for 2h 1 acceleration.
  • the gradient on the highway is greater than or equal to 6%, the vehicle needs to be compensated for 4h 1 acceleration.
  • the specific value of the compensation h 1 on the highway can be determined according to the following table 1.
  • the gradient is within the interval of [2%, 4%)
  • the vehicle speed is 120km/h
  • the accelerator pedal is opened
  • the degree is 20%
  • the vehicle's torque can be compensated by 10Nm.
  • the gradient is within the range of [4%, 6%)
  • the vehicle speed is 120km/h
  • the accelerator pedal opening is 20%
  • the vehicle's torque can be compensated by 20Nm.
  • the acceleration compensation method in Table 1 takes compensation of the torque of the vehicle as an example. Compensating the torque of the vehicle can also be replaced by compensating the output power of the vehicle's power end.
  • the vehicle can determine the slope of the suburban road based on the obtained road slope information, and compare the determined slope with the preset threshold B makes a comparison to determine whether to implement the suburban slope compensation plan.
  • detecting that the vehicle is traveling on a suburban road can be accomplished by any of the methods described in step S405 of method 400.
  • (f) in Figure 5 describes the compensation scheme for suburban slopes.
  • the slope on the suburban road when the slope on the suburban road is less than B, no compensation is required.
  • the vehicle When the slope on the suburban road is between [B, B +x), the vehicle needs to be compensated for h 2 acceleration.
  • the slope of the suburban road is within the interval of [B+x, B+2x), the vehicle needs to be compensated for 2h 2 acceleration.
  • the slope on the road is greater than or equal to B+2x, the vehicle needs to be compensated for 4h 2 acceleration.
  • the specific value of compensation h 2 on suburban roads can be determined according to Table 2 below.
  • Table 2 the specific value of compensation h 2 on suburban roads.
  • the gradient is within the range of [4%, 6%)
  • the vehicle speed is 60km/h
  • the accelerator pedal is turned on.
  • the degree is 25%
  • the vehicle's torque can be compensated by 10Nm.
  • the gradient is within the range of [6%, 8%)
  • the vehicle speed is 60km/h
  • the accelerator pedal opening is 25%
  • the vehicle's torque can be compensated by 20Nm.
  • the acceleration compensation method in Table 2 takes the torque of the vehicle as an example, and the torque of the vehicle can also be replaced by the output power of the power end of the vehicle.
  • the vehicle can determine the gradient of the urban road based on the acquired road gradient information, and compare the determined gradient with the predicted Set the threshold C for comparison to determine whether to implement the urban slope compensation plan.
  • detecting that the vehicle is traveling on an urban road can be accomplished by any of the methods described in S406 in method 400.
  • (h) in Figure 5 describes the urban slope compensation scheme. As shown in (h) in Figure 5, when the slope on the urban road is less than C, compensation is not required. When the slope on the urban road is [ When the slope of the urban road is within the interval of [C, C+x), the vehicle needs to be accelerated by h 3. When the slope of the urban road is within the interval of [C+x, C+2x), the vehicle needs to be accelerated by 2h 3 Compensation, when the gradient on urban roads is greater than or equal to C+2x, the vehicle needs to be compensated for 4h 3 acceleration.
  • the specific value of compensation h 3 on urban roads can be determined according to Table 3 below.
  • the gradient is within the interval of [6%, 8%), the vehicle speed is 40km/h, and the acceleration
  • the pedal opening is 30%
  • the vehicle's torque can be compensated by 10Nm.
  • the gradient is within the range of [8%, 10%)
  • the vehicle speed is 40km/h
  • the accelerator pedal opening is 30%
  • the vehicle's torque can be compensated by 20Nm.
  • the acceleration compensation method in Table 3 takes the torque of the vehicle running as an example, and the torque of the vehicle can also be replaced by the output power of the power end of the vehicle.
  • the vehicle can determine the slope of the mountainous road based on the obtained road slope information, and compare the determined slope with the preset threshold D is compared to determine whether to implement the mountain slope compensation plan.
  • detecting that the vehicle is traveling on a mountainous road may be detected by any of the methods described in step S407 in method 400.
  • (j) in Figure 5 describes the mountainous slope compensation scheme.
  • the vehicle when the slope of the mountainous road is less than D, compensation is not required.
  • the vehicle When the slope of the mountainous road is between [D, D +x), the vehicle needs to be compensated for h 4 acceleration.
  • the slope of the mountainous road is within the interval of [D+x, D+2x), the vehicle needs to be compensated for 2h 4 acceleration.
  • the slope on the road is greater than or equal to D+2x, the vehicle needs to be compensated for 4h 4 acceleration.
  • the vehicle when the slope on a mountainous road is less than 20%, no compensation is required.
  • the slope on a mountainous road is within the interval of [20%, 25%), the vehicle needs to be compensated for h 4 acceleration.
  • the slope on a mountainous road is When within the interval of [25%, 30%], the vehicle needs to be compensated for 2h 4 acceleration.
  • the slope on the mountainous road is greater than or equal to 30%, the vehicle needs to be compensated for 4h 4 acceleration.
  • the specific value of compensation h 4 on mountainous roads can be determined according to the following table 4.
  • the slope is within the interval of [20%, 25%)
  • the vehicle speed is 40km/h
  • the accelerator pedal When the opening is 30%, the vehicle's torque can be compensated by 20Nm.
  • the vehicle speed is 40km/h
  • the accelerator pedal opening is 30%
  • the vehicle's torque can be compensated for 40Nm.
  • acceleration compensation method in Table 4 takes the torque of the vehicle as an example, and the torque of the vehicle can also be replaced by the output power of the power end of the vehicle.
  • the most suitable acceleration compensation scheme can be determined according to the road type and road slope. In this way, the vehicle's endurance can be ensured in different driving scenarios and the acceleration capability of the vehicle can be enhanced.
  • FIG. 6 is a schematic flowchart of a driving style-based acceleration compensation method provided by an embodiment of the present application.
  • the method 600 can be applied to the vehicle 100 in FIG. 1 , and the method 600 can include the following steps.
  • various methods can be used to turn on the economic mode of the vehicle.
  • the economic mode of the vehicle can be quickly turned on through the human-computer interaction interface of the vehicle display screen.
  • the user can send a voice command to the vehicle-mounted interactive assistant, and the interactive assistant can activate the vehicle's economic mode based on the voice command.
  • the economic mode of the vehicle can be turned on in the manner shown in (b) of FIG. 5 .
  • the driving information of the vehicle may include: one or more of the vehicle's controller information, road information, navigation information, user driving habit information, and driving information of the current road section.
  • the above information can be obtained through the map module, vehicle cloud module and vehicle controller in the system architecture 200 in Figure 2 .
  • the specific meaning of the above information has been introduced in detail in the system architecture in Figure 2 and will not be repeated here.
  • step S604 it is necessary to determine whether the maximum capacity of the vehicle battery can be greater than the maximum value of the battery capacity in the economy mode. If it is greater, proceed to step S604; if not, proceed to step S605, and end the compensation process.
  • acceleration compensation for the vehicle requires a portion of the battery capacity, if acceleration compensation is performed when the maximum battery capacity is greater than the maximum battery capacity of the vehicle in the economy mode, it may cause acceleration compensation to fail and may also reduce battery performance. service life.
  • step S604' If the current navigation road segment has referenceable historical data, proceed to step S604'; if the current navigation road segment does not have referenceable historical data, proceed to step S605 to end the acceleration compensation process.
  • the historical data that the user can refer to can be used to indicate one or more of the average speed, average acceleration, and average throttle of the vehicle traveling under the same or similar road conditions. For example, a vehicle once traveled on an urban road at an average speed of 50km/h. Currently, the vehicle is also driving on urban roads and the current driving conditions are similar to the historical road conditions. The vehicle is traveling at an average speed of 60km/h. At this time, 50km/h can be used as historical data for reference. For another example, the vehicle was once driven on a mountainous road with the accelerator pedal opening at 30%. Currently, the vehicle is driving on a mountainous road with a similar slope, and the accelerator pedal opening is 40%. At this time, the accelerator pedal opening is 30%, which can be used as historical data for reference.
  • the acceleration factor can be determined by the following formula
  • y represents the acceleration factor
  • k 0 is the correction coefficient, and its specific value can be determined based on the actual application of the above formula.
  • k 1 , k 2 , and k 3 are weight coefficients, and the specific values of k 1 to k 3 can be determined according to the actual application of the above formula.
  • step S605 may be performed to end the acceleration compensation process.
  • the specific acceleration compensation can be calculated by the following formula:
  • the specific value of the basic torque value can be determined according to the corresponding relationship in Table 5 below.
  • the acceleration factor can be obtained by comparing the current and historical driving speed, acceleration, and accelerator pedal opening of the vehicle. Through the acceleration factor, it is determined whether the user's current driving style is more aggressive than the historical driving style, and based on the acceleration factor Compensation is carried out to varying degrees within the range. In this way, the vehicle's high power or torque needs can be met in some scenarios, ensuring that the driver can perform acceleration compensation in a senseless state, and improving the user's driving experience.
  • FIG. 7 is a schematic flowchart of an acceleration compensation method based on driving actions provided by an embodiment of the present application.
  • the method 700 can be applied to the vehicle 100 in FIG. 1 , and the method 700 can include the following steps.
  • various methods can be used to turn on the economic mode of the vehicle.
  • the economic mode of the vehicle can be quickly turned on through the human-computer interaction interface of the vehicle display screen.
  • the user can send a voice command to the vehicle-mounted interactive assistant, and the interactive assistant can activate the vehicle's economic mode based on the voice command.
  • the economic mode of the vehicle can be turned on in the manner shown in (b) of FIG. 5 .
  • the driving information of the vehicle may include: one or more of the vehicle's controller information, road information, navigation information, user driving habit information, and driving information of the current road section.
  • the above information can be obtained through the map module, vehicle cloud module and vehicle controller in the system architecture 200 in Figure 2 .
  • the specific meaning of the above information has been introduced in detail in the system architecture in Figure 2 and will not be repeated here.
  • step S704 it is necessary to determine whether the maximum capacity of the vehicle battery can be greater than the maximum value of the battery capacity in the economy mode. If it is greater, proceed to step S704; if not, proceed to step S705, and end the compensation process.
  • acceleration compensation for the vehicle requires a portion of the battery capacity, if acceleration compensation is performed when the maximum battery capacity is greater than the maximum battery capacity of the vehicle in the economy mode, it may cause acceleration compensation to fail and may also reduce the battery's performance. service life.
  • step S704' If the vehicle detects the driver's action of stepping on the accelerator pedal within the preset time period, then proceed to step S704'; if the driver does not detect the driver's action of stepping on the accelerator pedal within the preset time period, then proceed to step S705 and end Speed up the compensation process.
  • the acceleration compensation scheme may be determined by detecting whether the number of times the driver depresses the accelerator pedal greater than the second threshold within a preset period of time is greater than the third threshold. If the number of times the driver depresses the accelerator pedal is greater than the second threshold within the preset time period is greater than or equal to the third threshold, proceed to step S704. If the number of times the driver depresses the accelerator pedal is greater than the second original value within the preset time period is less than the third threshold, then proceed to step S705 and end the acceleration compensation process.
  • acceleration compensation can be carried out according to the scheme in Table 6 below
  • the number of times the driver actually presses the accelerator pedal is greater than or equal to P% is greater than or equal to n.
  • k acceleration compensation can be performed.
  • the number of times the driver actually presses the accelerator pedal opening is greater than or equal to P% is greater than or equal to 2.5n.
  • acceleration compensation of l can be performed.
  • the number of times the driver actually presses the accelerator pedal is greater than or equal to P% is greater than or equal to 5n.
  • m acceleration compensation can be performed.
  • Table 7 below is a schematic example of Table 6.
  • the number of times the driver actually stepped on the accelerator pedal to an opening greater than or equal to 70% was greater than or equal to 2 times.
  • 30Nm of torque compensation can be performed.
  • the vehicle can perform 50Nm at a speed of 0-200km/h. torque compensation.
  • the vehicle can perform 50Nm at a speed of 0-200km/h. torque compensation.
  • different compensation schemes can be carried out based on the number of times the driver triggers driving actions within a preset time period.
  • the acceleration capability of the vehicle can be adjusted in time according to the number of driving actions of the driver, thereby enabling the vehicle to The acceleration capability better matches the user's driving habits.
  • FIG. 8 is a schematic flowchart of an acceleration compensation method based on multiple strategies provided by an embodiment of the present application.
  • the method 800 can be applied to the vehicle 100 in FIG. 1 .
  • the method 800 can include the following steps.
  • various methods can be used to turn on the economic mode of the vehicle.
  • the economic mode of the vehicle can be quickly turned on through the human-computer interaction interface of the vehicle display screen.
  • the user can send a voice command to the vehicle-mounted interactive assistant, and the interactive assistant can activate the vehicle's economic mode based on the voice command.
  • the economic mode of the vehicle can be turned on in the manner shown in (b) in FIG. 5 .
  • the driving information of the vehicle may include: one or more of the vehicle's controller information, road information, navigation information, user driving habit information, and driving information of the current road section.
  • the above information can be obtained through the map module, vehicle cloud module and vehicle controller in the system architecture 200 in Figure 2 .
  • the specific meaning of the above information has been introduced in detail in the system architecture in Figure 2 and will not be repeated here.
  • this step it is necessary to determine whether the maximum capacity of the vehicle battery can be greater than the maximum value of the battery capacity in the economy mode. If it is greater, proceed to steps S804a to S804c and output the battery's maximum capacity. If it is not greater, acceleration compensation will not be performed and the compensation process will end.
  • acceleration compensation for the vehicle requires a portion of the battery capacity, if acceleration compensation is performed when the maximum value of the battery capacity is greater than the maximum value of the vehicle battery capacity in the economy mode, it may not only cause acceleration compensation to fail, but also may reduce the battery's performance. service life.
  • the road type and slope may be determined in the manner in method 400.
  • Step S805a can be performed after the road type and slope are determined.
  • step S805b may be performed. If the current road segment does not have historical data that may be referenced, it may be determined that acceleration compensation for the vehicle is not performed and the compensation process for the path ends.
  • the historical data that can be referred to may be the data determined in step S604 in method 600.
  • the specific acceleration action may include: pressing the accelerator pedal. If the driver triggers a specific acceleration action within the preset time period, step S805c may be performed. If the driver does not trigger a specific acceleration action within the preset time period, it may be determined that acceleration compensation for the vehicle is not performed and the compensation for the path is terminated. process.
  • steps S804a to S804c can be executed simultaneously or sequentially, and the specific execution method can be set according to the actual application situation of method 800.
  • steps S404' to S407' in the method 400 may be used to determine whether the slope of the road meets the slope compensation scheme. After it is determined that the slope of the road meets the slope compensation plan, step S806a may be performed. If the slope of the road does not meet the slope compensation plan, it may be determined not to perform acceleration compensation on the vehicle and end the acceleration compensation process for the path.
  • the acceleration factor may be determined in the manner described in step S604' in the method 600. If the acceleration factor is greater than the reference historical data, proceed to step S806b. If the current acceleration factor is smaller than the reference historical data, it may be determined not to perform acceleration compensation on the vehicle and end the acceleration compensation process for the path.
  • the acceleration compensation scheme may be determined by detecting whether the number of times the driver depresses the accelerator pedal greater than the second threshold within a preset period of time is greater than the third threshold. If the number of times the driver steps on the accelerator pedal is greater than or equal to the second threshold within the preset time period is greater than or equal to the third threshold, step S806c is performed. If the number of times the driver steps on the accelerator pedal is greater than or equal to the second threshold within the preset time period is less than At the third threshold, it can be determined that acceleration compensation will not be performed on the vehicle, and the acceleration compensation process of the path will be ended.
  • steps S805a to S805c can be executed simultaneously or sequentially, and the specific execution method can be set according to the actual application situation of method 800.
  • slope-based acceleration compensation can adopt any acceleration compensation scheme described in (d), (f), (h), (i) in Figure 5 and its text.
  • acceleration compensation based on driving style may adopt the acceleration compensation scheme described in step S604' in method 600.
  • acceleration compensation based on driving actions may adopt the acceleration compensation scheme described in Table 6 or Table 7 in method 700.
  • the maximum value of compensation among all compensation schemes can be taken as the final acceleration compensation value, and the time points at which the vehicle enters and exits compensation can be determined.
  • the maximum power and/or maximum torque of the battery supporting acceleration compensation can be calculated based on the maximum output capacity of the battery.
  • the maximum power and maximum torque and the maximum value of the compensation power and/or compensation torque obtained in step S807 are calculated.
  • the minimum value among them is used as the final compensation plan, and the compensation process is automatically started and ended based on the entry and exit time points of the compensation plan.
  • multiple acceleration compensation schemes can be combined and applied, and the final acceleration compensation scheme can be determined according to the maximum output capacity of the battery.
  • the vehicle's acceleration compensation scheme can be improved within the capability range of the vehicle battery.
  • the acceleration capability quickly matches the user's acceleration needs, thereby improving the user's driving experience.
  • Embodiments of the present application also provide a device for implementing any of the above methods.
  • a device is provided that includes units (or means) for implementing each step performed by the device or vehicle in any of the above methods.
  • Figure 9 is a schematic diagram of an acceleration compensation device 900 provided by an embodiment of the present application.
  • the device 900 may be used in the vehicle 100 of FIG. 1 .
  • the device 900 may include an acquisition unit 910, a storage unit 920 and a processing unit 930.
  • the acquisition unit 910 is used to acquire data, and the acquisition unit 910 may also be called a communication interface or a communication unit.
  • the storage unit 920 can implement corresponding data storage functions and store corresponding instructions and/or data.
  • the processing unit 930 is used for data processing. The processing unit 930 can read the instructions and/or data in the storage unit 920, so that the device implements the foregoing method embodiments.
  • the device 900 may include: an acquisition unit 910, used to acquire the driving environment information and/or driving parameter information of the vehicle operating in the first mode; a processing unit 930, used to obtain the driving environment information and/or the driving parameter information.
  • the first mode of the vehicle is switched to the second mode; wherein, under the same speed and/or accelerator pedal opening, the acceleration of the vehicle in the second mode is The capability is greater than the acceleration capability in the first mode, and the economic mode or power saving mode of the vehicle includes the first mode and the second mode.
  • the driving environment information includes: road gradient; the processing unit 930 is specifically configured to change the first mode of the vehicle when the road gradient is greater than or equal to a first threshold. Switch to the second mode.
  • the driving environment information also includes: road type information; the processing unit 930 is specifically configured to, when the slope is greater than or equal to the first threshold, calculate the road type information according to the road type information. The first mode of the vehicle is switched to the second mode.
  • the driving parameter information includes: one or more of average speed, acceleration, and accelerator pedal opening; the processing unit 930 is specifically configured to operate when the current average speed of the vehicle is greater than Or switch the first mode of the vehicle to the second mode when it is equal to the historical average speed of the vehicle when driving on the road; and/or, when the current acceleration of the vehicle is greater than or equal to Switch the first mode of the vehicle to the second mode when the historical average acceleration of the vehicle while driving on the road; and/or, when the current average accelerator pedal opening of the vehicle is greater than Or when it is equal to the historical average accelerator pedal opening when the vehicle is driving on the road, the first mode of the vehicle is switched to the second mode.
  • the driving parameter information also includes: the accelerator pedal opening of the vehicle within a preset time period; the processing unit 930 is specifically configured to operate when the accelerator pedal opening is greater than or equal to the second When the number of thresholds is greater than or equal to the third threshold, the first mode of the vehicle is switched to the second mode.
  • the processing unit 930 is further configured to determine a third mode of driving the vehicle according to the remaining power, and the economic mode or power saving mode of the vehicle includes the third mode; The processing unit 930 is further configured to determine that the acceleration capability of the vehicle in the second mode is less than the acceleration capability of the vehicle in the third mode.
  • the processing unit 930 is specifically configured to, when the driving environment information and/or the driving parameter information meet preset conditions, calculate the data when the vehicle is driving in the first mode.
  • the first torque is adjusted to the second torque when traveling in the second mode; wherein the second torque is greater than the first torque at the same speed and/or accelerator pedal opening.
  • the processing unit 930 is specifically configured to, when the driving environment information and/or the driving parameter information meet preset conditions, calculate the data when the vehicle is driving in the first mode.
  • the first power is adjusted to the second power when traveling in the second mode; wherein the second power is greater than the first power under the same speed and/or accelerator pedal opening.
  • the processing unit 930 is specifically configured to, when the driving environment information and/or the driving parameter information meet preset conditions, calculate the data when the vehicle is driving in the first mode.
  • the first torque change rate is adjusted to the second torque change rate when driving in the second mode; wherein, under the same speed and/or accelerator pedal opening, the second torque change rate is greater than the third torque change rate. a torque change rate.
  • each unit in the above device is only a division of logical functions.
  • the units may be fully or partially integrated into a physical entity, or may be physically separated.
  • the unit in the device can be implemented in the form of a processor calling software; for example, the device includes a processor, the processor is connected to a memory, instructions are stored in the memory, and the processor calls the instructions stored in the memory to implement any of the above methods.
  • the processor is, for example, a general-purpose processor, such as a graphics processing unit (GPU) or a microprocessor
  • the memory is a memory within the device or a memory outside the device.
  • the units in the device can be implemented in the form of hardware circuits, and some or all of the functions of the units can be implemented through the design of the hardware circuits, which can be understood as one or more processors; for example, in one implementation,
  • the hardware circuit is an application-specific integrated circuit (ASIC), which realizes the functions of some or all of the above units through the design of the logical relationships of the components in the circuit; for another example, in another implementation, the hardware circuit is It can be realized by programmable logic device (PLD), taking field programmable gate array (FPGA) as an example, which can include a large number of logic gate circuits, and the logic gate circuits are configured through configuration files. connection relationships, thereby realizing the functions of some or all of the above units. All units of the above device may be fully realized by the processor calling software, or may be fully realized by hardware circuits, or part of the units may be realized by the processor calling software, and the remaining part may be realized by hardware circuits.
  • PLD programmable logic device
  • FPGA field programmable gate
  • the processing unit 930 may be the processor 131 shown in FIG. 1 .
  • the above-mentioned processing unit 930 may be the processor 1020 in FIG. 10
  • the above-mentioned storage unit may be the memory 1010 in FIG. 10
  • the above-mentioned acquisition unit 920 may be the communication interface 1030 in FIG. 10 .
  • Figure 10 is a schematic diagram of an acceleration compensation device 1000 provided by an embodiment of the present application.
  • the device 1000 may be applied in the vehicle 100 of FIG. 1 .
  • the acceleration compensation device 1000 includes: a memory 1010, a processor 1010, and a communication interface 1030. Among them, the memory 1010, the processor 1010, and the communication interface 1030 are connected through an internal connection path.
  • the memory 1010 is used to store instructions
  • the processor 1010 is used to execute the instructions stored in the memory 1010 to control the input/output interface 1030 to send or receive. data and/or instructions.
  • the memory 1010 can be coupled with the processor 1010 through an interface or integrated with the processor 1010 .
  • the above-mentioned communication interface 1030 uses a transceiver device such as but not limited to a transceiver to implement communication between the communication device 1000 and other devices or communication networks.
  • the above-mentioned communication interface 1030 may also include an input/output interface.
  • Processor 1010 stores one or more computer programs including instructions. When the instruction is executed by the processor 1010, the acceleration compensation device 1000 is caused to execute the technical solution of the acceleration compensation method in each of the above embodiments.
  • the device 900 or the device 1000 may be located in the vehicle 100 in FIG. 1 .
  • the device 900 or the device 1000 may be the computing platform 130 in the vehicle in FIG. 1 .
  • each step of the above method can be completed by instructions in the form of hardware integrated logic circuits or software in the processor 1010 .
  • the method disclosed in conjunction with the embodiments of the present application can be directly implemented by a hardware processor for execution, or can be executed by a combination of hardware and software modules in the processor.
  • the software module can be located in random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, registers and other mature storage media in this field.
  • the storage medium is located in the memory 1010.
  • the processor 1010 reads the information in the memory 1010 and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.
  • Embodiments of the present application also provide a computer-readable medium.
  • the computer-readable medium stores program code.
  • the computer program code When the computer program code is run on a computer, it causes the computer to execute any of the above-mentioned Figures 3 to 8. a way.
  • the application embodiment also provides a computer program product.
  • the computer product includes: a computer program, which when the computer program is run, causes the computer to execute any one of the methods in FIG. 3 to FIG. 8 .
  • An embodiment of the present application also provides a chip, including: at least one processor and a memory.
  • the at least one processor is coupled to the memory and is used to read and execute instructions in the memory to execute the above-mentioned Figures 3 to 3. Either method in Figure 8.
  • An embodiment of the present application also provides an intelligent vehicle, including: at least one processor and a memory.
  • the at least one processor is coupled to the memory and is used to read and execute instructions in the memory to execute the above-mentioned Figure 3 to any of the methods in Figure 8.
  • An embodiment of the present application also provides an intelligent vehicle, including any acceleration compensation device shown in Figure 9 or Figure 10 .
  • the processor is a circuit with signal processing capabilities.
  • the processor may be a circuit with instruction reading and execution capabilities, such as a CPU, a microprocessor, a GPU, or Digital signal processor (DSP), etc.; in another implementation, the processor can implement certain functions through the logical relationship of the hardware circuit. The logical relationship of the hardware circuit is fixed or can be reconstructed, such as processing
  • the controller is a hardware circuit implemented by ASIC or PLD, such as FPGA.
  • the process of the processor loading the configuration file and realizing the hardware circuit configuration can be understood as the process of the processor loading instructions to realize the functions of some or all of the above units.
  • it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning Processing unit (deep learning processing unit, DPU), etc.
  • NPU neural network processing unit
  • TPU tensor processing unit
  • DPU deep learning processing unit
  • each step of the above method can be completed by instructions in the form of hardware integrated logic circuits or software in the processor.
  • the method disclosed in conjunction with the embodiments of the present application can be directly implemented by a hardware processor for execution, or can be executed by a combination of hardware and software modules in the processor.
  • the software module can be located in random access memory, flash memory, read-only memory, programmable read-only memory or power-on erasable programmable memory, registers and other mature storage media in this field.
  • the storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.
  • the memory may include a read-only memory and a random access memory, and provide instructions and data to the processor.
  • the size of the sequence numbers of the above-mentioned processes does not mean the order of execution.
  • the execution order of each process should be determined by its functions and internal logic, and should not be implemented in this application.
  • the implementation of the examples does not constitute any limitations.
  • a component may be, but is not limited to, a process, a processor, an object, an executable file, a thread of execution, a program and/or a computer running on a processor.
  • applications running on the computing device and the computing device may be components.
  • One or more components can reside in a process and/or thread of execution and a component can be localized on one computer and/or distributed between 2 or more computers. Additionally, these components can execute from various computer-readable media having various data structures stored thereon.
  • a component may, for example, be based on a signal having one or more data packets (eg, data from two components interacting with another component, a local system, a distributed system, and/or a network, such as the Internet, which interacts with other systems via signals) Communicate through local and/or remote processes.
  • data packets eg, data from two components interacting with another component, a local system, a distributed system, and/or a network, such as the Internet, which interacts with other systems via signals
  • the disclosed systems, devices and methods can be implemented in other ways.
  • the device embodiments described above are only illustrative.
  • the division of the units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components may be combined or can be integrated into another system, or some features can be ignored, or not implemented.
  • the coupling or direct coupling or communication connection between each other shown or discussed may be through some interfaces, and the indirect coupling or communication connection of the devices or units may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place, or they may be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application can be integrated into one processing unit, each unit can exist physically alone, or two or more units can be integrated into one unit.
  • the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium.
  • the technical solution of the present application is essentially or the part that contributes to the existing technology or the part of the technical solution can be embodied in the form of a software product.
  • the computer software product is stored in a storage medium, including Several instructions are used to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of this application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disk and other media that can store program code. .

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Abstract

本申请实施例提供了一种加速补偿方法，该方法包括：获取运行在第一模式下车辆的行驶环境信息和/或行驶参数信息；在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式；其中，在相同的速度和/或加速踏板开度的情况下，所述车辆在所述第二模式下的加速能力大于在所述第一模式下的加速能力，所述车辆的经济模式或省电模式包括所述第一模式和所述第二模式。通过上述方法可以应用于智能汽车或者电动汽车，能够在车辆需要大扭矩或大功率的场景下对车辆进行加速补偿，从而及时调整车辆的加速能力，提高用户的驾驶体验。

Description

加速补偿的方法、装置以及车辆 技术领域
本申请实施例涉及智能车领域，并且更具体地，涉及一种加速补偿的方法、装置以及车辆。
背景技术
随着新能源车在日常生活中被广泛使用，新能源车的续航问题被愈发的重视起来。目前，大部分的新能源车可以通过设置经济(省电)模式来提升车辆的续航能力。
但是，在车辆处于经济(省电)模式时，在部分需要大扭矩或者大功率的场景下(例如，车辆爬坡的场景)，由于车辆的经济模式本身进行了加速降级，车辆的扭矩或功率的输出能力受限，可能无法满足车辆的动力需求。同时，如果用户在意识到车辆的加速能力不够时，才开始调整车辆的加速模式，车辆的加速能力可能因加速模式未调整从而难以匹配用户的加速需求，致使用户的驾驶体验较差。
发明内容
本申请实施例提供一种加速补偿的方法、装置以及车辆，能够在车辆需要大扭矩或大功率的场景下对车辆进行加速补偿，从而及时调整车辆的加速能力，提高用户的驾驶体验。
本申请中的车辆(有时简称为车)为广义概念上的车辆，可以是交通工具(如：汽车，卡车，摩托车，火车，飞机，轮船等)，工业车辆(如：叉车，挂车，牵引车等)，工程车辆(如：挖掘机，推土机，吊车等)，农用设备(如割草机、收割机等)，游乐设备，玩具车辆等，本申请对车辆的类型不做限定。
第一方面，提供了一种加速补偿的方法，该方法包括：获取运行在第一模式下车辆的行驶环境信息和/或行驶参数信息；在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式；其中，在相同的速度和/或加速踏板开度的情况下，所述车辆在所述第二模式下的加速能力大于在所述第一模式下的加速能力，所述车辆的经济模式或省电模式包括所述第一模式和所述第二模式。
其中，车辆的行驶环境信息可以包括：道路坡度、道路类型信息、道路限速信息、道路的拥堵情况信息和道路平均车辆速度信息中的一种或多种。车辆的行驶参数信息可以包括：车辆行驶的平均速度、加速度、加速踏板开度、电池剩余电量、扭矩、动力端输出功率中的一种或多种。
可选地，第一模式和第二模式可以是经济模式或省电模式子模式的一种，第一模式和第二模式可以是车辆在出厂时已经设置好的，用户可以直接进行选择。
可选地，第一模式和第二模式可以由用户根据自身的需求进行定义，例如，用户可以设置在第一模式和第二模式下允许车辆开启的设备(包括但不限于：空调、摄像头和语音助手)，又例如，用户可以设置在第一模式和第二模式下不允许车辆开启的设备。
车辆在第二模式下的加速能力大于车辆在第一模式下的加速能力可以有多种表示方式，例如，在相同的速度和/或加速踏板开度的情况下，车辆以第二模式行驶时的扭矩大于以第一模式行驶的扭矩。又例如，在相同的速度和/或加速踏板开度的情况下，车辆以第二模式行驶时的动力端输出功率大于以第一模式行驶时的动力端功率。又例如，在相同的速度和/或加速踏板开度的情况下，车辆在相同时间内以第二模式行驶时的扭矩变化幅度大于以第一模式行驶时的扭矩变化幅度。
本申请实施例中，车辆能够根据行驶环境信息和/或行驶参数信息，将车辆第一模式切换为第二模式，通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，提高车辆的加速能力，从而改善用户的驾驶体验。
结合第一方面，在第一方面的某些实现方式中，所述行驶环境信息包括：道路坡度，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述道路坡度大于或者等于第一阈值时，将所述车辆的所述第一模式切换为所述第二模式。
其中，道路坡度可以在行驶环境信息中的固定信息或导航信息中获取，第一阈值可以是预先设定的道路的坡度值，在道路坡度大于第一阈值时，通过将第一模式切换为第二模式从而提高车辆的加速能力。
本申请实施例中，在道路坡度大于或等于第一阈值时，将车辆的行驶的第一模式切换为第二模式。通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，使得车辆的加速能力快速匹配用户的加速需求，改善用户的驾驶体验。
结合第一方面，在第一方面的某些实现方式中，所述行驶环境信息还包括：道路类型信息，所述在所述道路坡度大于或者等于第一阈值时，将所述车辆的所述第一模式切换为所述第二模式，包括：在所述坡度大于或者等于第一阈值时，根据所述道路类型信息，将所述车辆的所述第一模式切换为所述第二模式。
其中，道路类型信息可以包括：高速道路、市郊道路、市区道路和山区道路中的一种或多种。对应不同类型的道路可以将第一阈值的设置为不同数值。例如，对应高速道路可以将第一阈值设置为A，当车辆在高速道路上行驶时，且高速道路的坡度大于A时，可以根据高速道路的坡度所在的第一预设坡道范围将第一模式切换为第二模式。又例如，对应山区道路可以将第一阈值设置为D，当车辆在山区道路行驶，且山区道路的坡度大于D时，可以根据山区道路的坡度所在的第二预设坡度范围将第一模式切换为第二模式。
本申请实施例中，能够在道路的坡度大于或等于第一阈值时，根据道路类型信息和道路坡度，提高车辆在相同的速度和/或加速踏板开度的情况下的加速能力。通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，进一步使得车辆的加速能力快速匹配用户的加速需求，从而改善用户的驾驶体验。
结合第一方面，在第一方面的某些实现方式中，所述行驶参数信息包括：平均速度、加速度和加速踏板开度中的一种或者多种，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述车辆当前的平均速度大于或者等于所述车辆在所述道路上行驶时的历史平均速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，在所述车辆当前的加速度大于或者等于所述车辆在所述道路上行驶时的历史平均加速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，在所述车辆当前的平均加速踏板开度大于或者等于所述车辆在所述道路上 行驶时的历史平均加速踏板开度时，将所述车辆的所述第一模式切换为所述第二模式。
其中，车辆的历史平均速度、历史加速度和历史加速踏板开度可以属于车辆的历史行驶数据，该历史行驶数据可以通过云端服务器发送给车辆。该历史行驶数据可以是整个历史的车辆的行驶数据，也可以是过去1个月内车辆的行驶数据，还可以是过去的1周内车辆的行驶数据，本申请实施例对此不作限定。
本申请实施例中，能够根据车辆的行驶参数信息和车辆历史的行驶数据进行比较，当车辆的行驶参数信息包括的行驶数据大于或等于车辆历史的行驶数据时，说明用户的驾驶风格更为激进，此时，可以提高车辆在相同的速度和/或加速踏板开度的情况下的加速能力，从而使车辆的驾驶模式更加匹配用户的驾驶风格。
结合第一方面，在第一方面的某些实现方式中，所述行驶参数信息还包括：预设时长内所述车辆的加速踏板开度，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述加速踏板开度大于或者等于第二阈值的次数大于或者等于第三阈值时，将所述车辆的所述第一模式切换为所述第二模式。
其中，第二阈值可以是预设的踏板开度，第三阈值可以是预设的驾驶员踩加速踏板的次数。例如，检测到驾驶员在20秒内踩加速踏板70％开度以上的次数为5次，大于预设的次数2次，此时可以将车辆的第一模式切换为第二模式。又例如，检测到驾驶员在60秒内踩加速踏板70％开度以上的次数为12次，大于预设的次数10次，此时可以将车辆的第一模式切换为第二模式。
本申请实施例中，能够在预设时长内车辆的加速踏板开度满足预设条件时，提高车辆在相同的速度和/或加速踏板开度的情况下的加速能力。通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，根据驾驶员的驾驶动作及时调整车辆的加速能力，从而能够使得车辆的加速模式更加匹配用户的驾驶习惯。
结合第一方面，在第一方面的某些实现方式中，所述行驶参数信息包括：所述车辆电池的剩余电量，所述方法还包括：根据所述剩余电量确定所述车辆行驶的第三模式，所述车辆的经济模式或省电模式包括所述第三模式；所述将所述车辆的第一模式切换为第二模式之前，所述方法还包括：确定所述车辆在所述第二模式下的加速能力小于所述车辆在所述第三模式下的加速能力。
其中，第三模式属于车辆的经济模式或省电模式，车辆在第三模式的加速能力可以是车辆当前电池剩余电量能够达到的最大加速能力。
在车辆将第一模式切换为第二模式之前，可以判断出车辆在第二模式下加速能力和第三模式下加速能力的大小关系从而确定不同的加速补偿策略。当车辆在第二模式的加速能力小于第三模式下的加速能力时，将车辆的第一模式切换为第二模式。当车辆在第二模式下的加速能力大于或等于第三模式下的加速能力时，将第一模式切换为第三模式。
其中，确定车辆在第二模式下的加速能力小于第三模式下的加速能力可以采用多种方式。
例如，可以通过电池的剩余电量确定电池当前的最大输出功率，由于电池当前的最大输出功率与动力端的最大输出功率相对应，由此可以得到车辆动力端的最大输出功率。然后，再确定第二模式所对应的动力端输出功率，并将该输出功率与上述最大输出功率进行比较，如果该输出功率小于最大输出功率，则在相同的速度和/或加速踏板开度的情况下， 车辆在第二模式下的加速能力小于在第三模式下的加速能力。如果输出功率大于最大输出功率，则在相同的速度和/或加速踏板开度的情况下，车辆在第二模式下的加速能力大于在第三模式下的加速能力。
又例如，可以通过电池的剩余电量确定电池当前的最大输出功率，由于电池当前的最大输出功率与动力端的最大输出功率相对应，由此可以得到车辆动力端的最大输出功率，并根据该最大输出功率计算出最大扭矩。然后将车辆第二模式所对应的扭矩与最大扭矩相比较，如果第二模式所对应的扭矩小于最大扭矩，则在相同的速度和/或加速踏板开度的情况下，车辆在第二模式下的加速能力小于第三模式下的加速能力，如果第二扭矩大于最大扭矩，则在相同的速度和/或加速踏板开度的情况下，车辆在第二模式下的加速能力大于第三模式下的加速能力。
本申请实施例中，根据车辆电池当前的剩余电量确定车辆行驶的第三模式，并在第二模式车辆的加速能力小于第三模式的加速能力的情况下，才将第一模式切换为第二模式。通过这样的方式，能够在车辆电池所能达到的能力范围内，使得车辆的加速能力快速匹配用户的加速需求，从而改善用户的驾驶体验。
结合第一方面，在第一方面的某些实现方式中，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一扭矩调整为以所述第二模式行驶时的第二扭矩；其中，在相同的速度和/或加速踏板开度的情况下，所述第二扭矩大于所述第一扭矩。
本申请实施例中，车辆能够在车辆的行驶环境信息和/或行驶参数信息满足预设条件时，将车辆以第一模式行驶的第一扭矩调整为以第二模式行驶的第二扭矩，通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，通过增大扭矩来提高车辆的加速能力，从而改善用户的驾驶体验。
结合第一方面，在第一方面的某些实现方式中，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一功率调整为以所述第二模式行驶时的第二功率；其中，在相同的速度和/或加速踏板开度的情况下，所述第二功率大于所述第一功率。
本申请实施例中，车辆能够在车辆的行驶环境信息和/或行驶参数信息满足预设条件时，将车辆以第一模式行驶的第一功率调整为以第二模式行驶的第二功率，通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，通过增大车辆动力端的输出功率来提高车辆的加速能力，从而改善用户的驾驶体验。
结合第一方面，在第一方面的某些实现方式中，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一扭矩变化率调整为以所述第二模式行驶时的第二扭矩变化率；其中，在相同的速度和/或加速踏板开度的情况下，所述第二扭矩变化率大于所述第一扭矩变化率。
本申请实施例中，车辆能够在车辆的行驶环境信息和/或行驶参数信息满足预设条件时，将车辆以第一模式行驶的第一扭矩变化率调整为以第二模式行驶的第二扭矩变化率，通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，通过增大车辆的扭矩变 化率来提高车辆的加速能力，从而改善用户的驾驶体验。
第二方面，提供了一种加速补偿装置，该装置包括：获取单元，用于获取运行在第一模式下车辆的行驶环境信息和/或行驶参数信息；处理单元，用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式；其中，在相同的速度和/或加速踏板开度的情况下，所述车辆在所述第二模式下的加速能力大于在所述第一模式下的加速能力，所述车辆的经济模式或省电模式包括所述第一模式和所述第二模式。
结合第二方面，在第二方面的某些实现方式中，所述行驶环境信息包括：道路坡度；所述处理单元，具体用于在所述道路坡度大于或者等于第一阈值时，将所述车辆的所述第一模式切换为所述第二模式。
结合第二方面，在第二方面的某些实现方式中，所述行驶环境信息还包括：道路类型信息；所述处理单元，具体用于在所述坡度大于或者等于第一阈值时，根据所述道路类型信息，将所述车辆的所述第一模式切换为所述第二模式。
结合第二方面，在第二方面的某些实现方式中，所述行驶参数信息包括：平均速度、加速度和加速踏板开度中的一种或者多种；所述处理单元，具体用于在所述车辆当前的平均速度大于或者等于所述车辆在所述道路上行驶时的历史平均速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，在所述车辆当前的加速度大于或者等于所述车辆在所述道路上行驶时的历史平均加速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，在所述车辆当前的平均加速踏板开度大于或者等于所述车辆在所述道路上行驶时的历史平均加速踏板开度时，将所述车辆的所述第一模式切换为所述第二模式。
结合第二方面，在第二方面的某些实现方式中，所述行驶参数信息还包括：预设时长内所述车辆的加速踏板开度；所述处理单元，具体用于在所述加速踏板开度大于或者等于第二阈值的次数大于或者等于第三阈值时，将所述车辆的所述第一模式切换为所述第二模式。
结合第二方面，在第二方面的某些实现方式中，所述处理单元，还用于根据所述剩余电量确定所述车辆行驶的第三模式，所述车辆的经济模式或省电模式包括所述第三模式；所述处理单元，还用于确定所述车辆在所述第二模式下的加速能力小于所述车辆在所述第三模式下的加速能力。
结合第二方面，在第二方面的某些实现方式中，所述处理单元，具体用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一扭矩调整为以所述第二模式行驶时的第二扭矩；其中，在相同的速度和/或加速踏板开度的情况下，所述第二扭矩大于所述第一扭矩。
结合第二方面，在第二方面的某些实现方式中，所述处理单元，具体用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一功率调整为以所述第二模式行驶时的第二功率；其中，在相同的速度和/或加速踏板开度的情况下，所述第二功率大于所述第一功率。
结合第二方面，在第二方面的某些实现方式中，所述处理单元，具体用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一扭矩变化率调整为以所述第二模式行驶时的第二扭矩变化率；其中，在相同的速度和/或加速踏板开度的情况下，所述第二扭矩变化率大于所述第一扭矩变化率。
第三方面，提供一种加速补偿装置，该装置包括：至少一个处理器和存储器，所述至少一个处理器与所述存储器耦合，用于读取并执行所述存储器中的指令，该装置用于执行上述各个方面中的方法。
第四方面，提供一种计算机可读介质，所述计算机可读介质存储有程序代码，当所述计算机程序代码在计算机上运行时，使得计算机执行上述各个方面中的方法。
第五方面，提供一种芯片，该芯片包括：至少一个处理器和存储器，所述至少一个处理器与所述存储器耦合，用于读取并执行所述存储器中的指令，该装置用于执行上述各个方面中的方法。
第六方面，提供一种计算机程序产品，所述计算机产品包括：计算机程序，当所述计算机程序被运行时，使得计算机执行上述各个方面中的方法。
第七方面，提供一种车辆，该车辆包括：至少一个处理器和存储器，所述至少一个处理器与所述存储器耦合，用于读取并执行所述存储器中的指令，该车辆用于执行上述第一方面中的方法。
附图说明
图1是本申请实施例提供的车辆功能性示意图；
图2是本申请实施例提供的加速补偿方法系统架构；
图3是本申请实施例提供的加速补偿方法流程性示意图；
图4是本申请实施例提供的一种基于坡道的加速补偿方法流程性示意图；
图5是本申请实施例提供的加速补偿方法的应用场景示意图；
图6是本申请实施例提供的一种基于驾驶风格的加速补偿方法流程性示意图；
图7是本申请实施例提供的一种基于驾驶动作的加速补偿方法流程性示意图；
图8是本申请实施例提供的一种基于多种策略的加速补偿方法流程性示意图；
图9是本申请提供的一种加速补偿装置示意图；
图10是本申请提供的另一种加速补偿装置示意图。
具体实施方式
下面将结合附图，对本申请实施例中的技术方案进行描述。
为了便于理解，下文结合图1，以智能驾驶的场景为例，介绍本申请实施例适用的示例场景。
图1是本申请实施例提供的车辆100的一个功能性示意图。应理解，图1及相关描述仅为一种举例，并不对本申请实施例中的车辆进行限定。
在实施过程中，车辆100可以被配置为完全或部分自动驾驶模式，也可以由用户进行人工驾驶。例如：车辆100可以通过感知系统120获取其周围的环境信息，并基于对周边环境信息的分析得到自动驾驶策略以实现完全自动驾驶，或者将分析结果呈现给用户以实现部分自动驾驶。
车辆100可包括多种子系统，例如感知系统120、计算平台130和显示装置140。可选地，车辆100可包括更多或更少的子系统，并且每个子系统都可包括一个或多个部件。另外，车辆100的每个子系统和部件可以通过有线或者无线的方式实现互连。
感知系统120可包括感测关于车辆100周边的环境的信息的若干种传感器。例如，感 知系统120可以包括定位系统，定位系统，定位系统可以是全球定位系统(global positioning system，GPS)，也可以是北斗系统或者其他定位系统。感知系统120可以包括惯性测量单元(inertial measurement unit，IMU)、激光雷达、毫米波雷达、超声雷达以及摄像装置121中的一种或者多种。
摄像装置121可用于捕捉车辆100的周边环境的图像信息。摄像装置121可以包括单目相机、双目相机、结构光相机以及全景相机等，摄像装置121获取的图像信息可以包括静态图像信息，也可以包括视频流信息。其中，图像信息可以以图像或视频的形式存储，也可以以图像或视频的参数的形式存储，例如图像的亮度、灰度、色彩分布、对比度、像素等参数信息。
车辆100的部分或所有功能可以由计算平台130控制。计算平台130可包括处理器131至13n(n为正整数)，处理器是一种具有信号的处理能力的电路，在一种实现中，处理器可以是具有指令读取与运行能力的电路，例如中央处理单元(central processing unit，CPU)、微处理器、图形处理器(graphics processing unit，GPU)(可以理解为一种微处理器)、或数字信号处理器(digital signal processor，DSP)等；在另一种实现中，处理器可以通过硬件电路的逻辑关系实现一定功能，该硬件电路的逻辑关系是固定的或可以重构的，例如处理器为专用集成电路(application-specific integrated circuit，ASIC)或可编程逻辑器件(programmable logic device，PLD)实现的硬件电路，例如FPGA。在可重构的硬件电路中，处理器加载配置文档，实现硬件电路配置的过程，可以理解为处理器加载指令，以实现以上部分或全部单元的功能的过程。此外，还可以是针对人工智能设计的硬件电路，其可以理解为一种ASIC，例如神经网络处理单元(neural network processing unit，NPU)、张量处理单元(tensor processing unit，TPU)、深度学习处理单元(deep learning processing unit，DPU)等。此外，计算平台130还可以包括存储器，存储器用于存储指令，处理器131至13n中的部分或全部处理器可以调用存储器中的指令，执行质量，以实现相应的功能。
计算平台130可基于从各种子系统(例如，感知系统120)接收的输入来控制车辆100的功能。在一些实施例中，计算平台130可操作来对车辆100及其子系统的许多方面提供控制。
可选地，上述组件只是一个示例，实际应用中，上述各个模块中的组件有可能根据实际需要增添或者删除，图1不应理解为对本申请实施例的限制。
在道路行进的自动驾驶车辆，如上面的车辆100，可以识别其周围环境内的物体以确定对当前速度的调整。所述物体可以是其它车辆、交通控制设备、或者其它类型的物体。在一些示例中，可以独立地考虑每个识别的物体，并且基于物体的各自的特性，诸如它的当前速度、加速度、与车辆的间距等，可以用来确定自动驾驶车辆所要调整的速度。
可选地，车辆100或者与车辆100相关联的感知和计算设备(例如，计算平台130)可以基于所识别的物体的特性和周围环境的状态(例如，交通、雨、道路上的冰、等等)来预测所述识别的物体的行为。可选地，每一个所识别的物体都依赖于彼此的行为，因此还可以将所识别的所有物体全部一起考虑来预测单个识别的物体的行为。车辆100能够基于预测的所述识别的物体的行为来调整它的速度。换句话说，自动驾驶车辆能够基于所预测的物体的行为来确定车辆将需要调整到(例如，加速、减速、或者停止)什么稳定状态。在这个过程中，也可以考虑其它因素来确定车辆100的速度，诸如，车辆100在行驶的道路 中的横向位置、道路的曲率、静态和动态物体的接近度等等。
除了提供调整自动驾驶车辆的速度的指令之外，计算设备还可以提供修改车辆100的转向角的指令，以使得自动驾驶车辆遵循给定的轨迹和/或维持与自动驾驶车辆附近的物体(例如，道路上的相邻车道中的轿车)的安全横向和纵向距离。
本申请中的车辆(有时简称为车)为广义概念上的车辆，可以是交通工具(如汽车、卡车、摩托车、飞机、火车、轮船等)，工业车辆(如：叉车、挂车、牵引车等)，工程车辆(如挖掘机、推土车、吊车等)，农用设备(如割草机、收割机等)，游乐设备，玩具车辆等，本申请实施例对车辆的类型不作具体限定。
随着新能源车辆在日常生活中被广泛使用，新能源车辆的续航问题被愈发的重视起来。目前，大部分的新能源车可以通过设置经济(省电)模式来提升车辆的续航能力。
但是，在车辆处于经济(省电)模式时，在部分需要大扭矩或者大功率的场景下，由于车辆的经济模式本身进行了加速降级(动力输出能力相对于普通模式减弱)，车辆的扭矩或功率的输出能力受限，可能无法满足车辆的动力需求。同时，如果用户在意识到车辆的加速能力不够时，才开始调整车辆的加速模式，车辆的加速能力可能因加速模式未及时调整而导致难以匹配用户的需求，致使用户的驾驶体验较差。
例如，在用户开启经济模式驾驶车辆爬坡的场景下。由于开启经济模式后车辆的扭矩或功率输出能力受限，车辆的加速能力可能不足以支持车辆成功爬坡，此时，用户可以调整车辆的加速模式来增加车辆的加速能力。但是，如果用户在意识到车辆动力不足时才开始调整车辆加速模式，车辆可能因需要切换模式致使在较长的时间内难以匹配用户的加速需求，从而导致用户的驾驶体验较差。
本申请实施例提供一种加速补偿的方法、装置以及车辆，能够在车辆需要大扭矩或大功率的场景下对车辆进行加速补偿，从而及时调整车辆的加速能力，提高用户的驾驶体验。
下面首先介绍本申请实施例提供的加速补偿方法所适用的系统架构。
图2是本申请实施例提供的加速补偿方法系统架构200，该系统架构200可应用于图1的车辆100中。
该系统架构200可以包括：地图模块、车云模块和整车控制器。车辆可以通过地图模块和车云模块得到道路信息、导航信息、历史驾驶信息和当前路段驾驶信息中的一种或多种，通过整车控制器(域控制器或者智能驾驶控制器)得到瞬时的车辆行驶信息和/或加速能力信息。在获得上述信息后，整车控制器可以从路况、用户的驾驶风格和用户的驾驶动作几个方面分析用户的加速需求，并完成驾驶补偿的计算。最后，整车控制器可以在一段时间内进行加速补偿。
具体地，车辆通过地图模块可以获得：地图固定信息和地图导航信息，其中，地图的固定信息可以包括：道路的类型(高速路段或者常规路段等)、道路的坡度和道路限速。地图的导航信息可以包括：车辆行驶道路上车流的平均速度、道路的拥堵情况以及车辆在道路中的位置。通过车云模块可以获得：车辆的历史信息(用户的驾驶习惯信息)和车辆在行驶路段上的路程信息。其中，车辆的历史信息(用户的驾驶习惯信息)可以包括：各个限速条件下车辆历史的平均车速、车辆在行驶路段的历史的平均加速踏板开度和历史的平均加速度。车辆在行驶路段上的行驶路程信息可以包括：当前行驶路段车辆的平均速度、当前行驶路段的车辆的平均加速踏板开度和当前行驶路段下的车辆的平均加速度。整车控制器可以采集车辆的当前路段驾驶信息和加速能力信息。其中，车辆的当前路段行驶信息 可以包括：加速踏板开度、驱动电池的剩余容量(state of charge,SOC)、车内的环境温度、乘车人数和加速模式的加速设置等信息。车辆当前加速能力信息可以包括：车辆动力端最大输出功率和整车端当前控制扭矩输出。
应理解，上述车辆的行驶信息和加速能力信息也可以统称为车辆的行驶参数信息。
在得到上述信息后，整车控制器可以根据上述信息计算得到加速补偿参数，该加速补偿参数可以包括：车辆的加速能力需求map、补偿系数、加速补偿map、加速需求时间点、加速需求位置点、加速需求的距离和一段距离内的加速调整次数。其中，加速能力需求map可以指车辆需要进行补偿的扭矩、加速踏板开度、功率、车速中的一种或多种，加速补偿map可以指车辆在电池能力范围内能够提供补偿的扭矩、加速踏板开度、功率、车速中的一种或多种。
在通过计算得到加速补偿参数后，整车控制器能够在一段时间内(补偿进入点和补偿退出点之间)根据加速补偿参数对车辆进行加速补偿。
图3是本申请实施例提供的加速补偿方法流程性示意图，图3的加速补偿方法可应用于车辆100中，方法300可以包括如下步骤：
S301，获取运行在第一模式下车辆的行驶环境信息和/或行驶参数信息
其中，车辆的行驶环境信息可以包括：道路坡度、道路类型信息、道路限速信息、道路的拥堵情况信息和道路平均车辆速度信息中的一种或多种。车辆的行驶参数信息可以包括：车辆行驶的平均速度、加速度、加速踏板开度、电池剩余电量、扭矩、动力端输出功率中的一种或多种。
其中，第一模式可以是经济模式或省电模式子模式的一种，车辆的经济模式或省电模式开启后，车辆的续航能力增强，扭矩和功率的输出能力(加速能力)受限。
可选地，第一模式可以是车辆在出厂时已经设置好的，用户可以直接进行选择。
可选地，第一模式可以由用户根据自身的需求进行定义，例如，用户可以设置在第一模式下允许车辆开启的设备(包括但不限于：空调、摄像头和语音助手)，又例如，用户可以设置在第一模式下不允许车辆开启的设备。
S302，在行驶环境信息和/或行驶参数信息满足预设条件时，将车辆的第一模式切换为第二模式
具体地，第二模式可以是经济模式或省电模式子模式的一种，车辆在相同的速度和/或加速踏板开度的情况下，车辆在第二模式下的加速能力大于车辆在第一模式下的加速能力。
可选地，第二模式可以是车辆在出厂时已经设置好的，用户可以直接进行选择。
可选地，第二模式可以由用户根据自身的需求进行定义，例如，用户可以设置在第二模式下允许车辆开启的设备，又例如，用户可以设置在第二模式下不允许车辆开启的设备。
其中，车辆在第二模式下的加速能力大于车辆在第一模式下的加速能力可以有多种表示方式，例如，在相同的速度和/或加速踏板开度的情况下，车辆以第二模式行驶时的扭矩大于以第一模式行驶的扭矩。又例如，在相同的速度和/或加速踏板开度的情况下，车辆以第二模式行驶时的动力端输出功率大于以第一模式行驶时的动力端功率。又例如，在相同的速度和/或加速踏板开度的情况下，车辆在相同时间内以第二模式行驶时的扭矩变化幅度大于以第一模式行驶时的扭矩变化幅度。
本申请实施例中，车辆能够根据行驶环境信息和/或行驶参数信息，将车辆第一模式 切换为第二模式，通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，提高车辆的加速能力，从而改善用户的驾驶体验。
在行驶环境信息和/或行驶参数信息满足预设条件时，将车辆的第一模式切换为第二模式可以采用不同的方式。
一种可能的实现方式中，所述行驶环境信息包括：道路坡度，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述道路坡度大于或者等于第一阈值时，将所述车辆的所述第一模式切换为所述第二模式。
其中，道路坡度可以在车辆环境信息中的固定信息或导航信息中获取，第一阈值可以是预先设定的道路的坡度值，在道路坡度大于第一阈值时，通过将第一模式切换为第二模式从而提高车辆的加速能力。
本申请实施例中，在道路坡度大于或等于第一阈值时，将车辆的行驶的第一模式切换为第二模式。通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，使得车辆的加速能力快速匹配用户的加速需求，改善用户的驾驶体验。
一种可能的实现方式中，所述行驶环境信息还包括：道路类型信息，所述在所述道路坡度大于或者等于第一阈值时，将所述车辆的所述第一模式切换为所述第二模式，包括：在所述坡度大于或者等于第一阈值时，根据所述道路类型信息，将所述车辆的所述第一模式切换为所述第二模式。
其中，道路类型信息可以包括：高速道路、市郊道路、市区道路和山区道路中的一种或多种。对应不同类型的道路可以将第一阈值的设置为不同数值。例如，对应高速道路可以将第一阈值设置为A，当车辆在高速道路上行驶时，且高速道路的坡度大于A时，可以根据高速道路的坡度所在的第一预设坡道范围将第一模式切换为第二模式。具体的调整方式在图5中的(c)和(d)中介绍。又例如，对应山区道路可以将第一阈值设置为D，当车辆在山区道路行驶，且山区道路的坡度大于D时，可以根据山区道路的坡度所在的第二预设坡度范围将第一模式切换为第二模式。具体的调整方式在图5中的(i)和(j)中介绍。
本申请实施例中，能够在道路的坡度大于或等于第一阈值时，根据道路类型信息和道路坡度，提高车辆在相同的速度和/或加速踏板开度的情况下的加速能力。通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，进一步使得车辆的加速能力快速匹配用户的加速需求，从而改善用户的驾驶体验。
一种可能的实现方式中，所述行驶参数信息包括：平均速度、加速度和加速踏板开度中的一种或者多种，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述车辆当前的平均速度大于或者等于所述车辆在所述道路上行驶时的历史平均速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，在所述车辆当前的加速度大于或者等于所述车辆在所述道路上行驶时的历史平均加速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，在所述车辆当前的平均加速踏板开度大于或者等于所述车辆在所述道路上行驶时的历史平均加速踏板开度时，将所述车辆的所述第一模式切换为所述第二模式。
其中，车辆的历史平均速度、历史加速度和历史加速踏板开度可以属于车辆的历史行驶数据，该历史行驶数据可以通过云端服务器发送给车辆。该历史行驶数据可以是整个历史的车辆的行驶数据，也可以是过去1个月内车辆的行驶数据，还可以是过去的1周内车 辆的行驶数据，本申请实施例对此不作限定。
本申请实施例中，能够将车辆的行驶参数信息和车辆历史的行驶数据进行比较，当车辆的行驶参数信息包括的行驶数据大于或等于车辆历史的行驶数据时，说明用户的驾驶风格更为激进，此时，可以提高车辆在相同的速度和/或加速踏板开度的情况下的加速能力，从而使车辆的驾驶模式更加匹配用户的驾驶风格。
一种可能的实现方式中，所述行驶参数信息还包括：预设时长内所述车辆的加速踏板开度，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述加速踏板开度大于或者等于第二阈值的次数大于或者等于第三阈值时，将所述车辆的所述第一模式切换为所述第二模式。
其中，第二阈值可以是预设的踏板开度，第三阈值可以是预设的驾驶员踩加速踏板的次数。例如，检测到驾驶员在20秒内踩加速踏板70％开度以上的次数为5次，大于预设的次数2次，此时可以将车辆的第一模式切换为第二模式。又例如，检测到驾驶员在60秒内踩加速踏板70％开度以上的次数为12次，大于预设的次数10次，此时可以将车辆的第一模式切换为第二模式。
本申请实施例中，能够在预设时长内车辆的加速踏板开度满足预设条件时，提高车辆在相同的速度和/或加速踏板开度的情况下的加速能力。通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，根据驾驶员的驾驶动作及时调整车辆的加速能力，从而能够使得车辆的加速模式更加匹配用户的驾驶习惯。
一种可能的实现方式中，所述行驶参数信息包括：所述车辆电池的剩余电量，所述方法还包括：根据所述剩余电量确定所述车辆行驶的第三模式，所述车辆的经济模式或省电模式包括所述第三模式；所述将所述车辆的第一模式切换为第二模式之前，所述方法还包括：确定所述车辆在所述第二模式下的加速能力小于所述车辆在所述第三模式下的加速能力。
其中，第三模式属于车辆的经济模式或省电模式，车辆在第三模式的加速能力可以是车辆当前电池剩余电量能够达到的最大加速能力。
在车辆将第一模式切换为第二模式之前，可以判断出车辆在第二模式下加速能力和第三模式下加速能力的大小关系从而确定不同的加速补偿策略。当车辆在第二模式的加速能力小于第三模式下的加速能力时，将车辆的第一模式切换为第二模式。当车辆在第二模式下的加速能力大于或等于第三模式下的加速能力时，将第一模式切换为第三模式。
其中，确定车辆在第二模式下的加速能力小于第三模式下的加速能力可以采用多种方式。
例如，可以通过电池的剩余电量确定电池当前的最大输出功率，由于电池当前的最大输出功率与动力端的最大输出功率相对应，由此可以得到车辆动力端的最大输出功率。然后，再确定第二模式所对应的动力端输出功率，并将该输出功率与上述最大输出功率进行比较，如果该输出功率小于最大输出功率，则在相同的速度和/或加速踏板开度的情况下，车辆在第二模式下的加速能力小于在第三模式下的加速能力。如果输出功率大于最大输出功率，则在相同的速度和/或加速踏板开度的情况下，车辆在第二模式下的加速能力大于在第三模式下的加速能力。
又例如，可以通过电池的剩余电量确定电池当前的最大输出功率，由于电池当前的最大输出功率与动力端的最大输出功率相对应，由此可以得到车辆动力端的最大输出功率， 并根据该最大输出功率计算出最大扭矩。然后将车辆第二模式所对应的扭矩与最大扭矩相比较，如果第二模式所对应的扭矩小于最大扭矩，则在相同的速度和/或加速踏板开度的情况下，车辆在第二模式下的加速能力小于第三模式下的加速能力，如果第二扭矩大于最大扭矩，则在相同的速度和/或加速踏板开度的情况下，车辆在第二模式下的加速能力大于第三模式下的加速能力。
本申请实施例中，根据车辆电池当前的剩余电量确定车辆行驶的第三模式，并在第二模式的加速能力小于第三模式的加速能力的情况下，才将第一模式切换为第二模式。通过这样的方式，能够在车辆电池所能达到的能力范围内，使得车辆的加速能力快速匹配用户的加速需求，从而改善用户的驾驶体验。
一种可能的实现方式中，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一扭矩调整为以所述第二模式行驶时的第二扭矩；其中，在相同的速度和/或加速踏板开度的情况下，所述第二扭矩大于所述第一扭矩。
本申请实施例中，车辆能够在车辆的行驶环境信息和/或行驶参数信息满足预设条件时，将车辆以第一模式行驶的第一扭矩调整为以第二模式行驶的第二扭矩，通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，通过增大扭矩来提高车辆的加速能力，从而改善用户的驾驶体验。
一种可能的实现方式中，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一功率调整为以所述第二模式行驶时的第二功率；其中，在相同的速度和/或加速踏板开度的情况下，所述第二功率大于所述第一功率。
本申请实施例中，车辆能够在车辆的行驶环境信息和/或行驶参数信息满足预设条件时，将车辆以第一模式行驶的第一功率调整为以第二模式行驶的第二功率，通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，通过增大车辆动力端的输出功率来提高车辆的加速能力，从而改善用户的驾驶体验。
一种可能的实现方式中，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一扭矩变化率调整为以所述第二模式行驶时的第二扭矩变化率；其中，在相同的速度和/或加速踏板开度的情况下，所述第二扭矩变化率大于所述第一扭矩变化率。
本申请实施例中，车辆能够在车辆的行驶环境信息和/或行驶参数信息满足预设条件时，将车辆以第一模式行驶的第一扭矩变化率调整为以第二模式行驶的第二扭矩变化率，通过这样的方式，能够在车辆处于经济模式或省电模式的状态下，通过增大车辆的扭矩变化率来提高车辆的加速能力，从而改善用户的驾驶体验。
图4是本申请实施例提供的另一种加速补偿方法流程性示意图，图4的加速补偿方法可应用于车辆100中。方法400可以包括如下步骤。
S401，开启车辆的经济模式
其中，车辆的经济模式也可以称为省电模式，在经济模式下由于车辆需要优先保证续 航能力，所以车辆的扭矩或功率的输出能力受限，加速能力受到影响。
开启车辆的经济模式可以采用多种方式，例如，可以通过车辆显示屏的人机交互界面快速的开启车辆的经济模式。又例如，用户可以向车载交互助手发送语音指令，交互助手可以根据该语音指令开启车辆的经济模式。又例如，在检测到剩余电量在正常行驶模式下不足以支持车辆行驶到目的地时，车辆可以自动将正常行驶模式切换至经济模式。
S402，获取当前车辆的行驶信息
具体地，车辆的行驶信息可以包括：车辆的控制器信息、道路信息、导航信息、用户驾驶习惯信息、当前路段的驾驶信息中的一种或多种。上述信息可以通过图2中的系统架构200中的地图模块、车云模块和整车控制器获得。上述信息的具体含义已经在图2中的系统架构进行了详细的介绍，此处不再赘述。
S403，确定电池最大能力是否大于此模式电池能力的最大值设置
具体地，在该步骤中需要确定车辆电池的最大能力能否大于经济模式下电池能力的最大值。如果大于则进行步骤S404，如果不大于进行步骤S408，并结束补偿流程。
应理解，由于对于车辆进行加速补偿需要占用一部分电池能力，如果在经济模式下，电池能力的最大值大于车辆电池能力的最大值时进行加速补偿，既可能导致加速补偿失败，又可能降低电池的使用寿命。
S404，确定车辆是否行驶在高速道路上
具体地，如果确定车辆是否行驶在高速道路上可以采用多种方式。
一种可能的实现方式中，车辆可以通过地图上的道路信息和/或导航信息来确定车辆是否在高速道路上。
一种可能的实现方式中，车辆可以通过部署在车辆上的摄像装置来获取车外的环境信息，车辆可以对该环境信息进行识别并结合车辆的行驶速度来确定车辆是否在高速道路上。
例如，车辆通过环视摄像头在预设的时间间隔内采集车辆周围的环境信息，发现车辆的环境信息中没有出现过建筑物或红绿灯，并且车辆长时间保持高速行驶(例如，120km/h)，此时可以确定车辆行驶在高速道路上。
又例如，车辆在某一时刻采集到高速标识或者高速收费站图像信息，并且车辆长时间保持高速行驶(例如，120km/h)，此时可以确定车辆行驶在高速道路上。
在步骤S404中如果确定车辆在高速道路上行驶，则进行步骤S404’，如果确定车辆不在高速道路上则进行步骤S405。
S404’，确定道路的坡度是否大于预设阈值A
具体地，车辆可以根据道路信息中的坡度信息确定当前行驶的高速道路的坡度，在该坡度大于或等于预设阈值A时，车辆将执行高速坡道补偿方案。在该坡度小于预设阈值A时，则进行步骤S408结束补偿流程。
S405，确定车辆是否行驶在市郊道路上
具体地，如果确定车辆是否在市郊道路上可以采用多种方式。
一种可能的实现方式中，车辆可以通过地图上的道路信息和/或导航信息来确定车辆是否在市郊道路上。
一种可能的实现方式中，车辆可以通过部署在车辆上的摄像装置来获取车外的环境信息，车辆可以对该环境信息进行识别并结合车辆的行驶速度来确定车辆是否在市郊道路上。
例如，车辆通过环视摄像头在预设的时间间隔内采集车辆周围的环境信息，发现车辆 的环境信息中出现建筑物或者红绿灯的频率较低，并且车辆的在长时间内处于中等速度行驶(例如，70km/h)，此时可以确定车辆行驶在市郊道路上。
应理解，市郊道路可以指一级公路，即主要功能是连接各大地区的经济政治中心、通往重要工业区域或交通枢纽的道路。
在步骤S405中如果确定车辆在市郊道路上行驶，则进行步骤S405’，如果确定车辆不在高速道路上则进行步骤S406。
S405’，确定道路的坡度是否大于预设阈值B
具体地，车辆可以根据道路信息中的坡度信息确定当前行驶的市郊道路的坡度，在该坡度大于或等于预设阈值B时，车辆将执行市郊坡道补偿方案。在该坡度小于预设阈值B时，则进行步骤S408结束补偿流程。
S406，确定车辆是否行驶在市区道路上
具体地，如果确定车辆是否在市区道路上可以采用多种方式。
一种可能的实现方式中，车辆可以通过地图上的道路信息和/或导航信息来确定车辆是否在市区道路上。
例如，车辆通过导航信息中的拥堵情况信息判断车辆行驶的道路上拥堵情况较为严重，此时可以确定车辆行驶在市区的道路上。
一种可能的实现方式中，车辆可以通过部署在车辆上的摄像装置来获取车外的环境信息，车辆可以对该环境信息进行识别并结合车辆的行驶速度来确定车辆是否在市区道路上。
例如，车辆通过环视摄像头在预设的时间间隔内采集车辆周围的环境信息，发现车辆的环境信息中出现建筑物或者红绿灯的频率较高，并且车辆的行驶速度在长时间内处于较低速度行驶(例如，40km/h)且车辆的行驶速度波动较大，此时可以确定车辆行驶在市区道路上。
在步骤S406中如果确定车辆在市区道路上行驶，则进行步骤S406’，如果确定车辆不在高速道路上则进行步骤S407。
S406’确定道路的坡度是否大于预设阈值C
具体地，车辆可以根据道路信息中的坡度信息确定当前行驶的市区道路的坡度，在该坡度大于或等于预设阈值C时，车辆将执行市区坡道补偿方案。在该坡度小于预设阈值C时，则进行步骤S408结束补偿流程。
S407，确定车辆是否行驶在山区道路上
具体地，如果确定车辆是否在山区道路上可以采用多种方式。
一种可能的实现方式中，车辆可以通过地图上的道路信息和/或导航信息来确定车辆是否在山区道路上。
一种可能的实现方式中，车辆可以通过部署在车辆上的摄像装置来获取车外的环境信息，车辆可以对该环境信息进行识别来确定车辆是否在市郊道路上。
例如，车辆通过环视摄像头在预设的时间间隔内采集车辆周围的环境信息，发现车辆的环境信息中出现山体或者山路标识，此时可以确定车辆行驶在山区道路上。
S407’确定道路的坡度是否大于预设阈值D
具体地，车辆可以根据道路信息中的坡度信息确定当前行驶的山区道路的坡度，在该坡度大于或等于预设阈值D时，车辆将执行山区坡道补偿方案。在该坡度小于预设阈值D时，则进行步骤S408结束补偿流程。
应理解，上述预设阈值A至D的数值可以设置成依次增大，预设阈值A至D的具体数值和各种路况下的补偿方案将在图5中进行举例说明。
S408，结束补偿流程
本申请实施例中，可以通过车辆的行驶信息确定车辆行驶的道路类型，并根据道路类型和道路的坡度情况，确定加速补偿方案，通过这样的方式，能够在不同的驾驶场景下保证车辆的续航能力的同时，增强车辆的加速能力。
图5是本申请实施例提供的加速补偿方法的应用场景示意图，图5中的应用场景可以是方法400所适用的应用场景。
如图5中的(a)所示，车辆在正常驾驶的状态下，车辆的中控大屏显示界面500以及功能栏510。该显示界面500上包括用户账号登录信息501、蓝牙功能图标502、Wi-Fi功能图标503、蜂窝网络信号图标504、车载地图应用搜索框505、切换至显示车辆安装的所有应用程序的卡片506、切换至显示车载音乐应用的卡片507、车辆剩余电量以及剩余行驶里程的显示卡片508、车辆360度(°)环影功能的显示卡片509。其中，车载地图应用搜索框505中可以包括用户设置的回家控件5051和去公司控件5052。功能栏510中包括切换至显示中控大屏桌面的图标511、车辆内循环图标512、主驾座椅加热功能图标513，主驾区域空调温度显示图标514、副驾区域空调温度显示图标515、副驾座椅加热功能图标516以及音量设置图标517。
用户可以通过车载地图应用搜索框505来搜索用户想要到达的地点，车辆可以根据用户输入的信息确定用户想到达的预设地点以及到需要行驶的距离，并且车辆可以结合行驶的距离和剩余电量判断出车辆能否以正常模式行驶到预设地点。
如图5中的(b)所示，在车辆判断出剩余电量不足以支持车辆以正常模式行驶到预设地点时，在车辆的显示屏上可以显示提示框518，用于告知用户到达目的地车辆的续航能力不足，并向用户确认是否开启经济模式。用户可以点击提示框518中的确认控件使得车辆开启经济模式。
如图5中的(c)所示，在车辆开启经济模式后，检测到车辆行驶在高速道路上，车辆可以根据获取的道路坡度信息确定高速道路的坡度，并且将确定的坡度与预设阈值A进行比较来确定是否执行高速坡道补偿方案。其中，检测到车辆行驶在高速道路上可以通过方法400中步骤S404中描述的任一种方式。
图5中的(d)描述了高速坡道补偿方案，如图5中的(d)所示，当高速道路上坡度小于A时，不需要进行补偿，当高速道路上坡度在[A,A+x)的区间内时，需要对车辆进行h 1的加速补偿，当高速道路上坡度在[A+x,A+2x)的区间内时，需要对车辆进行2h 1的加速补偿，当高速道路上坡度大于或等于A+2x时，需要对车辆进行4h 1的加速补偿。
例如，当高速道路上坡度小于2％时，不需要进行补偿，当高速道路上坡度在[2％,4％)的区间内时，需要对车辆进行h 1的加速补偿，当高速道路上坡度在[4％,6％)的区间内时，需要对车辆进行2h 1的加速补偿，当高速道路上坡度大于或等于6％时，需要对车辆进行4h 1的加速补偿。
其中，高速道路上补偿h 1的具体数值可以根据下表1进行确定，例如，当车辆行驶高速道路上，坡度在[2％,4％)的区间内，车速为120km/h，加速踏板开度为20％时，可以对车辆的扭矩补偿10Nm。又例如，当车辆行驶高速道路上，坡度在[4％,6％)的区间内，车速为120km/h，加速踏板开度为20％时，可以对车辆的扭矩补偿20Nm。
应理解，下表1所示的高速道路的补偿方式仅为示例性的说明，表1中的数据不构成对本申请实施例的限定。
还应理解，表1中的加速补偿方法以补偿车辆行驶的扭矩为例，补偿车辆的扭矩也可以替换成补偿车辆动力端的输出功率。
表1
Figure PCTCN2022102808-appb-000001
如图5中的(e)所示，在车辆开启经济模式后，检测到车辆行驶在市郊道路上，车辆可以根据获取的道路坡度信息确定市郊道路的坡度，并且将确定的坡度与预设阈值B进行比较来确定是否执行市郊坡道补偿方案。其中，检测到车辆行驶在市郊道路上可以通过方法400中步骤S405中描述的任一种方式。
图5中的(f)描述了市郊坡道补偿方案，如图5中的(f)所示，当市郊道路上坡度小于B时，不需要进行补偿，当市郊道路上坡度在[B,B+x)的区间内时，需要对车辆进行h 2的加速补偿，当市郊道路上坡度在[B+x,B+2x)的区间内时，需要对车辆进行2h 2的加速补偿，当市郊道路上坡度大于或等于B+2x时，需要对车辆进行4h 2的加速补偿。
例如，当市郊道路上坡度小于4％时，不需要进行补偿，当市郊道路上坡度在[4％,6％)的区间内时，需要对车辆进行h 2的加速补偿，当市郊道路上坡度在[6％,8％)的区间内时，需要对车辆进行2h 2的加速补偿，当市郊道路上坡度大于或等于8％时，需要对车辆进行 4h 2的加速补偿。
其中，市郊道路上补偿h 2的具体数值可以根据下表2进行确定，例如，当车辆行驶市郊道路上，坡度在[4％,6％)的区间内，车速为60km/h，加速踏板开度为25％时，可以对车辆的扭矩补偿10Nm。又例如，当车辆行驶市郊道路上，坡度在[6％,8％)的区间内，车速为60km/h，加速踏板开度为25％时，可以对车辆的扭矩补偿20Nm。
应理解，下表2所示的市郊道路的补偿方式仅为示例性的说明，表2中的数据不构成对本申请实施例的限定。
还应理解，表2中的加速补偿方法以补偿车辆行驶的扭矩为例，补偿车辆的扭矩也可以替换成补偿车辆动力端的输出功率。
表2
Figure PCTCN2022102808-appb-000002
如图5中的(g)所示，在车辆开启经济模式后，检测到车辆行驶在市区道路上，车辆可以根据获取的道路坡度信息确定市区道路的坡度，并且将确定的坡度与预设阈值C进行比较来确定是否执行市区坡道补偿方案。其中，检测到车辆行驶在市区道路上可以通过方法400中S406中描述的任一种方式。
图5中的(h)描述了市区坡道补偿方案，如图5中的(h)所示，当市区道路上坡度小于C时，不需要进行补偿，当市区道路上坡度在[C,C+x)的区间内时，需要对车辆进行h 3的加 速补偿，当市区道路上坡度在[C+x,C+2x)的区间内时，需要对车辆进行2h 3的加速补偿，当市区道路上坡度大于或等于C+2x时，需要对车辆进行4h 3的加速补偿。
例如，当市区道路上坡度小于6％时，不需要进行补偿，当市区道路上坡度在[6,8％)的区间内时，需要对车辆进行h 3的加速补偿，当市区道路上坡度在[8％,10％)的区间内时，需要对车辆进行2h 3的加速补偿，当市区道路上坡度大于或等于10％时，需要对车辆进行4h 3的加速补偿。
其中，市区道路上补偿h 3的具体数值可以根据下表3进行确定，例如，当车辆行驶市区道路上，坡度在[6％,8％)的区间内，车速为40km/h，加速踏板开度为30％时，可以对车辆的扭矩补偿10Nm。又例如，当车辆行驶市区道路上，坡度在[8％,10％)的区间内，车速为40km/h，加速踏板开度为30％时，可以对车辆的扭矩补偿20Nm。
应理解，下表3所示的市区道路的补偿方式仅为示例性的说明，表3中的数据不构成对本申请实施例的限定。
还应理解，表3中的加速补偿方法以补偿车辆行驶的扭矩为例，补偿车辆的扭矩也可以替换成补偿车辆动力端的输出功率。
表3
Figure PCTCN2022102808-appb-000003
如图5中的(i)所示，在车辆开启经济模式后，检测到车辆行驶在山区道路上，车辆可以根据获取的道路坡度信息确定山区道路的坡度，并且将确定的坡度与预设阈值D进行比较来确定是否执行山区坡道补偿方案。其中，检测到车辆行驶在山区道路上可以通过方法400中步骤S407中描述的任一种方式。
图5中的(j)描述了山区坡道补偿方案，如图5中的(j)所示，当山区道路上坡度小于D时，不需要进行补偿，当山区道路上坡度在[D,D+x)的区间内时，需要对车辆进行h 4的加速补偿，当山区道路上坡度在[D+x,D+2x)的区间内时，需要对车辆进行2h 4的加速补偿，当山区道路上坡度大于或等于D+2x时，需要对车辆进行4h 4的加速补偿。
例如，当山区道路上坡度小于20％时，不需要进行补偿，当山区道路上坡度在[20％,25％)的区间内时，需要对车辆进行h 4的加速补偿，当山区道路上坡度在[25％,30％]的区间内时，需要对车辆进行2h 4的加速补偿，当山区道路上坡度大于或等于30％时，需要对车辆进行4h 4的加速补偿。
其中，山区道路上补偿h 4的具体数值可以根据下表4进行确定，例如，当车辆行驶在山区道路上，坡度在[20％,25％)的区间内，车速为40km/h，加速踏板开度为30％时，可以对车辆的扭矩补偿20Nm。又例如，当车辆行驶山区道路上，在[25％,30％)的区间内，车速为40km/h，加速踏板开度为30％时，可以对车辆的扭矩补偿40Nm。
应理解，下表4所示的山区道路的补偿方式仅为示例性的说明，表4中的数据不构成对本申请实施例的限定。
还应理解，表4中的加速补偿方法以补偿车辆行驶的扭矩为例，补偿车辆的扭矩也可以替换成补偿车辆动力端的输出功率。
表4
Figure PCTCN2022102808-appb-000004
Figure PCTCN2022102808-appb-000005
本申请实施例中，能够根据道路类型和道路的坡度情况，确定最适合的加速补偿方案，通过这样的方式，能够在不同的驾驶场景下保证车辆的续航能力的同时，增强车辆的加速能力。
图6是本申请实施例提供的一种基于驾驶风格的加速补偿方法流程性示意图，方法600可以应用于图1的车辆100中，方法600可以包括如下步骤。
S601，开启车辆的经济模式
其中，开启车辆的经济模式可以采用多种方式，例如，可以通过车辆显示屏的人机交互界面快速的开启车辆的经济模式。又例如，用户可以向车载交互助手发送语音指令，交互助手可以根据该语音指令开启车辆的经济模式。又例如，可以采用图5中的(b)所示的方式开启车辆的经济模式。
S602，获取当前车辆的行驶信息
其中，车辆的行驶信息可以包括：车辆的控制器信息、道路信息、导航信息、用户驾驶习惯信息、当前路段的驾驶信息中的一种或多种。上述信息可以通过图2中的系统架构200中的地图模块、车云模块和整车控制器获得。上述信息的具体含义已经在图2中的系统架构进行了详细的介绍，此处不再赘述。
S603，确定电池最大能力是否大于此模式电池能力的最大值设置
具体地，在该步骤中需要确定车辆电池的最大能力能否大于经济模式下电池能力的最大值。如果大于则进行步骤S604，如果不大于进行步骤S605，并结束补偿流程。
应理解，由于对于车辆进行加速补偿需要占用一部分电池能力，如果在经济模式下，电池能力的最大值大于车辆电池能力的最大值时进行加速补偿，既可能导致加速补偿失败，又可能降低电池的使用寿命。
S604，确定当前导航路段是否具有可参考的历史数据
如果当前导航路段具有可参考的历史数据，则进行步骤S604’，如果当前路段不具有可参考的历史数据则进行步骤S605结束加速补偿流程。
其中，用户可参考的历史数据可以用于指示车辆在相同或相近的路况下行驶的平均速度、平均加速度和平均油门中的一种或多种。例如，车辆曾经在市区道路上以50km/h的平均速度行驶。当前，车辆同样行驶在市区道路上且当前行驶路况与历史路况相似，车辆以平均60km/h的平均速度行驶，此时50km/h可以作为可参考的历史数据。又例如，车辆曾经行驶在山区道路上加速踏板开度为30％。当前，车辆行驶在坡度相近的山区道路上，加速踏板开度为40％，此时加速踏板开度为30％可以作为可参考的历史数据。
S604’，确定当前加速因子是否比可参考的历史数据大
具体地，加速因子可以由如下公式进行确定
y＝f(x 1,x 2,x 3)
其中，y表示加速因子，x 1表示速度系数＝当前平均速度/历史平均速度，x 2表示加速度系数＝当前加速度/历史平均加速度，x 3表示油门系数＝当前加速踏板开度/历史加速踏板 开度。
上述公式可以具有两种表示方式
方式1：
y＝k 0x 1x 2x 3
其中，k 0为修正系数，其具体数值可以根据上述公式实际应用的情况加以确定。
方式2：
y＝k 1x 1+k 2x 2+k 3x 3
其中，k 1,k 2,k 3为权重系数，k 1至k 3的具体数值可以根据上述公式实际应用的情况加以确定。
通过公式计算出的加速因子比可参考的历史数据大时，可以基于用户的驾驶风格进行补偿。当加速因子比可参考的历史数据小时，可以进行步骤S605结束加速补偿流程。
具体的加速补偿可以通过如下公式进行计算：
补偿值＝加速因子×基础扭矩值
其中，基础扭矩值的具体数值可以根据下表5中的对应关系确定。
应理解，下表5中列出的基础扭矩值的数据仅为示例性的说明，表5中的数据不构成对本申请实施例的限定。
表5
Figure PCTCN2022102808-appb-000006
Figure PCTCN2022102808-appb-000007
S605，结束补偿流程
本申请实施例中，可以通过对比车辆当前的和历史的行驶速度、加速度、加速踏板开度得到加速因子，通过加速因子确定用户的当前驾驶风格是否比历史驾驶风格更加激进，并根据加速因子的所在的范围进行不同程度的补偿，通过这样的方式，能够满足车辆在部分场景下的大功率或大扭矩需求，保证驾驶员在无感的状态下进行加速补偿，改善用户的驾驶体验。
图7是本申请实施例提供的一种基于驾驶动作的加速补偿方法流程性示意图，方法700可应用于图1的车辆100中，方法700可以包括如下步骤。
S701，开启车辆的经济模式
其中，开启车辆的经济模式可以采用多种方式，例如，可以通过车辆显示屏的人机交互界面快速的开启车辆的经济模式。又例如，用户可以向车载交互助手发送语音指令，交互助手可以根据该语音指令开启车辆的经济模式。又例如，可以采用图5中的(b)所示的方式开启车辆的经济模式。
S702，获取当前车辆的行驶信息
其中，车辆的行驶信息可以包括：车辆的控制器信息、道路信息、导航信息、用户驾驶习惯信息、当前路段的驾驶信息中的一种或多种。上述信息可以通过图2中的系统架构200中的地图模块、车云模块和整车控制器获得。上述信息的具体含义已经在图2中的系统架构进行了详细的介绍，此处不再赘述。
S703，确定电池最大能力是否大于此模式电池能力的最大值设置
具体地，在该步骤中需要确定车辆电池的最大能力能否大于经济模式下电池能力的最大值。如果大于则进行步骤S704，如果不大于进行步骤S705，并结束补偿流程。
应理解，由于对于车辆进行加速补偿需要占用一部分电池能力，如果在经济模式下，电池能力的最大值大于车辆电池能力的最大值时进行加速补偿，既可能导致加速补偿失败，又可能降低电池的使用寿命。
S704，确定驾驶员是否触发特定的加速动作
其中，驾驶员是否触发特定的加速动作可以通过检测驾驶员是否踩加速踏板来判断。如果车辆在预设时长内检测到驾驶员踩加速踏板的动作，则进行步骤S704’，如果驾驶员在预设的时长内没有检测到驾驶员踩加速踏板的动作，则进行步骤S705，并结束加速补偿流程。
S704’，动作次数在预设时长内是否达到预设阈值
具体地，可以通过检测预设时长内驾驶员踩加速踏板大于第二阈值的次数是否大于第三阈值，来确定加速补偿方案。如果驾驶员在预设时长内踩加速踏板大于第二阈值的次数大于或等于第三阈值则进行步骤S704”，如果驾驶员在预设时长内踩加速踏板大于第二原值的次数小于第三阈值，则进行步骤S705，并结束加速补偿流程。
S704”基于驾驶动作进行加速补偿
具体地，可以根据下表6的方案进行加速补偿
表6
Figure PCTCN2022102808-appb-000008
Figure PCTCN2022102808-appb-000009
如表6所示，在预设时长为T 1的时间段内，驾驶员实际踩加速踏板的开度大于或等于P％的次数大于或等于n，此时可以进行k的加速补偿。预设时长为T 2的时间段内，驾驶员实际踩加速踏板的开度大于或等于P％的次数大于或等于2.5n，此时可以进行l的加速补偿。预设时长为T 3的时间段内，驾驶员实际踩加速踏板的开度大于或等于P％的次数大于或等于5n，此时可以进行m的加速补偿。
下表7为表6的示意性的例子。
表7
Figure PCTCN2022102808-appb-000010
如表7所示，在预设时长为20s的时间段内，驾驶员实际踩加速踏板开度大于或等于70％开度的次数大于或等于2次，对车辆在(0-200km/h的车速下)可以进行30Nm的扭矩补偿。在预设时长为60s的时间段内，驾驶员实际踩加速踏板开度大于或等于70％开度的次数大于或等于5次，对车辆在(0-200km/h的车速下)可以进行50Nm的扭矩补偿。在预设时长为120s的时间段内，驾驶员实际踩加速踏板开度大于或等于70％开度的次数大于或等于10次，对车辆在(0-200km/h的车速下)可以进行50Nm的扭矩补偿。
S705，结束补偿流程
本申请实施例中，能够通过驾驶员在预设时长内触发驾驶动作的次数，进行不同的补偿方案，通过这样的方式，根据驾驶员的驾驶动作次数及时调整车辆的加速能力，从而能够使得车辆的加速能力更加匹配用户的驾驶习惯。
图8是本申请实施例提供的一种基于多种策略的加速补偿方法流程性示意图，方法800可应用于图1的车辆100中，方法800可以包括如下步骤。
S801，开启车辆的经济模式
其中，开启车辆的经济模式可以采用多种方式，例如，可以通过车辆显示屏的人机交互界面快速的开启车辆的经济模式。又例如，用户可以向车载交互助手发送语音指令，交互助手可以根据该语音指令开启车辆的经济模式。又例如，可以采用图5中的(b)所示的方式开启车辆的经济模式。
S802，获取当前车辆的行驶信息
其中，车辆的行驶信息可以包括：车辆的控制器信息、道路信息、导航信息、用户驾驶习惯信息、当前路段的驾驶信息中的一种或多种。上述信息可以通过图2中的系统架构200中的地图模块、车云模块和整车控制器获得。上述信息的具体含义已经在图2中的系统架构进行了详细的介绍，此处不再赘述。
S803，确定电池最大能力是否大于此模式电池能力的最大值设置
具体地，在该步骤中需要确定车辆电池的最大能力能否大于经济模式下电池能力的最大值。如果大于则进行步骤S804a至S804c，并将电池最大能力输出，如果不大于则不进行加速补偿，并结束补偿流程。
应理解，由于对于车辆进行加速补偿需要占用一部分电池能力，如果在经济模式下， 电池能力的最大值大于车辆电池能力的最大值时进行加速补偿，既可能导致加速补偿失败，又可能降低电池的使用寿命。
S804a，确定道路的类型和坡度
具体的，确定的道路类型和坡度可以采用方法400中的方式。在确定了道路类型和坡度后可以进行步骤S805a。
S804b，当前导航路段是否有可参考的历史数据
具体地，如果当前路段具有可参考的历史数据，则可以进行步骤S805b，如果当前路段没有可参考的历史数据，则可以判断出不对车辆进行加速补偿，并结束该路径的补偿流程。其中，可参考的历史数据可以是方法600中步骤S604确定的数据。
S804c，驾驶员是否触发特定的加速动作
具体地，特定的加速动作可以包括：踩加速踏板。如果驾驶员在预设时长内触发了特定的加速动作，可以进行步骤S805c，如果驾驶员在预设时长内没有触发特定的动作，则可以判断出不对车辆进行加速补偿，并结束该路径的补偿流程。
应理解，上述步骤S804a至S804c的可以同时执行，也可以有先后顺序执行，具体的执行方式可以根据方法800实际的应用情况进行设置。
S805a，确定道路坡度是否满足坡道补偿方案
具体地，判断道路的坡度是否满足坡道补偿方案可以采用方法400中的步骤S404’至步骤S407’中描述的方式。在确定了道路的坡度满足坡道补偿方案后，可以进行步骤S806a，如果道路的坡度不满足坡道补偿方案，则可以确定不对车辆进行加速补偿，并结束该路径的加速补偿流程。
S805b，当前加速因子是否比可参考的历史数据大
具体地，加速因子的确定方式可以采用方法600中的步骤S604’中描述的方式。如果加速因子比可参考的历史数据大，则进行步骤S806b，如果当前加速因子比可参考的历史数据小，则可以确定不对车辆进行加速补偿，并结束该路径的加速补偿流程。
S805c，驾驶动作次数在预设时长内是否达到阈值
具体地，可以通过检测预设时长内驾驶员踩加速踏板大于第二阈值的次数是否大于第三阈值，来确定加速补偿方案。如果驾驶员在预设时长内踩加速踏板大于或等于第二阈值的次数大于或等于第三阈值则进行步骤S806c，如果驾驶员在预设时长内踩加速踏板大于或等于第二阈值的次数小于第三阈值，则可以确定不对车辆进行加速补偿，并结束该路径的加速补偿流程。
应理解，上述步骤S805a至S805c的可以同时执行，也可以有先后顺序执行，具体的执行方式可以根据方法800实际的应用情况进行设置。
还应理解，在上述步骤S805a至S805c中如果判断出某一条路径不进行补偿，则该路径的补偿流程结束，不影响其他路径的加速补偿进行。
S806a，基于坡道的加速补偿
具体地，基于坡道的加速补偿可以采用图5中的(d)、(f)、(h)、(i)及其文字部分描述的任一项加速补偿方案。
S806b，基于驾驶风格的加速补偿、
具体地，基于驾驶风格的加速补偿可以采用方法600中步骤S604’中描述的加速补偿方案。
S806c，基于驾驶动作的加速补偿
具体地，基于驾驶动作的加速补偿可以采用方法700中表6或表7中描述的加速补偿方案。
S807，取补偿最大值，输出方案时间点
具体地，如果多条路径均满足补偿条件，可以在所有补偿方案中取补偿的最大值作为最终的加速补偿值，并确定车辆进入和退出补偿的时间点。
S808，在补偿方案和电池最大输出能力中取最小值进行补偿
其中，通过电池的最大输出能力可以计算出电池支持加速补偿的最大功率和/或最大扭矩，将该最大功率和最大扭矩与步骤S807中得到的补偿功率和/或补偿扭矩的最大值，取两者中的最小值作为最终补偿方案，并基于补偿方案的进入和退出时间点自动开始和结束补偿流程。
本申请实施例中，能够将多种加速补偿方案组合应用，并根据电池的最大输出能力确定最终的加速补偿方案，通过这样的方式，能够在车辆电池所能达到的能力范围内，使得车辆的加速能力快速匹配用户的加速需求，从而改善用户的驾驶体验。
本申请实施例还提供用于实现以上任一种方法的装置，例如，提供一种装置包括用以实现以上任一种方法中装置或车辆所执行的各步骤的单元(或手段)。
图9是本申请实施例提供的加速补偿装置900示意图。该装置900可应用于图1的车辆100中。
该装置900可以包括获取单元910、存储单元920和处理单元930。获取单元910用于获取数据，获取单元910还可以称为通信接口或通信单元。存储单元920可以实现相应的存储数据功能，存储相应的指令和/或数据。处理单元930用于进行数据处理。处理单元930可以读取存储单元920中的指令和/或数据，以使得装置实现前述方法实施例。
该装置900可以包括：获取单元910，用于获取运行在第一模式下车辆的行驶环境信息和/或行驶参数信息；处理单元930，用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式；其中，在相同的速度和/或加速踏板开度的情况下，所述车辆在所述第二模式下的加速能力大于在所述第一模式下的加速能力，所述车辆的经济模式或省电模式包括所述第一模式和所述第二模式。
一种可能的实现方式中，所述行驶环境信息包括：道路坡度；所述处理单元930，具体用于在所述道路坡度大于或者等于第一阈值时，将所述车辆的所述第一模式切换为所述第二模式。
一种可能的实现方式中，所述行驶环境信息还包括：道路类型信息；所述处理单元930，具体用于在所述坡度大于或者等于第一阈值时，根据所述道路类型信息，将所述车辆的所述第一模式切换为所述第二模式。
一种可能的实现方式中，所述行驶参数信息包括：平均速度、加速度和加速踏板开度中的一种或者多种；所述处理单元930，具体用于在所述车辆当前的平均速度大于或者等于所述车辆在所述道路上行驶时的历史平均速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，在所述车辆当前的加速度大于或者等于所述车辆在所述道路上行驶时的历史平均加速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，在所述车辆当前的平均加速踏板开度大于或者等于所述车辆在所述道路上行驶时的历史平均加速踏板开度时，将所述车辆的所述第一模式切换为所述第二模式。
一种可能的实现方式中，所述行驶参数信息还包括：预设时长内所述车辆的加速踏板开度；所述处理单元930，具体用于在所述加速踏板开度大于或者等于第二阈值的次数大于或者等于第三阈值时，将所述车辆的所述第一模式切换为所述第二模式。
一种可能的实现方式中，所述处理单元930，还用于根据所述剩余电量确定所述车辆行驶的第三模式，所述车辆的经济模式或省电模式包括所述第三模式；所述处理单元930，还用于确定所述车辆在所述第二模式下的加速能力小于所述车辆在所述第三模式下的加速能力。
一种可能的实现方式中，所述处理单元930，具体用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一扭矩调整为以所述第二模式行驶时的第二扭矩；其中，在相同的速度和/或加速踏板开度的情况下，所述第二扭矩大于所述第一扭矩。
一种可能的实现方式中，所述处理单元930，具体用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一功率调整为以所述第二模式行驶时的第二功率；其中，在相同的速度和/或加速踏板开度的情况下，所述第二功率大于所述第一功率。
一种可能的实现方式中，所述处理单元930，具体用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一扭矩变化率调整为以所述第二模式行驶时的第二扭矩变化率；其中，在相同的速度和/或加速踏板开度的情况下，所述第二扭矩变化率大于所述第一扭矩变化率。
应理解，以上装置中各单元的划分仅是一种逻辑功能的划分，实际实现时可以全部或部分集成到一个物理实体上，也可以物理上分开。此外，装置中的单元可以以处理器调用软件的形式实现；例如装置包括处理器，处理器与存储器连接，存储器中存储有指令，处理器调用存储器中存储的指令，以实现以上任一种方法或实现该装置各单元的功能，其中处理器例如为通用处理器，例如，图形处理器(graphics processing unit，GPU)或微处理器，存储器为装置内的存储器或装置外的存储器。或者，装置中的单元可以以硬件电路的形式实现，可以通过对硬件电路的设计实现部分或全部单元的功能，该硬件电路可以理解为一个或多个处理器；例如，在一种实现中，该硬件电路为专用集成电路(application-specific integrated circuit，ASIC)，通过对电路内元件逻辑关系的设计，实现以上部分或全部单元的功能；再如，在另一种实现中，该硬件电路为可以通过可编程逻辑器件(programmable logic device，PLD)实现，以现场可编程门阵列(field programmable gate array，FPGA)为例，其可以包括大量逻辑门电路，通过配置文件来配置逻辑门电路之间的连接关系，从而实现以上部分或全部单元的功能。以上装置的所有单元可以全部通过处理器调用软件的形式实现，或全部通过硬件电路的形式实现，或部分通过处理器调用软件的形式实现，剩余部分通过硬件电路的形式实现。
可选地，若该装置900位于车辆中，上述处理单元930可以是图1所示的处理器131。
可选地，上述处理单元930可以是图10中的处理器1020，上述存储单元可以是图10中的存储器1010，上述获取单元920可以是图10中的通信接口1030。
图10是本申请实施例提供的加速补偿装置1000示意图。该装置1000可应用于图1的车辆100中。
该加速补偿装置1000包括：存储器1010、处理器1010、以及通信接口1030。其中， 存储器1010、处理器1010，通信接口1030通过内部连接通路相连，该存储器1010用于存储指令，该处理器1010用于执行该存储器1010存储的指令，以控制输入/输出接口1030发送或接受数据和/或指令。可选地，存储器1010既可以和处理器1010通过接口耦合，也可以和处理器1010集成在一起。
需要说明的是，上述通信接口1030使用例如但不限于收发器一类的收发装置，来实现通信设备1000与其他设备或通信网络之间的通信。上述通信接口1030还可以包括输入/输出接口(input/output interface)。
处理器1010存储有一个或多个计算机程序，该一个或多个计算机程序包括指令。当该指令被所述处理器1010运行时，使得该加速补偿装置1000执行上述各实施例中加速补偿方法技术方案。
可选地，该装置900或装置1000可以位于图1中的车辆100中。
可选地，该装置900或装置1000可以为图1中车辆中的计算平台130。
在实现过程中，上述方法的各步骤可以通过处理器1010中的硬件的集成逻辑电路或者软件形式的指令完成。结合本申请实施例所公开的方法可以直接体现为硬件处理器执行完成，或者用处理器中的硬件及软件模块组合执行完成。软件模块可以位于随机存储器，闪存、只读存储器，可编程只读存储器或者电可擦写可编程存储器、寄存器等本领域成熟的存储介质中。该存储介质位于存储器1010，处理器1010读取存储器1010中的信息，结合其硬件完成上述方法的步骤。为避免重复，这里不再详细描述。
本申请实施例还提供一种计算机可读介质，所述计算机可读介质存储有程序代码，当所述计算机程序代码在计算机上运行时，使得所述计算机执行上述图3至图8中的任一种方法。
申请实施例还提供一种计算机程序产品，所述计算机产品包括：计算机程序，当所述计算机程序被运行时，使得计算机执行上述图3至图8中的任一种方法。
本申请实施例还提供一种芯片，包括：至少一个处理器和存储器，所述至少一个处理器与所述存储器耦合，用于读取并执行所述存储器中的指令，以执行上述图3至图8中的任一种方法。
本申请实施例还提供一种智能车辆，包括：至少一个处理器和存储器，所述至少一个处理器与所述存储器耦合，用于读取并执行所述存储器中的指令，以执行上述图3至图8中的任一种方法。
本申请实施例还提供一种智能车辆，包括图9或图10任一种加速补偿装置。
在本申请实施例中，处理器是一种具有信号的处理能力的电路，在一种实现中，处理器可以是具有指令读取与运行能力的电路，例如CPU、微处理器、GPU、或数字信号处理器(digital signal processor，DSP)等；在另一种实现中，处理器可以通过硬件电路的逻辑关系实现一定功能，该硬件电路的逻辑关系是固定的或可以重构的，例如处理器为ASIC或PLD实现的硬件电路，例如FPGA。在可重构的硬件电路中，处理器加载配置文档，实现硬件电路配置的过程，可以理解为处理器加载指令，以实现以上部分或全部单元的功能的过程。此外，还可以是针对人工智能设计的硬件电路，其可以理解为一种ASIC，例如，神经网络处理单元(neural network processing unit，NPU)、张量处理单元(tensor processing unit，TPU)、深度学习处理单元(deep learning processing unit，DPU)等。
在实现过程中，上述方法的各步骤可以通过处理器中的硬件的集成逻辑电路或者软件 形式的指令完成。结合本申请实施例所公开的方法可以直接体现为硬件处理器执行完成，或者用处理器中的硬件及软件模块组合执行完成。软件模块可以位于随机存储器，闪存、只读存储器，可编程只读存储器或者上电可擦写可编程存储器、寄存器等本领域成熟的存储介质中。该存储介质位于存储器，处理器读取存储器中的信息，结合其硬件完成上述方法的步骤。为避免重复，这里不再详细描述。
应理解，本申请实施例中，该存储器可以包括只读存储器和随机存取存储器，并向处理器提供指令和数据。
还应理解，本文中术语“和/或”，仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。另外，本文中字符“/”，一般表示前后关联对象是一种“或”的关系。
还应理解，在本申请的各种实施例中，上述各过程的序号的大小并不意味着执行顺序的先后，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本申请实施例的实施过程构成任何限定。
在本说明书中使用的术语“部件”、“模块”等用于表示计算机相关的实体、硬件、固件、硬件和软件的组合、软件、或执行中的软件。例如，部件可以是但不限于，在处理器上运行的进程、处理器、对象、可执行文件、执行线程、程序和/或计算机。通过图示，在计算设备上运行的应用和计算设备都可以是部件。一个或多个部件可驻留在进程和/或执行线程中，部件可位于一个计算机上和/或分布在2个或更多个计算机之间。此外，这些部件可从在上面存储有各种数据结构的各种计算机可读介质执行。部件可例如根据具有一个或多个数据分组(例如来自与本地系统、分布式系统和/或网络间的另一部件交互的二个部件的数据，例如通过信号与其它系统交互的互联网)的信号通过本地和/或远程进程来通信。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。

Claims (21)

  1. 一种加速补偿方法，其特征在于，所述方法包括：
    获取运行在第一模式下车辆的行驶环境信息和/或行驶参数信息；
    在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式；
    其中，在相同的速度和/或加速踏板开度的情况下，所述车辆在所述第二模式下的加速能力大于在所述第一模式下的加速能力，所述车辆的经济模式或省电模式包括所述第一模式和所述第二模式。
  2. 如权利要求1所述的方法，其特征在于，所述行驶环境信息包括：道路坡度，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：
    在所述道路坡度大于或者等于第一阈值时，将所述车辆的所述第一模式切换为所述第二模式。
  3. 如权利要求2所述的方法，其特征在于，所述行驶环境信息还包括：道路类型信息，所述在所述道路坡度大于或者等于第一阈值时，将所述车辆的所述第一模式切换为所述第二模式，包括：
    在所述坡度大于或者等于第一阈值时，根据所述道路类型信息，将所述车辆的所述第一模式切换为所述第二模式。
  4. 如权利要求1至3任一项所述的方法，其特征在于，所述行驶参数信息包括：平均速度、加速度和加速踏板开度中的一种或者多种，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：
    在所述车辆当前的平均速度大于或者等于所述车辆在所述道路上行驶时的历史平均速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，
    在所述车辆当前的加速度大于或者等于所述车辆在所述道路上行驶时的历史平均加速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，
    在所述车辆当前的平均加速踏板开度大于或者等于所述车辆在所述道路上行驶时的历史平均加速踏板开度时，将所述车辆的所述第一模式切换为所述第二模式。
  5. 如权利要求1至4任一项所述的方法，其特征在于，所述行驶参数信息还包括：预设时长内所述车辆的加速踏板开度，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：
    在所述加速踏板开度大于或者等于第二阈值的次数大于或者等于第三阈值时，将所述车辆的所述第一模式切换为所述第二模式。
  6. 如权利要求1至5任一项所述的方法，其特征在于，所述行驶参数信息包括：所述车辆电池的剩余电量，所述方法还包括：
    根据所述剩余电量确定所述车辆行驶的第三模式，所述车辆的经济模式或省电模式包括所述第三模式；
    所述将所述车辆的第一模式切换为第二模式之前，所述方法还包括：
    确定所述车辆在所述第二模式下的加速能力小于所述车辆在所述第三模式下的加速 能力。
  7. 如权利要求1至6任一项所述的方法，其特征在于，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：
    在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一扭矩调整为以所述第二模式行驶时的第二扭矩；
    其中，在相同的速度和/或加速踏板开度的情况下，所述第二扭矩大于所述第一扭矩。
  8. 如权利要求1至6任一项所述的方法，其特征在于，所述在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式，包括：
    在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一功率调整为以所述第二模式行驶时的第二功率；
    其中，在相同的速度和/或加速踏板开度的情况下，所述第二功率大于所述第一功率。
  9. 一种加速补偿装置，其特征在于，所述装置包括：
    获取单元，用于获取运行在第一模式下车辆的行驶环境信息和/或行驶参数信息；
    处理单元，用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆的第一模式切换为第二模式；
    其中，在相同的速度和/或加速踏板开度的情况下，所述车辆在所述第二模式下的加速能力大于在所述第一模式下的加速能力，所述车辆的经济模式或省电模式包括所述第一模式和所述第二模式。
  10. 如权利要求9所述的装置，其特征在于，所述行驶环境信息包括：道路坡度；
    所述处理单元，具体用于在所述道路坡度大于或者等于第一阈值时，将所述车辆的所述第一模式切换为所述第二模式。
  11. 如权利要求10所述的装置，其特征在于，所述行驶环境信息还包括：道路类型信息；
    所述处理单元，具体用于在所述坡度大于或者等于第一阈值时，根据所述道路类型信息，将所述车辆的所述第一模式切换为所述第二模式。
  12. 如权利要求9至11任一项所述的装置，其特征在于，所述行驶参数信息包括：平均速度、加速度和加速踏板开度中的一种或者多种；
    所述处理单元，具体用于在所述车辆当前的平均速度大于或者等于所述车辆在所述道路上行驶时的历史平均速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，
    在所述车辆当前的加速度大于或者等于所述车辆在所述道路上行驶时的历史平均加速度时，将所述车辆的所述第一模式切换为所述第二模式；和/或，
    在所述车辆当前的平均加速踏板开度大于或者等于所述车辆在所述道路上行驶时的历史平均加速踏板开度时，将所述车辆的所述第一模式切换为所述第二模式。
  13. 如权利要求9至12任一项所述的装置，其特征在于，所述行驶参数信息还包括：预设时长内所述车辆的加速踏板开度；
    所述处理单元，具体用于在所述加速踏板开度大于或者等于第二阈值的次数大于或者等于第三阈值时，将所述车辆的所述第一模式切换为所述第二模式。
  14. 如权利要求9至13任一项所述的装置，其特征在于，
    所述处理单元，还用于根据所述剩余电量确定所述车辆行驶的第三模式，所述车辆的经济模式或省电模式包括所述第三模式；
    所述处理单元，还用于确定所述车辆在所述第二模式下的加速能力小于所述车辆在所述第三模式下的加速能力。
  15. 如权利要求9至13任一项所述的装置，其特征在于，
    所述处理单元，具体用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一扭矩调整为以所述第二模式行驶时的第二扭矩；
    其中，在相同的速度和/或加速踏板开度的情况下，所述第二扭矩大于所述第一扭矩。
  16. 如权利要求9至13任一项所述的装置，其特征在于，
    所述处理单元，具体用于在所述行驶环境信息和/或所述行驶参数信息满足预设条件时，将所述车辆以所述第一模式行驶时的第一功率调整为以所述第二模式行驶时的第二功率；
    其中，在相同的速度和/或加速踏板开度的情况下，所述第二功率大于所述第一功率。
  17. 一种加速补偿装置，其特征在于，包括：至少一个处理器和存储器，所述至少一个处理器与所述存储器耦合，用于读取并执行所述存储器中的指令，以执行如权利要求1至8中任一项所述的方法。
  18. 一种计算机可读介质，其特征在于，所述计算机可读介质存储有程序代码，当所述计算机程序代码在计算机上运行时，使得所述计算机执行如权利要求1至8中任一项所述的方法。
  19. 一种芯片，其特征在于，包括：至少一个处理器和存储器，所述至少一个处理器与所述存储器耦合，用于读取并执行所述存储器中的指令，以执行如权利要求1至8中任一项所述的方法。
  20. 一种计算机程序产品，其特征在于，所述计算机产品包括：计算机程序，当所述计算机程序被运行时，使得计算机执行如权利要求1至8中任一项所述的方法。
  21. 一种车辆，其特征在于，包括如权利要求9至17中任一项所述的装置。
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