Vehicle control method, device, vehicle and storage medium

Abstract

The present application provides a vehicle control method, device, vehicle and storage medium. In the method, by obtaining a progress bar position signal corresponding to the current driving mode, the progress bar position signal is used to indicate the current position of the progress bar, and in the corresponding relationship between the progress bar position and the correction coefficient, the target correction coefficient corresponding to the current position is determined, and the correction coefficient is used to correct the first torque filter coefficient. The first torque filter coefficient is determined according to the ambient temperature, ambient air pressure, current driving mode, current throttle opening and current gear position. Then, according to the target correction coefficient and the first torque filter coefficient, the target filter torque gradient is determined, and finally the vehicle is controlled to run according to the target filter torque gradient. The scheme corrects the torque filter coefficient based on the current position of the progress bar, so as to meet the user's demand for power response during vehicle operation.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, device, vehicle and storage medium. Background Art

[0002] Taking into account the driving experience of different users, the vehicle design provides a variety of driving modes for users to choose from, including standard mode (English: Normal), economic mode (English: ECO) and sports mode (English: Sport).

[0003] In the prior art, driving styles are designed for different driving modes, that is, in a driving mode, stepless adjustment can be achieved for the driving mode to meet the user's demand for driving experience.

[0004] However, although the introduction of stepless adjustment meets the user's driving experience needs, when the power demand changes, the vehicle's power response will not meet expectations. Summary of the invention

[0005] The embodiments of the present application provide a vehicle control method, device, vehicle and storage medium to solve the problem that when the power demand changes, the power response of the vehicle does not meet expectations.

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method, including:

[0007] Acquire a progress bar position signal corresponding to the current driving mode, where the progress bar position signal is used to indicate the current position of the progress bar;

[0008] In the correspondence between the progress bar position and the correction coefficient, a target correction coefficient corresponding to the current position is determined, the correction coefficient is used to correct a first torque filter coefficient, the first torque filter coefficient is determined according to ambient temperature, ambient air pressure, current driving mode, current throttle opening and current gear position;

[0009] determining a target filtered torque gradient according to the target correction coefficient and the first torque filter coefficient;

[0010] The vehicle is controlled to operate according to the target filtered torque gradient.

[0011] In a possible design of the first aspect, determining a target filtered torque gradient according to the target correction coefficient and the first torque filter coefficient includes:

[0012] multiplying the target correction coefficient by the first torque filter coefficient to obtain a second torque filter coefficient;

[0013] The target filtered torque gradient is determined according to the second torque filter coefficient and an initial filtered torque gradient, wherein the initial filtered torque gradient is determined according to the first torque filter coefficient.

[0014] In another possible design of the first aspect, after acquiring the progress bar position signal corresponding to the current driving mode, the method further includes:

[0015] In the correspondence between the progress bar position and the gear shift type coefficient, determining the target gear shift type coefficient corresponding to the current position, wherein the gear shift type coefficient is determined according to the driving mode type, the throttle opening, the upshift and downshift, and the special auxiliary gear shift mode;

[0016] Under the target shift type coefficient, determining the shift time according to the current driving mode, the current throttle opening, whether the forced downshift is activated, and whether the launch start is performed;

[0017] The vehicle is controlled to perform a gear shift operation according to the gear shift time.

[0018] In another possible design of the first aspect, after acquiring the progress bar position signal corresponding to the current driving mode, the method further includes:

[0019] In the correspondence between the progress bar position and the throttle correction coefficient, determining the target throttle correction coefficient corresponding to the current position;

[0020] Determining a target throttle opening according to the target throttle correction coefficient and the throttle opening;

[0021] The vehicle is controlled to run according to the target throttle opening.

[0022] In a second aspect, an embodiment of the present application provides a vehicle control method, including:

[0023] Acquire a progress bar position signal corresponding to the current driving mode, where the progress bar position signal is used to indicate the current position of the progress bar;

[0024] In the correspondence between the progress bar position and the gear shift type coefficient, determining the target gear shift type coefficient corresponding to the current position, wherein the gear shift type coefficient is determined according to the driving mode type, the throttle opening, the upshift and downshift, and the special auxiliary gear shift mode;

[0025] Under the target shift type coefficient, determining the shift time according to the current driving mode, the current throttle opening, whether the forced downshift is activated, and whether the launch start is performed;

[0026] The vehicle is controlled to perform a gear shift operation according to the gear shift time.

[0027] In a possible design of the second aspect, after acquiring the progress bar position signal corresponding to the current driving mode, the method further includes:

[0028] In the correspondence between the progress bar position and the correction coefficient, a target correction coefficient corresponding to the current position is determined, the correction coefficient is used to correct a first torque filter coefficient, the first torque filter coefficient is determined according to ambient temperature, ambient air pressure, current driving mode, current throttle opening and current gear position;

[0029] determining a target filtered torque gradient according to the target correction coefficient and the first torque filter coefficient;

[0030] The vehicle is controlled to operate according to the target filtered torque gradient.

[0031] In a third aspect, an embodiment of the present application provides a vehicle control device, including:

[0032] An acquisition module, used for acquiring a progress bar position signal corresponding to the current driving mode, wherein the progress bar position signal is used for indicating the current position of the progress bar;

[0033] a determination module, for determining a target correction coefficient corresponding to the current position in a correspondence between the progress bar position and the correction coefficient, the correction coefficient being used to correct a first torque filter coefficient, the first torque filter coefficient being determined according to ambient temperature, ambient air pressure, current driving mode, current throttle opening, and current gear position;

[0034] a processing module, configured to determine a target filtered torque gradient according to the target correction coefficient and the first torque filter coefficient;

[0035] A control module is used to control the vehicle to operate according to the target filtered torque gradient.

[0036] In a possible design of the third aspect, the processing module is specifically used to:

[0037] multiplying the target correction coefficient by the first torque filter coefficient to obtain a second torque filter coefficient;

[0038] The target filtered torque gradient is determined according to the second torque filter coefficient and an initial filtered torque gradient, wherein the initial filtered torque gradient is determined according to the first torque filter coefficient.

[0039] In another possible design of the third aspect, the determining module is further used to:

[0040] In the correspondence between the progress bar position and the gear shift type coefficient, determining the target gear shift type coefficient corresponding to the current position, wherein the gear shift type coefficient is determined according to the driving mode type, the throttle opening, the upshift and downshift, and the special auxiliary gear shift mode;

[0041] Under the target shift type coefficient, determining the shift time according to the current driving mode, the current throttle opening, whether the forced downshift is activated, and whether the launch start is performed;

[0042] The vehicle is controlled to perform a gear shift operation according to the gear shift time.

[0043] In yet another possible design of the third aspect, the determining module is further configured to:

[0044] In the correspondence between the progress bar position and the throttle correction coefficient, determining the target throttle correction coefficient corresponding to the current position;

[0045] Determining a target throttle opening according to the target throttle correction coefficient and the throttle opening;

[0046] The vehicle is controlled to run according to the target throttle opening.

[0047] In a fourth aspect, an embodiment of the present application provides a vehicle control device, including:

[0048] An acquisition module, used for acquiring a progress bar position signal corresponding to the current driving mode, wherein the progress bar position signal is used for indicating the current position of the progress bar;

[0049] A determination module, for determining a target shift type coefficient corresponding to the current position in the correspondence between the progress bar position and the shift type coefficient, wherein the shift type coefficient is determined according to the driving mode type, the throttle opening, the upshift and downshift, and the special auxiliary shift mode;

[0050] a processing module, configured to determine a gear shift time under the target gear shift type coefficient according to the current driving mode, the current throttle opening, whether a forced downshift is activated, and whether a launch start is performed;

[0051] A control module is used to control the vehicle to perform a gear shift operation according to the gear shift time.

[0052] In a possible design of the fourth aspect, the determination module is further used to determine a target correction coefficient corresponding to the current position in a correspondence between the progress bar position and the correction coefficient, the correction coefficient being used to correct a first torque filter coefficient, the first torque filter coefficient being determined according to ambient temperature, ambient air pressure, current driving mode, current throttle opening, and current gear position;

[0053] The processing module is further used to determine a target filtered torque gradient according to the target correction coefficient and the first torque filter coefficient;

[0054] The control module is further used to control the vehicle to operate according to the target filtered torque gradient.

[0055] In a fifth aspect, an embodiment of the present application provides a vehicle, including: a processor, a memory;

[0056] The memory stores computer-executable instructions;

[0057] The processor executes the computer-executable instructions so that the vehicle performs the vehicle control method as described in the first and second aspects and various possible designs above.

[0058] In a sixth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer execution instructions are stored. When the computer execution instructions are executed by a processor, they are used to implement the vehicle control method as described in the first and second aspects and various possible designs mentioned above.

[0059] In a seventh aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the vehicle control method as described in the first and second aspects and various possible designs above.

[0060] The vehicle control method, device, vehicle and storage medium provided by the embodiments of the present application. In the method, by obtaining the progress bar position signal corresponding to the current driving mode, the progress bar position signal is used to indicate the current position of the progress bar, and in the correspondence between the progress bar position and the correction coefficient, the target correction coefficient corresponding to the current position is determined, and the correction coefficient is used to correct the first torque filter coefficient, and the first torque filter coefficient is determined according to the ambient temperature, ambient air pressure, current driving mode, current throttle opening and current gear position. Then, according to the target correction coefficient and the first torque filter coefficient, the target filter torque gradient is determined, and finally the vehicle is controlled to run according to the target filter torque gradient. This scheme corrects the torque filter coefficient based on the current position of the progress bar, so as to meet the user's demand for power response during vehicle operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0062] Figure 1 A schematic diagram of an application scenario of the vehicle control method provided in an embodiment of the present application;

[0063] Figure 2A schematic diagram of a flow chart of a first embodiment of a vehicle control method provided in an embodiment of the present application;

[0064] Figure 3 A schematic diagram of a flow chart of a second embodiment of a vehicle control method provided in an embodiment of the present application;

[0065] Figure 4 A schematic diagram of a flow chart of a third embodiment of a vehicle control method provided in an embodiment of the present application;

[0066] Figure 5 A schematic diagram of the structure of the vehicle control device provided in the embodiment of the present application Figure 1 ;

[0067] Figure 6 A schematic diagram of the structure of the vehicle control device provided in the embodiment of the present application Figure 2 ;

[0068] Figure 7 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application.

[0069] The above drawings show clear embodiments of the present disclosure, which will be described in more detail below. These drawings and text descriptions are not intended to limit the scope of the present disclosure in any way, but to illustrate the concepts of the present disclosure to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0070] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0071] Before introducing the embodiments of the present application, the background technology of the present application is first explained:

[0072] Taking into account the needs of different drivers, the vehicle design provides a variety of driving modes for users to choose from, including standard mode (English: Normal), economic mode (English: ECO) and sports mode (English: Sport).

[0073] The main driving mode of traditional cars is switched by selecting switches or knobs, and some new energy vehicles are set up with soft switches on the multimedia of the car machine. However, they are all switched for several set driving modes, and the power system or the whole vehicle related system is switched together. As for the power system, some drivers like power and can choose Sport mode; some people like to have a milder power and lower fuel consumption, so they can choose ECO mode; the moderate choice is Normal mode.

[0074] In recent years, some cars have provided customized driving modes, mainly by selecting and combining modes based on subsystems; for example, selecting ECO for the engine, Normal for the braking system, Sport for the steering, etc. This mode provides users with the right to make personalized choices.

[0075] However, as far as the power system that drivers are more concerned about is concerned, the three commonly used modes cannot cover all drivers' power needs.

[0076] Therefore, in recent years, driving styles have been designed for different driving modes, that is, in a driving mode, stepless adjustment can be achieved for the driving mode to meet the user's demand for driving experience.

[0077] However, although the introduction of stepless adjustment meets the user's driving experience needs, when the power demand changes, the vehicle's power response will not meet expectations.

[0078] In response to the above technical problems, the inventor's technical conception process of the present application is as follows: during the operation of the vehicle, since stepless adjustment is added to the driving mode, if the influencing factors of the stepless adjustment of the current driving mode can be integrated into the actual filtered torque gradient, the power response can be corrected to meet the user's driving power requirements.

[0079] Based on the above problems existing in the prior art, Figure 1 The following is a schematic diagram of an application scenario of the vehicle control method provided in the embodiment of the present application, which is used to solve the above technical problems. Figure 1 As shown, the schematic diagram of the application scenario includes: a vehicle 11 and a user 12.

[0080] Among them, the vehicle 11 is provided with a driving mode adjustment device, and different driving modes can select corresponding progress bars. For example, the economic mode corresponds to a progress bar option from 0% to 100%, and the progress bar corresponds to different driving styles.

[0081] In one possible implementation, the user adjusts the driving mode to the sports mode and adjusts the progress bar of the sports mode to 80% to obtain a driving style that the user prefers. At this time, during the operation of the vehicle, the user changes the vehicle speed through the accelerator pedal or the brake pedal, and then the vehicle adjusts the torque. In order to better meet the user's driving experience, at this time, the vehicle obtains the progress bar position signal of the current driving mode and processes the signal to correct the filtered torque gradient, and then the vehicle runs according to the corrected filtered torque gradient.

[0082] The contents not described in the application scenario are supplemented by the following embodiments, and this section is only for illustrative purposes.

[0083] Below Figure 1 The application scenario schematic diagram shown in the figure describes the technical solution of the present application in detail through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0084] Figure 2 This is a flow chart of the first embodiment of the vehicle control method provided in the present application. Figure 2 As shown, the vehicle control method includes the following steps:

[0085] Step 21: Obtain a progress bar position signal corresponding to the current driving mode.

[0086] The progress bar position signal is used to indicate the current position of the progress bar.

[0087] In this step, when the power demand changes during vehicle operation, the vehicle's output torque needs to be adjusted accordingly to adapt to the change in power demand. In order to better meet the user's driving style requirements, the vehicle's engine control module (ECM) obtains the progress bar position signal pedline corresponding to the current driving mode.

[0088] Among them, the progress bar position signal pedline is transmitted to the ECM via the CAN signal.

[0089] Optionally, the progress bar position signal carries the current position of the progress bar, that is, the progress of the current driving mode, for example, 20% for economy mode, 50% for sports mode, etc.

[0090] Step 22: In the correspondence between the progress bar position and the correction coefficient, determine the target correction coefficient corresponding to the current position.

[0091] The correction coefficient is used to correct the first torque filter coefficient, and the first torque filter coefficient is determined according to the ambient temperature, ambient air pressure, the current driving mode, the current throttle opening and the current gear.

[0092] In this step, after obtaining the current position of the progress bar corresponding to the current driving mode, the correction coefficient corresponding to the progress bar position that is the same as the current position is found in the correspondence between the progress bar position and the correction coefficient, and is used as the target correction coefficient Tipmod.

[0093] Optionally, the correspondence between the progress bar position and the correction coefficient may be designed as a driving style adjustment table, which records the correction coefficients corresponding to different progress bar positions.

[0094] Step 23: Determine a target filtered torque gradient according to the target correction coefficient and the first torque filter coefficient.

[0095] In this step, the first torque filter coefficient can be understood as the torque filter coefficient corresponding to the filtered torque gradient obtained in the prior art. The first torque filter coefficient does not take into account the influence of the progress bar position on the vehicle torque. Therefore, it is necessary to determine the target filtered torque gradient based on the target correction coefficient and the first torque filter coefficient.

[0096] In a possible implementation, this step can be implemented as follows:

[0097] Step 1: Multiply the target correction coefficient by the first torque filter coefficient to obtain the second torque filter coefficient.

[0098] Optionally, the target correction coefficient is multiplied by the first torque filter coefficient to obtain a second torque filter coefficient Tipfactor, where the second torque filter coefficient is a torque filter coefficient corresponding to the final vehicle output torque.

[0099] Step 2: determining a target filtering torque gradient according to the second torque filtering coefficient and the initial filtering torque gradient, wherein the initial filtering torque gradient is determined according to the first torque filtering coefficient.

[0100] Optionally, the second torque filter coefficient Tipfactor is multiplied by the filter torque gradient (initial filter torque gradient) originally obtained by looking up the table to obtain the target filter torque gradient.

[0101] The initial filtering torque gradient may be understood as the filtering torque gradient obtained in the prior art without adding the influence of the progress bar position information.

[0102] Step 24: Control the vehicle to operate according to the target filtered torque gradient.

[0103] In this step, the vehicle operates according to the target filtered torque gradient, that is, the torque is output according to the frequency of the torque increase or decrease corresponding to the target filtered torque gradient, so that the vehicle operates.

[0104] The vehicle control method provided by the embodiment of the present application obtains the progress bar position signal corresponding to the current driving mode, and the progress bar position signal is used to indicate the current position of the progress bar, and in the corresponding relationship between the progress bar position and the correction coefficient, the target correction coefficient corresponding to the current position is determined, and the correction coefficient is used to correct the first torque filter coefficient, and the first torque filter coefficient is determined according to the ambient temperature, ambient air pressure, current driving mode, current throttle opening and current gear position, and then the target filter torque gradient is determined according to the target correction coefficient and the first torque filter coefficient, and finally the vehicle is controlled to run according to the target filter torque gradient. The scheme corrects the torque filter coefficient based on the current position of the progress bar, so as to meet the user's demand for power response during vehicle operation, and corrects the torque filter, and the torque response time can be customized according to the driving style coefficient.

[0105] Based on the above embodiments, Figure 3 This is a flow chart of the second embodiment of the vehicle control method provided in the present application. Figure 3 As shown, the vehicle control method may further include the following steps:

[0106] Step 31 : Determine the target shift type coefficient corresponding to the current position in the corresponding relationship between the progress bar position and the shift type coefficient.

[0107] Among them, the gear shift type coefficient is determined according to the driving mode type, throttle opening, upshift and downshift, and special auxiliary gear shift mode.

[0108] In this step, since the vehicle speed changes, the gear of the vehicle also needs to be adjusted accordingly to adapt to the corresponding speed. When the progress bar signal pedline of the current driving mode is obtained in the above embodiment, according to the current position corresponding to the progress bar of the current driving mode, the target shift type coefficient corresponding to the current position is determined in the correspondence between the progress bar position and the shift type coefficient.

[0109] Optionally, the target shift type coefficient is used for selecting the shift type coefficient inside the ECM. N sets of different shift type coefficients are set inside the ECM. The shift type coefficient logic is composed of different driving mode types, throttle opening, upshift and downshift, special auxiliary shift modes, etc.

[0110] In a possible implementation, three sets of shift type coefficients are set inside the ECM. When the progress bar position is 0-30, the shift type coefficient 1 is output; when the progress bar position is 30-70, the shift type coefficient 2 is output; and when the progress bar position is 70-100, the shift type coefficient 3 is output.

[0111] When the progress bar is at position 50, select the gear shift type coefficient 2, and the ECM selects the second set of gear shift type coefficients accordingly.

[0112] Step 32, under the target gear shift type coefficient, determining the gear shift time according to the current driving mode, the current throttle opening, whether the forced downshift (kickdown, KD) is activated, and whether the launch start is performed;

[0113] In this step, the target shift type coefficient is entered, and a dynamic shift coefficient can be obtained according to the current driving mode, the current throttle opening, whether KD is activated, and whether launch control is used.

[0114] Furthermore, the coefficient determines the size of the gear shift time.

[0115] In a possible implementation, under the target shift type coefficient, according to the current driving mode, the current throttle opening, whether the forced downshift (kickdown, KD) is activated, and whether the launch is started, the dynamic shift coefficient (such as 0, 1, 2, 3) is determined and sent to the transmission control module (Transmission Control Module, TCM) through the CAN signal. The TCM uses this coefficient to control the shift time. 0 corresponds to the longest shift time, which is a comfortable shift; 3 corresponds to the shortest shift time, which is a power shift.

[0116] Step 33: Control the vehicle to perform a gear shift operation according to the gear shift time.

[0117] In this step, TCM controls the shifting time using this coefficient.

[0118] In one possible implementation, the shifting time is coordinated with the target filtered torque gradient to achieve a change in the driving style of the entire vehicle to adapt to the driving needs of the user.

[0119] The vehicle control method provided in the embodiment of the present application determines the target shift type coefficient corresponding to the current position in the correspondence between the progress bar position and the shift type coefficient, and then determines the shift time under the target shift type coefficient according to the current driving mode, the current throttle opening, whether the forced downshift is activated, and whether the launch start is performed, and finally controls the vehicle to perform the shift operation according to the shift time. Starting from the progress bar position, the scheme determines the shift time so that the user's requirements for the vehicle gear change during driving meet the driving style requirements, and the shift time is selected. The shift time can be customized according to the driving style coefficient.

[0120] Based on the above embodiments, Figure 4 This is a flow chart of the third embodiment of the vehicle control method provided in the present application. Figure 4 As shown, the vehicle control method may further include the following steps:

[0121] Step 41: Determine the target throttle correction coefficient corresponding to the current position in the corresponding relationship between the progress bar position and the throttle correction coefficient.

[0122] In this step, after receiving the progress bar position, the ECM determines the target throttle correction coefficient required to compensate the throttle opening according to the corresponding relationship between the progress bar position and the throttle correction coefficient.

[0123] Step 42: Determine the target throttle opening according to the target throttle correction coefficient and the throttle opening.

[0124] In this step, since different progress bar positions correspond to different driving styles, the throttle opening needs to be corrected, that is, the target throttle opening is obtained by using the target throttle correction coefficient and the throttle opening.

[0125] In a possible implementation, the target throttle correction coefficient pedchindex0 is multiplied by the throttle opening pedch1 to obtain the throttle pedal correction value pedch, which is processed by limiting and the like to obtain the final target throttle opening pedchmod.

[0126] Taking the normal mode as an example, the default position of the progress bar is 50, corresponding to pedchinedx0=1. At this time, the normal power is the default original state; if the progress bar position signal is less than 50, the power corresponding to the same throttle mechanical opening is weak, and the smaller the progress bar position signal, the weaker the power; if the progress bar position signal is greater than 50, the power corresponding to the same throttle mechanical opening is strong, and the larger the progress bar position signal, the stronger the power.

[0127] Step 43: Control the vehicle to run according to the target throttle opening.

[0128] In this step, the actual output torque of the vehicle is obtained according to the target throttle opening, and the vehicle runs based on the output torque.

[0129] Optionally, a corrected throttle signal (i.e., target throttle opening) is assigned to both the pedal line map and the shift line map, so the original correspondence between the pedal line and the shift line is not changed, and the original drivability, fuel consumption and emission results are not affected.

[0130] Optionally, the throttle pedal signal correction coefficient table pedchmap1 corrects the original throttle opening in a three-dimensional table format. The horizontal axis of the table is the vehicle speed, and the vertical axis is the original throttle opening. The throttle opening at different vehicle speeds can be corrected. The output coefficient pedchindex1 (usually between 0.8 and 1.2) is multiplied by the original throttle opening to obtain the corrected throttle pedal value pedch1, which is the target throttle opening. This value is an internal calibration value of the ECM and cannot be changed by the user. The ECM outputs the pedal torque and shift point according to the corrected pedal opening. It can fine-tune the power without changing the pedal request map, and can meet the adjustment of the pedal mechanical opening-request torque at different vehicle speeds to meet ergonomic requirements.

[0131] Furthermore, in a possible implementation, the shift time and pedal correction, as well as the target filtered torque gradient, can achieve a change in the driving style of the entire vehicle to adapt to the user's driving needs.

[0132] The vehicle control method provided in the embodiment of the present application determines the target throttle correction coefficient corresponding to the current position in the corresponding relationship between the progress bar position and the throttle correction coefficient, determines the target throttle opening according to the target throttle correction coefficient and the throttle opening, and then controls the vehicle to run according to the target throttle opening. Starting from the progress bar position, the solution realizes the correction of the throttle opening to meet the user's demand for pedaling the throttle to meet the driving style.

[0133] In addition, referring to the above embodiments, the embodiments of the present application also provide other implementations of the vehicle control method:

[0134] A progress bar position signal corresponding to the current driving mode is obtained, and the progress bar position signal is used to indicate the current position of the progress bar. In the correspondence between the progress bar position and the gear shift type coefficient, a target gear shift type coefficient corresponding to the current position is determined. The gear shift type coefficient is determined according to the driving mode type, the throttle opening, upshift and downshift, and the special auxiliary gear shift mode. Under the target gear shift type coefficient, the gear shift time is determined according to the current driving mode, the current throttle opening, whether the forced downshift is activated, and whether the launch is started, and the vehicle is controlled to perform the gear shift operation according to the gear shift time.

[0135] Furthermore, after obtaining the progress bar position signal corresponding to the current driving mode, the target correction coefficient corresponding to the current position can also be determined in the correspondence between the progress bar position and the correction coefficient. The correction coefficient is used to correct the first torque filter coefficient. The first torque filter coefficient is determined based on the ambient temperature, ambient air pressure, current driving mode, current throttle opening and current gear. The target filter torque gradient is determined based on the target correction coefficient and the first torque filter coefficient, and the vehicle is then controlled to operate according to the target filter torque gradient.

[0136] It should be understood that the undisclosed parts in the implementation of this method may refer to the disclosure of the above embodiments.

[0137] Based on the above method embodiment, Figure 5 A schematic diagram of the structure of the vehicle control device provided in the embodiment of the present application Figure 1 .like Figure 5 As shown, the vehicle control device includes:

[0138] An acquisition module 51 is used to acquire a progress bar position signal corresponding to the current driving mode, where the progress bar position signal is used to indicate the current position of the progress bar;

[0139] A determination module 52, for determining a target correction coefficient corresponding to the current position in the correspondence between the progress bar position and the correction coefficient, the correction coefficient being used to correct a first torque filter coefficient, the first torque filter coefficient being determined according to ambient temperature, ambient air pressure, current driving mode, current throttle opening, and current gear position;

[0140] A processing module 53, used to determine a target filtered torque gradient according to a target correction coefficient and a first torque filter coefficient;

[0141] The control module 54 is used to control the vehicle to operate according to the target filtered torque gradient.

[0142] In a possible design of the embodiment of the present application, the processing module 53 is specifically used to:

[0143] Multiplying the target correction coefficient by the first torque filter coefficient to obtain a second torque filter coefficient;

[0144] A target filtered torque gradient is determined according to the second torque filter coefficient and an initial filtered torque gradient, wherein the initial filtered torque gradient is determined according to the first torque filter coefficient.

[0145] In another possible design of the embodiment of the present application, the determination module 52 is further configured to:

[0146] In the correspondence between the progress bar position and the gear shift type coefficient, a target gear shift type coefficient corresponding to the current position is determined, and the gear shift type coefficient is determined according to the driving mode type, the throttle opening, the upshift and downshift, and the special auxiliary gear shift mode;

[0147] Under the target shift type coefficient, the shift time is determined according to the current driving mode, the current throttle opening, whether the forced downshift is activated, and whether the launch is started;

[0148] Control the vehicle to shift gears according to the shift time.

[0149] In another possible design of the embodiment of the present application, the determination module 52 is further configured to:

[0150] In the correspondence between the progress bar position and the throttle correction coefficient, determine the target throttle correction coefficient corresponding to the current position;

[0151] Determine the target throttle opening according to the target throttle correction coefficient and the throttle opening;

[0152] Control the vehicle to run according to the target throttle opening.

[0153] The vehicle control device provided in the embodiment of the present application can be used to execute the technical solution corresponding to the vehicle control method in the above embodiment. Its implementation principle and technical effect are similar and will not be repeated here.

[0154] Figure 6 A schematic diagram of the structure of the vehicle control device provided in the embodiment of the present application Figure 2 .like Figure 6 As shown, the vehicle control device includes:

[0155] An acquisition module 61 is used to acquire a progress bar position signal corresponding to the current driving mode, where the progress bar position signal is used to indicate the current position of the progress bar;

[0156] A determination module 62, for determining a target shift type coefficient corresponding to the current position in the correspondence between the progress bar position and the shift type coefficient, the shift type coefficient being determined according to the driving mode type, the throttle opening, upshift and downshift, and the special auxiliary shift mode;

[0157] The processing module 63 is used to determine the gear shift time under the target gear shift type coefficient according to the current driving mode, the current throttle opening, whether the forced downshift is activated, and whether the launch start is activated;

[0158] The control module 64 is used to control the vehicle to perform gear shifting operations according to the gear shifting time.

[0159] In a possible design of the embodiment of the present application, the determination module 62 is further used to determine the target correction coefficient corresponding to the current position in the correspondence between the progress bar position and the correction coefficient, the correction coefficient is used to correct the first torque filter coefficient, and the first torque filter coefficient is determined according to the ambient temperature, ambient air pressure, current driving mode, current throttle opening and current gear position;

[0160] The processing module 63 is further used to determine the target filtered torque gradient according to the target correction coefficient and the first torque filter coefficient;

[0161] The control module 64 is further configured to control the vehicle to operate according to the target filtered torque gradient.

[0162] The vehicle control device provided in the embodiment of the present application can be used to execute the technical solution corresponding to the vehicle control method in the above embodiment. Its implementation principle and technical effect are similar and will not be repeated here.

[0163] It should be noted that it should be understood that the division of the various modules of the above device is only a division of logical functions. In actual implementation, they can be fully or partially integrated into one physical entity, or they can be physically separated. And these modules can all be implemented in the form of software calling through processing elements; they can also be all implemented in the form of hardware; some modules can also be implemented in the form of software called by processing elements, and some modules can be implemented in the form of hardware. In addition, all or part of these modules can be integrated together, or they can be implemented independently. The processing element described here can be an integrated circuit with signal processing capabilities. In the implementation process, each step of the above method or each module above can be completed by an integrated logic circuit of hardware in the processor element or instructions in the form of software.

[0164] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. Figure 7 As shown, the vehicle may include: a processor 70 , a memory 71 , and computer program instructions stored in the memory 71 and executable on the processor 70 .

[0165] The vehicle may be a sedan, an SUV, a bus, a sports car, etc.

[0166] The processor 70 executes the computer execution instructions stored in the memory 71, so that the processor 70 executes the scheme in the above embodiment. The processor 70 can be a general-purpose processor, including a central processing unit CPU, a network processor (network processor, NP), etc.; it can also be a digital signal processor DSP, an application-specific integrated circuit ASIC, a field programmable gate array FPGA or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components.

[0167] The memory 71 is connected to the processor 70 via a system bus and completes communication between them. The memory 71 is used to store computer program instructions.

[0168] The system bus can be a CAN bus, or Flexray, Ethernet bus, etc. The system bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0169] The vehicle provided in the embodiment of the present application can be used to execute the technical solution corresponding to the vehicle control method in the above embodiment. Its implementation principle and technical effect are similar and will not be repeated here.

[0170] An embodiment of the present application also provides a chip for running instructions, which is used to execute the technical solution of the vehicle control method in the above embodiment.

[0171] An embodiment of the present application also provides a computer-readable storage medium, in which computer instructions are stored. When the computer instructions are executed on a computer device, the computer device executes the technical solution of the vehicle control method in the above embodiment.

[0172] An embodiment of the present application also provides a computer program product, including a computer program, which, when executed by a processor, is used to execute the technical solution of the vehicle control method in the above embodiment.

[0173] The computer-readable storage medium mentioned above can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special computer device.

[0174] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that: include: Acquire a progress bar position signal corresponding to the current driving mode, where the progress bar position signal is used to indicate the current position of the progress bar; In the correspondence between the progress bar position and the correction coefficient, a target correction coefficient corresponding to the current position is determined, the correction coefficient is used to correct a first torque filter coefficient, the first torque filter coefficient is determined according to ambient temperature, ambient air pressure, current driving mode, current throttle opening and current gear position; determining a target filtered torque gradient according to the target correction coefficient and the first torque filter coefficient; The vehicle is controlled to operate according to the target filtered torque gradient.

2. The method according to claim 1, characterized in that: The step of determining a target filtered torque gradient according to the target correction coefficient and the first torque filter coefficient includes: multiplying the target correction coefficient by the first torque filter coefficient to obtain a second torque filter coefficient; The target filtered torque gradient is determined according to the second torque filter coefficient and an initial filtered torque gradient, wherein the initial filtered torque gradient is determined according to the first torque filter coefficient.

3. The method according to claim 1 or 2, characterized in that: After acquiring the progress bar position signal corresponding to the current driving mode, the method further includes: In the correspondence between the progress bar position and the gear shift type coefficient, determining the target gear shift type coefficient corresponding to the current position, wherein the gear shift type coefficient is determined according to the driving mode type, the throttle opening, the upshift and downshift, and the special auxiliary gear shift mode; Under the target shift type coefficient, determining the shift time according to the current driving mode, the current throttle opening, whether the forced downshift is activated, and whether the launch start is performed; The vehicle is controlled to perform a gear shift operation according to the gear shift time.

4. The method according to claim 1 or 2, characterized in that: After acquiring the progress bar position signal corresponding to the current driving mode, the method further includes: In the correspondence between the progress bar position and the throttle correction coefficient, determining the target throttle correction coefficient corresponding to the current position; Determining a target throttle opening according to the target throttle correction coefficient and the throttle opening; The vehicle is controlled to run according to the target throttle opening.

5. A vehicle control method, characterized in that: include: Acquire a progress bar position signal corresponding to the current driving mode, where the progress bar position signal is used to indicate the current position of the progress bar; In the correspondence between the progress bar position and the gear shift type coefficient, determining the target gear shift type coefficient corresponding to the current position, wherein the gear shift type coefficient is determined according to the driving mode type, the throttle opening, the upshift and downshift, and the special auxiliary gear shift mode; Under the target shift type coefficient, determining the shift time according to the current driving mode, the current throttle opening, whether the forced downshift is activated, and whether the launch start is performed; The vehicle is controlled to perform a gear shift operation according to the gear shift time.

6. A vehicle control device, characterized in that: include: An acquisition module, used for acquiring a progress bar position signal corresponding to the current driving mode, wherein the progress bar position signal is used for indicating the current position of the progress bar; a determination module, for determining a target correction coefficient corresponding to the current position in a correspondence between the progress bar position and the correction coefficient, the correction coefficient being used to correct a first torque filter coefficient, the first torque filter coefficient being determined according to ambient temperature, ambient air pressure, current driving mode, current throttle opening, and current gear position; a processing module, configured to determine a target filtered torque gradient according to the target correction coefficient and the first torque filter coefficient; A control module is used to control the vehicle to operate according to the target filtered torque gradient.

7. A vehicle, characterized in that: include: A processor, a memory, and computer program instructions stored in the memory and executable on the processor, wherein the processor implements the vehicle control method as described in any one of claims 1 to 5 when executing the computer program instructions.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, they are used to implement the vehicle control method as described in any one of claims 1 to 5 above.

9. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, it is used to implement the vehicle control method as described in any one of claims 1 to 5 above.

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