Vehicle control methods, devices, equipment, storage media, and program products

Abstract

This disclosure provides a method, apparatus, device, storage medium, and program product for vehicle control, belonging to the field of automotive technology. In this method, the torque demand is calculated from the current accelerator pedal opening and the target reference accelerator pedal opening, without involving lookup table processing based on the current accelerator pedal opening. The determination of the target maximum allowable wheel-end torque also does not involve lookup table processing based on the current accelerator pedal opening. The target wheel-end torque is calculated from the torque demand, the target adjustment coefficient, and the target maximum allowable wheel-end torque, without involving lookup table processing based on the current accelerator pedal opening. Therefore, although the entire vehicle control process involves lookup table processing based on the current vehicle speed, it does not involve lookup table processing based on the current accelerator pedal opening. This avoids the impact on accuracy introduced by lookup table processing based on the current accelerator pedal opening, thereby improving the accuracy of vehicle control.

Description

Technical Field

[0001] This disclosure relates to the field of automotive technology, and in particular to a method, apparatus, device, storage medium, and program product for vehicle control. Background Technology

[0002] With the development of automotive technology, automobiles have become one of the most common and important means of transportation. Drivers can control the speed of the car by operating the brake pedal and changing the opening of the accelerator pedal.

[0003] In related technologies, the correspondence between vehicle speed, power mode, driving mode, accelerator pedal opening and wheel torque is preset. Based on the current vehicle speed, power mode, driving mode and accelerator pedal opening, the most suitable target wheel torque is determined in the correspondence table, and the car is controlled according to the target wheel torque.

[0004] However, in the above method for determining the target wheel end torque, if the current vehicle speed and current accelerator pedal opening are not found in the correspondence table, the only way to determine the target wheel end torque is to find the vehicle speed closest to the current vehicle speed value and the accelerator pedal opening closest to the current accelerator pedal opening value in the correspondence table. This processing method has a relatively coarse granularity, and the accuracy of the obtained wheel end torque is low, which affects the accuracy of vehicle control. Summary of the Invention

[0005] To address the related technical problems, this disclosure provides a method, apparatus, device, storage medium, and program product for vehicle control. The technical solution is as follows:

[0006] Firstly, a vehicle control method is provided, the method being applied to a target vehicle, the method comprising:

[0007] Based on the target vehicle's current speed and current energy recovery level, determine the target baseline accelerator pedal opening;

[0008] Calculate the torque demand based on the current accelerator pedal opening and the target reference accelerator pedal opening;

[0009] Based on the power mode and driving mode of the target vehicle, the target adjustment coefficient of the torque demand is determined, and based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, as well as the power mode and driving mode of the target vehicle, the target maximum allowable wheel end torque is determined.

[0010] Based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, the torque demand, the target adjustment coefficient, and the target maximum allowable wheel-end torque, the target wheel-end torque of the target vehicle is calculated.

[0011] The target vehicle is controlled based on the target wheel-end torque of the target vehicle.

[0012] In one possible implementation, the power mode includes at least one of a hybrid mode and a pure electric mode.

[0013] In one possible implementation, the driving mode includes at least one of an eco mode, a standard mode, and a sport mode.

[0014] In one possible implementation, determining the target reference accelerator pedal opening based on the target vehicle's current speed and current energy recovery level includes:

[0015] Based on the pre-stored correspondence between vehicle speed, energy recovery level, and reference accelerator pedal opening, the corresponding target reference accelerator pedal opening is determined.

[0016] In one possible implementation, calculating the torque demand based on the current accelerator pedal opening and the target reference accelerator pedal opening includes:

[0017] When the current accelerator pedal opening is greater than the target reference accelerator pedal opening, the torque demand is equal to the ratio of a first difference to a second difference, wherein the first difference is the difference between the current accelerator pedal opening and the target reference accelerator pedal opening, and the second difference is the difference between the maximum accelerator pedal opening and the target reference accelerator pedal opening.

[0018] When the current accelerator pedal opening is less than the target reference accelerator pedal opening, the torque demand is equal to the ratio of the third difference to the target reference accelerator pedal opening, wherein the third difference is the difference between the target reference accelerator pedal opening and the current accelerator pedal opening.

[0019] In one possible implementation, determining the target adjustment coefficient for the torque demand based on the power mode and driving mode of the target vehicle includes:

[0020] Based on the pre-stored correspondence between power mode, driving mode, and torque demand adjustment coefficients, the corresponding target adjustment coefficient is determined.

[0021] In one possible implementation, determining the target maximum wheel-end allowable torque based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, as well as the target vehicle's power mode and driving mode, includes:

[0022] When the current accelerator pedal opening is greater than the target reference accelerator pedal opening, based on the pre-stored correspondence between power mode, driving mode, and maximum drive wheel torque, the corresponding target maximum drive wheel torque is determined as the target maximum allowable wheel torque.

[0023] When the current accelerator pedal opening is less than the target reference accelerator pedal opening, based on the pre-stored correspondence between power mode, driving mode, and maximum recovery wheel torque, the corresponding target maximum recovery wheel torque is determined as the target maximum allowable wheel torque.

[0024] In one possible implementation, calculating the target wheel-end torque of the target vehicle based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, the torque demand, the target adjustment coefficient, and the target maximum allowable wheel-end torque includes:

[0025] The product of the torque requirement, the target adjustment coefficient, and the target maximum allowable wheel-end torque is taken as the target wheel-end torque of the target vehicle.

[0026] In one possible implementation, the method further includes:

[0027] Obtain the remaining battery percentage of the target vehicle and the congestion level of the target vehicle's location;

[0028] Based on the remaining battery percentage of the target vehicle, a first energy recovery level is determined, and based on the congestion level of the target vehicle's location, a second energy recovery level is determined.

[0029] When the remaining power ratio is less than a first threshold, the weight corresponding to the first energy recovery level is determined to be the first weight, and the weight corresponding to the second energy recovery level is determined to be the second weight. The sum of the first product and the second product is taken as the current energy recovery level of the target vehicle. The first weight is greater than the second weight, the first product is the product of the first energy recovery level and the first weight, and the second product is the product of the second energy recovery level and the second weight.

[0030] When the remaining battery percentage is greater than the first threshold, the weight corresponding to the first energy recovery level is determined to be the third weight, and the weight corresponding to the second energy recovery level is determined to be the fourth weight. The sum of the third product and the fourth product is taken as the current energy recovery level of the target vehicle. The third weight is less than the fourth weight. The third product is the product of the first energy recovery level and the third weight, and the fourth product is the product of the second energy recovery level and the fourth weight.

[0031] Secondly, a vehicle control device is provided, the device comprising:

[0032] The determination module is used to determine the target reference accelerator pedal opening based on the target vehicle's current speed and current energy recovery level;

[0033] The calculation module is used to calculate the torque demand based on the current accelerator pedal opening and the target reference accelerator pedal opening;

[0034] The determining module is used to determine the target adjustment coefficient of the torque demand based on the power mode and driving mode of the target vehicle, and to determine the target maximum wheel end allowable torque based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, as well as the power mode and driving mode of the target vehicle.

[0035] The calculation module is used to calculate the target wheel-end torque of the target vehicle based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, the torque demand, the target adjustment coefficient, and the target maximum allowable wheel-end torque.

[0036] The control module is used to control the target vehicle based on the target wheel-end torque of the target vehicle.

[0037] In one possible implementation, the power mode includes at least one of a hybrid mode and a pure electric mode.

[0038] In one possible implementation, the driving mode includes at least one of an eco mode, a standard mode, and a sport mode.

[0039] In one possible implementation, the determining module is configured to:

[0040] Based on the pre-stored correspondence between vehicle speed, energy recovery level, and reference accelerator pedal opening, the corresponding target reference accelerator pedal opening is determined.

[0041] In one possible implementation, the computing module is used for:

[0042] When the current accelerator pedal opening is greater than the target reference accelerator pedal opening, the torque demand is equal to the ratio of a first difference to a second difference, wherein the first difference is the difference between the current accelerator pedal opening and the target reference accelerator pedal opening, and the second difference is the difference between the maximum accelerator pedal opening and the target reference accelerator pedal opening.

[0043] When the current accelerator pedal opening is less than the target reference accelerator pedal opening, the torque demand is equal to the ratio of the third difference to the target reference accelerator pedal opening, wherein the third difference is the difference between the target reference accelerator pedal opening and the current accelerator pedal opening.

[0044] In one possible implementation, the determining module is configured to:

[0045] Based on the pre-stored correspondence between power mode, driving mode, and torque demand adjustment coefficients, the corresponding target adjustment coefficient is determined.

[0046] In one possible implementation, the determining module is configured to:

[0047] When the current accelerator pedal opening is greater than the target reference accelerator pedal opening, based on the pre-stored correspondence between power mode, driving mode, and maximum drive wheel torque, the corresponding target maximum drive wheel torque is determined as the target maximum allowable wheel torque.

[0048] When the current accelerator pedal opening is less than the target reference accelerator pedal opening, based on the pre-stored correspondence between power mode, driving mode, and maximum recovery wheel torque, the corresponding target maximum recovery wheel torque is determined as the target maximum allowable wheel torque.

[0049] In one possible implementation, the computing module is used for:

[0050] The product of the torque requirement, the target adjustment coefficient, and the target maximum allowable wheel-end torque is taken as the target wheel-end torque of the target vehicle.

[0051] In one possible implementation, the determining module is further configured to:

[0052] Obtain the remaining battery percentage of the target vehicle and the congestion level of the target vehicle's location;

[0053] Based on the remaining battery percentage of the target vehicle, a first energy recovery level is determined, and based on the congestion level of the target vehicle's location, a second energy recovery level is determined.

[0054] When the remaining power ratio is less than a first threshold, the weight corresponding to the first energy recovery level is determined to be the first weight, and the weight corresponding to the second energy recovery level is determined to be the second weight. The sum of the first product and the second product is taken as the current energy recovery level of the target vehicle. The first weight is greater than the second weight, the first product is the product of the first energy recovery level and the first weight, and the second product is the product of the second energy recovery level and the second weight.

[0055] When the remaining battery percentage is greater than the first threshold, the weight corresponding to the first energy recovery level is determined to be the third weight, and the weight corresponding to the second energy recovery level is determined to be the fourth weight. The sum of the third product and the fourth product is taken as the current energy recovery level of the target vehicle. The third weight is less than the fourth weight. The third product is the product of the first energy recovery level and the third weight, and the fourth product is the product of the second energy recovery level and the fourth weight.

[0056] Thirdly, a computer device is provided, comprising a memory and a processor, the memory for storing computer instructions, and the processor for executing the computer instructions stored in the memory to cause the computer device to perform the methods provided in the first aspect and its possible implementations.

[0057] Fourthly, a computer-readable storage medium is provided, which stores computer program code, such that when the computer program code is executed by a computer device, the computer device performs the method provided in the first aspect and its possible implementations.

[0058] Fifthly, a computer program product is provided, comprising computer program code, wherein when the computer program code is executed by a computer device, the computer device performs the method provided by the first aspect and its possible implementations.

[0059] Using this method, the torque demand is calculated from the current accelerator pedal opening and the target reference accelerator pedal opening, without involving table lookup processing based on the current accelerator pedal opening. Similarly, determining the target maximum allowable wheel-end torque also avoids table lookup processing based on the current accelerator pedal opening. The target wheel-end torque is calculated from the torque demand, the target adjustment coefficient, and the target maximum allowable wheel-end torque, also without involving table lookup processing based on the current accelerator pedal opening. Therefore, while the entire vehicle control process involves table lookup processing based on the current vehicle speed, it does not involve table lookup processing based on the current accelerator pedal opening. This avoids the impact on accuracy introduced by table lookup processes based on the current accelerator pedal opening, thereby improving the accuracy of vehicle control. Attached Figure Description

[0060] Figure 1 This is a schematic diagram of the structure of a target vehicle provided in an embodiment of this disclosure;

[0061] Figure 2 This is a schematic diagram of a vehicle control method processing flow provided in an embodiment of this disclosure;

[0062] Figure 3 This is a schematic diagram of a process for determining the energy recovery level provided in an embodiment of this disclosure;

[0063] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this disclosure. Detailed Implementation

[0064] This disclosure provides a vehicle control method, in which the target vehicle can be the executing entity. Figure 1 This is a schematic diagram of the structure of a target vehicle provided in an embodiment of this disclosure. From a hardware perspective, the structure of the target vehicle can be as follows: Figure 1 As shown, it includes a processor 110, a memory 120, and a display unit 130.

[0065] The processor 110 can be a central processing unit (CPU) or a system on chip (SoC), etc. The processor 110 can be used to process various operation instructions, such as calculating torque demand.

[0066] The memory 120 may include various volatile or non-volatile memories, such as solid-state disks (SSDs) and dynamic random access memory (DRAM). The memory 120 can be used to store initial data, intermediate data, and result data used in the relevant processing, such as the pre-stored correspondence between vehicle speed, energy recovery level, and reference throttle pedal opening.

[0067] The display component 130 can be a standalone screen, or a screen integrated with the user equipment body, a projector, etc. The screen can be a touch screen or a non-touch screen (which can be displayed remotely), for example, displaying the current energy recovery level, etc.

[0068] The following describes some concepts involved in the embodiments of this disclosure:

[0069] Energy recovery level

[0070] Energy recovery refers to the process where, when the driver releases the accelerator or applies the brake pedal to decelerate the vehicle, the electric motor generates a reverse induced current that recharges the battery and is reused for driving. Energy recovery can be divided into different levels, each with a different rate of energy recovery and a different deceleration rate. Drivers can select the appropriate energy recovery level.

[0071] Hybrid mode and pure electric mode

[0072] Depending on the source of power, cars can be categorized into various power modes, such as hybrid, pure electric, and pure gasoline power. Hybrid and pure electric vehicles can recover energy during operation.

[0073] Energy Saving Mode, Standard Mode, and Sport Mode

[0074] Cars typically come with multiple driving modes, such as Eco, Standard, and Sport, each with distinct driving and operational characteristics. The order of engine power output as a percentage of total power output, from highest to lowest, is Sport, Standard, and Eco. Similarly, the order of electric motor power output as a percentage of total power output, from highest to lowest, is Eco, Standard, and Sport.

[0075] Maximum allowable wheel end torque

[0076] The maximum permissible wheel-end torque includes the maximum drive wheel-end torque and the maximum regenerative wheel-end torque, which are determined by technicians based on the physical characteristics of the engine and motor before the vehicle leaves the factory. The maximum drive wheel-end torque is the maximum wheel-end torque that the motor and / or engine can output, while the maximum regenerative wheel-end torque is the maximum wheel-end torque that the motor can recover (for power generation).

[0077] The general method for determining the target wheel-end torque is to pre-set the correspondence between vehicle speed, power mode, driving mode, accelerator pedal opening, and wheel-end torque. Based on the current vehicle speed, power mode, driving mode, and accelerator pedal opening, the most suitable wheel-end torque is determined in the correspondence table and designated as the target wheel-end torque. The vehicle is then controlled according to the target wheel-end torque. However, if the corresponding values ​​for the current vehicle speed, power mode, driving mode, and accelerator pedal opening are not found in the correspondence table, only the most suitable wheel-end torque can be found in the table, and the most precise wheel-end torque cannot be determined. To obtain a more precise wheel-end torque, embodiments of this disclosure provide a vehicle control method, such as... Figure 2 As shown, it includes the following steps:

[0078] 201. Determine the target baseline accelerator pedal opening based on the target vehicle's current speed and current energy recovery level.

[0079] The target vehicle is typically equipped with a speed sensor to detect its speed in real time, and the energy recovery level is usually set by the driver. Based on a pre-stored correspondence between vehicle speed, energy recovery level, and baseline accelerator pedal opening, the corresponding target baseline accelerator pedal opening is determined according to the target vehicle's current speed and energy recovery level. For example, as shown in Table 1, at the same vehicle speed, a higher energy recovery level results in slower deceleration and a larger baseline accelerator pedal opening.

[0080] Table 1

[0081]

[0082] 202. Calculate the torque demand based on the current accelerator pedal opening and the target reference accelerator pedal opening.

[0083] When the current accelerator pedal opening is greater than the target reference accelerator pedal opening, the torque demand is equal to the ratio of the first difference to the second difference. This torque demand can also be called the drive torque demand. The first difference is the difference between the current accelerator pedal opening and the target reference accelerator pedal opening, and the second difference is the difference between the maximum accelerator pedal opening and the target reference accelerator pedal opening. The maximum accelerator pedal opening is typically 100%. For example, if the current accelerator pedal opening is 20% and the target reference accelerator pedal opening is 5%, then the first difference is 15%, the maximum accelerator pedal opening is 100%, and the second difference is 80%, so the torque demand is 19%.

[0084] When the current accelerator pedal opening is less than the target reference accelerator pedal opening, the torque demand is equal to the ratio of the third difference to the target reference accelerator pedal opening. This torque demand can also be called the recovery torque demand. The third difference is the difference between the target reference accelerator pedal opening and the current accelerator pedal opening. For example, if the current accelerator pedal opening is 4% and the target reference accelerator pedal opening is 5%, then the third difference is 1%, and the torque demand is 20%.

[0085] When the current accelerator pedal opening is equal to the target reference accelerator pedal opening, it can be handled as if the current accelerator pedal opening is less than the target reference accelerator pedal opening.

[0086] 203. Based on the target vehicle's power mode and driving mode, determine the target adjustment coefficient for torque demand, and based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, as well as the target vehicle's power mode and driving mode, determine the target maximum allowable wheel-end torque.

[0087] The driving mode includes at least one of hybrid mode and pure electric mode. Depending on the source of power, a car can have multiple driving modes, such as hybrid mode, pure electric mode, and pure gasoline power. Cars in hybrid and pure electric modes can recover energy during driving.

[0088] Driving modes include at least one of Eco, Standard, and Sport modes. Cars typically offer multiple driving modes, such as Eco, Standard, and Sport, each with different driving and operational characteristics. Eco mode reduces unnecessary fuel consumption and operates at lower engine speeds, suitable for low- to medium-speed driving. Sport mode increases engine speeds and is suitable for high-speed driving. Standard mode strikes a balance between Eco and Sport modes.

[0089] One way to determine the torque demand adjustment coefficient is to determine the corresponding target adjustment coefficient based on the target vehicle's power mode and driving mode, from a pre-stored correspondence between power mode, driving mode and torque demand adjustment coefficient.

[0090] The relationship between the adjustment coefficients of power mode, driving mode and torque demand can be seen in Table 2. For example, when the target vehicle is in the same power mode, the adjustment coefficients of torque demand for Eco mode, Standard mode and Sport mode are from high to low.

[0091] Table 2

[0092]

[0093] One way to determine the target maximum allowable wheel end torque is:

[0094] When the current accelerator pedal opening is greater than the target reference accelerator pedal opening, based on the pre-stored correspondence between power mode, driving mode, and maximum drive wheel torque, the corresponding target maximum drive wheel torque is determined as the target maximum allowable wheel torque, according to the target vehicle's power mode and driving mode. The correspondence between power mode, driving mode, and maximum allowable wheel torque can be illustrated in Table 3. For example, in the same power mode, the maximum drive wheel torque of the target vehicle is greater in Sport mode than in Eco mode. For instance, if the target vehicle's power mode is hybrid and its driving mode is Eco mode, the maximum drive wheel torque can be found in Table 3 to be 8000 Nm; therefore, the target maximum allowable wheel torque is 8000 Nm.

[0095] Table 3

[0096]

[0097] When the current accelerator pedal opening is less than the target reference accelerator pedal opening, based on the pre-stored correspondence between power mode, driving mode, and maximum regenerative wheel torque, the corresponding target maximum regenerative wheel torque is determined as the target maximum allowable wheel torque, according to the target vehicle's power mode and driving mode. The correspondence between power mode, driving mode, and maximum regenerative wheel torque can be illustrated in Table 4. For example, if the target vehicle's power mode is hybrid and its driving mode is eco, the maximum regenerative wheel torque is 4000 Nm, as shown in Table 4. Therefore, the target maximum allowable wheel torque is 4000 Nm.

[0098] Table 4

[0099]

[0100] When the current accelerator pedal opening is equal to the target reference accelerator pedal opening, it can be handled as if the current accelerator pedal opening is less than the target reference accelerator pedal opening.

[0101] 204. Based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, the torque demand, the target adjustment coefficient, and the target maximum allowable wheel end torque, calculate the target wheel end torque of the target vehicle.

[0102] When the current accelerator pedal opening is greater than the target reference accelerator pedal opening, the product of the torque demand, the target adjustment factor, and the target maximum allowable wheel-end torque is taken as the target wheel-end torque of the target vehicle. For example, if the current accelerator pedal opening is 20% and the target reference accelerator pedal opening is 5%, then the torque demand is 19%. If the power mode is hybrid mode and the driving mode is eco mode, then the torque demand adjustment factor is 0.8, and the target maximum allowable wheel-end torque is 8000 Nm. Therefore, the target wheel-end torque of the target vehicle is 760 Nm.

[0103] When the current accelerator pedal opening is less than the target reference accelerator pedal opening, the product of the torque demand, the target adjustment factor, and the target maximum allowable wheel-end torque is taken as the target wheel-end torque of the target vehicle. For example, if the current accelerator pedal opening is 4% and the target reference accelerator pedal opening is 5%, then the torque demand is 20%. If the power mode is hybrid mode and the driving mode is eco mode, then the torque demand adjustment factor is 0.8, and the target maximum allowable wheel-end torque is 4000 Nm. Therefore, the target wheel-end torque of the target vehicle is 640 Nm.

[0104] 205. Control the target vehicle based on the target wheel-end torque of the target vehicle.

[0105] The motor controller and engine controller control the output power of the engine and motor of the target vehicle based on the target wheel end torque, thereby controlling the target vehicle.

[0106] In one possible implementation, the process for determining the energy recovery level can be as follows: Figure 3 As shown, it includes the following steps:

[0107] 301, obtain the remaining battery percentage of the target vehicle and the congestion level of the target vehicle's location.

[0108] The target vehicle can perform image recognition processing on the images of the area in front of the vehicle captured by the camera, and determine the congestion level based on the number of obstacles identified in front of the target vehicle. Alternatively, the target vehicle can also obtain images from road cameras in its location to determine the congestion level.

[0109] 302. Based on the remaining battery percentage of the target vehicle, determine the first energy recovery level, and based on the congestion level of the target vehicle's location, determine the second energy recovery level.

[0110] In a pre-stored table mapping remaining battery percentage to energy recovery levels, the energy recovery level corresponding to the remaining battery percentage of the target vehicle is identified and designated as the first energy recovery level. Similarly, in a pre-stored table mapping congestion levels to energy recovery levels, the energy recovery level corresponding to the congestion level of the target vehicle's location is identified and designated as the second energy recovery level.

[0111] 303. When the remaining power ratio is less than the first threshold, the weight corresponding to the first energy recovery level is determined to be the first weight, and the weight corresponding to the second energy recovery level is determined to be the second weight. The sum of the first product and the second product is taken as the current energy recovery level of the target vehicle.

[0112] Among them, the first weight is greater than the second weight, the first product is the product of the first energy recovery level and the first weight, and the second product is the product of the second energy recovery level and the second weight.

[0113] 304. When the remaining battery percentage is greater than the first threshold, the weight corresponding to the first energy recovery level is determined to be the third weight, and the weight corresponding to the second energy recovery level is determined to be the fourth weight. The sum of the third product and the fourth product is taken as the current energy recovery level of the target vehicle.

[0114] Among them, the third weight is less than the fourth weight, the third product is the product of the first energy recovery level and the third weight, and the fourth product is the product of the second energy recovery level and the fourth weight.

[0115] In this embodiment, the torque demand is calculated from the current accelerator pedal opening and the target reference accelerator pedal opening, without involving table lookup processing based on the current accelerator pedal opening. Similarly, the determination of the target maximum allowable wheel-end torque also does not involve table lookup processing based on the current accelerator pedal opening. The target wheel-end torque is calculated from the torque demand, the target adjustment coefficient, and the target maximum allowable wheel-end torque, also without involving table lookup processing based on the current accelerator pedal opening. Therefore, although the entire vehicle control process involves table lookup processing based on the current vehicle speed, it does not involve table lookup processing based on the current accelerator pedal opening. This avoids the impact on accuracy introduced by table lookup processes based on the current accelerator pedal opening, thereby improving the accuracy of vehicle control.

[0116] All of the above-mentioned optional technical solutions can be combined in any way to form optional embodiments of this disclosure, and will not be described in detail here.

[0117] Based on the same technical concept, embodiments of this disclosure also provide a vehicle control device, such as... Figure 4 As shown, the device includes:

[0118] The determination module 410 is used to determine the target reference accelerator pedal opening based on the target vehicle's current speed and current energy recovery level. Specifically, it can implement the processing function of step 201 above, as well as other implicit steps.

[0119] The calculation module 420 is used to calculate the torque demand based on the current accelerator pedal opening and the target reference accelerator pedal opening. Specifically, it can implement the processing function of step 202 above, as well as other implicit steps.

[0120] The determination module 410 is used to determine the target adjustment coefficient for torque demand based on the target vehicle's power mode and driving mode, and to determine the target maximum allowable wheel-end torque based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, as well as the target vehicle's power mode and driving mode. Specifically, it can implement the processing function of step 203 above, as well as other implicit steps.

[0121] The calculation module 420 is used to calculate the target wheel-end torque of the target vehicle based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, the torque demand, the target adjustment coefficient, and the target maximum allowable wheel-end torque. Specifically, it can implement the processing function of step 204 above, as well as other implicit steps.

[0122] The control module 430 is used to control the target vehicle based on the target wheel-end torque. Specifically, it can implement the processing function of step 205 above, as well as other implicit steps.

[0123] In one possible implementation, the power mode includes at least one of a hybrid mode and a pure electric mode.

[0124] In one possible implementation, the driving modes include at least one of eco mode, standard mode, and sport mode.

[0125] In one possible implementation, the determining module 410 is used to: determine the corresponding target reference accelerator pedal opening based on the target vehicle's current speed and current energy recovery level, according to a pre-stored correspondence between vehicle speed, energy recovery level, and reference accelerator pedal opening. Specifically, this can implement the processing function of step 201 above, as well as other implicit steps.

[0126] In one possible implementation, the calculation module 420 is configured to: when the current accelerator pedal opening is greater than the target reference accelerator pedal opening, the torque demand is equal to the ratio of a first difference to a second difference, where the first difference is the difference between the current accelerator pedal opening and the target reference accelerator pedal opening, and the second difference is the difference between the maximum accelerator pedal opening and the target reference accelerator pedal opening; when the current accelerator pedal opening is less than the target reference accelerator pedal opening, the torque demand is equal to the ratio of a third difference to the target reference accelerator pedal opening, where the third difference is the difference between the target reference accelerator pedal opening and the current accelerator pedal opening. Specifically, this can implement the processing function of step 202 above, as well as other implicit steps.

[0127] In one possible implementation, the determining module 410 is used to: take the product of the torque demand, the target adjustment coefficient, and the target maximum allowable wheel-end torque as the target wheel-end torque of the target vehicle. Specifically, this can implement the processing function of step 203 above, as well as other implicit steps.

[0128] The aforementioned determining module 410, calculating module 420, and controlling module 430 can be implemented by a processor, or by a processor in conjunction with a memory and a display.

[0129] In this embodiment, the torque demand is calculated from the current accelerator pedal opening and the target reference accelerator pedal opening, without involving table lookup processing based on the current accelerator pedal opening. Similarly, the determination of the target maximum allowable wheel-end torque also does not involve table lookup processing based on the current accelerator pedal opening. The target wheel-end torque is calculated from the torque demand, the target adjustment coefficient, and the target maximum allowable wheel-end torque, also without involving table lookup processing based on the current accelerator pedal opening. Therefore, although the entire vehicle control process involves table lookup processing based on the current vehicle speed, it does not involve table lookup processing based on the current accelerator pedal opening. This avoids the impact on accuracy introduced by table lookup processes based on the current accelerator pedal opening, thereby improving the accuracy of vehicle control.

[0130] The vehicle control device provided in the above embodiments is illustrated only by the division of the functional modules described above. In practical applications, the functions can be assigned to different functional modules as needed, that is, the internal structure of the electric equipment can be divided into different functional modules to complete all or part of the functions described above. Furthermore, the vehicle control device and the vehicle control method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process is detailed in the method embodiments, which will not be repeated here.

[0131] This disclosure also provides a computer-readable storage medium. The computer-readable storage medium can be any available medium that a computer device can store, or a data storage device such as a data center containing one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state drive). The computer-readable storage medium includes instructions that instruct a computing device to perform a method of vehicle control.

[0132] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for vehicle control, characterized in that, The method is applied to a target vehicle, and the method includes: Based on the target vehicle's current speed and current energy recovery level, determine the target baseline accelerator pedal opening; Based on the current accelerator pedal opening and the target reference accelerator pedal opening, the torque demand is calculated. When the current accelerator pedal opening is greater than the target reference accelerator pedal opening, the torque demand is equal to the ratio of a first difference to a second difference, wherein the first difference is the difference between the current accelerator pedal opening and the target reference accelerator pedal opening, and the second difference is the difference between the maximum accelerator pedal opening and the target reference accelerator pedal opening. When the current accelerator pedal opening is less than the target reference accelerator pedal opening, the torque demand is equal to the ratio of a third difference to the target reference accelerator pedal opening, wherein the third difference is the difference between the target reference accelerator pedal opening and the current accelerator pedal opening. Based on the power mode and driving mode of the target vehicle, the target adjustment coefficient of the torque demand is determined, and based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, as well as the power mode and driving mode of the target vehicle, the target maximum allowable wheel end torque is determined. The product of the torque demand, the target adjustment coefficient, and the target maximum allowable wheel-end torque is taken as the target wheel-end torque of the target vehicle. The target vehicle is controlled based on the target wheel-end torque of the target vehicle.

2. The method according to claim 1, characterized in that, The power mode includes at least one of a hybrid mode and a pure electric mode.

3. The method according to claim 1, characterized in that, The driving modes include at least one of Eco mode, Standard mode, and Sport mode.

4. The method according to claim 1, characterized in that, Determining the target baseline accelerator pedal opening based on the target vehicle's current speed and current energy recovery level includes: Based on the pre-stored correspondence between vehicle speed, energy recovery level, and reference accelerator pedal opening, the corresponding target reference accelerator pedal opening is determined.

5. A vehicle control device, characterized in that, The device includes: The determination module is used to determine the target baseline accelerator pedal opening based on the target vehicle's current speed and current energy recovery level; The calculation module is used to calculate the torque demand based on the current accelerator pedal opening and the target reference accelerator pedal opening. When the current accelerator pedal opening is greater than the target reference accelerator pedal opening, the torque demand is equal to the ratio of a first difference to a second difference, wherein the first difference is the difference between the current accelerator pedal opening and the target reference accelerator pedal opening, and the second difference is the difference between the maximum accelerator pedal opening and the target reference accelerator pedal opening. When the current accelerator pedal opening is less than the target reference accelerator pedal opening, the torque demand is equal to the ratio of a third difference to the target reference accelerator pedal opening, wherein the third difference is the difference between the target reference accelerator pedal opening and the current accelerator pedal opening. The determining module is used to determine the target adjustment coefficient of the torque demand based on the power mode and driving mode of the target vehicle, and to determine the target maximum wheel end allowable torque based on the relationship between the current accelerator pedal opening and the target reference accelerator pedal opening, as well as the power mode and driving mode of the target vehicle. The calculation module is used to take the product of the torque demand, the target adjustment coefficient and the target maximum allowable wheel end torque as the target wheel end torque of the target vehicle. The control module is used to control the target vehicle based on the target wheel-end torque of the target vehicle.

6. A computer device, characterized in that, The computer device includes a memory and a processor, the memory being used to store computer instructions; The processor executes computer instructions stored in the memory to cause the computer device to perform the method described in any one of claims 1-4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program code, which, when executed by a computer device, performs the method described in any one of claims 1-4.

8. A computer program product, characterized in that, The computer program product includes computer program code, which, when executed by a computer device, performs the method described in any one of claims 1-4.

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