Vehicle control method, controller, vehicle and program product

Abstract

The invention relates to a vehicle control method, a controller, a vehicle and a program product, relates to the technical field of vehicle control, and can keep the energy consumption of the vehicle in a complex working condition optimal. The method comprises the following steps: determining a pedal state of a vehicle and power consumption per hundred kilometers of the vehicle in a preset period; when the power consumption per hundred kilometers is larger than a preset power consumption per hundred kilometers threshold value, the power consumption per hundred kilometers ratio is determined according to the power consumption per hundred kilometers and the preset power consumption per hundred kilometers threshold value, and the speed ratio is determined according to the pedal state and the average acceleration information of the vehicle, the average acceleration information comprises a first average acceleration when the vehicle is in an acceleration state or a second average acceleration when the vehicle is in a deceleration state in a preset period; a torque adjusting coefficient is determined according to the power consumption ratio of 100 kilometers and the speed ratio; and obtaining a target torque according to the torque adjustment coefficient and the request torque of the vehicle, and controlling the vehicle to operate at the target torque.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular, to a vehicle control method, a controller, a vehicle, and a program product. Background Art

[0002] At present, there are multiple driving modes set on vehicles, such as power mode, economy mode, and normal mode. Different driving modes are adapted to different working conditions. However, the working conditions in the actual driving process are complex. A single driving mode cannot fully adapt and cannot guarantee the optimal energy consumption of the vehicle in complex working conditions. Summary of the invention

[0003] In order to solve the deficiencies of the prior art, the present disclosure provides a vehicle control method, a controller, a vehicle and a program product.

[0004] In order to achieve the above objectives, in a first aspect, the present disclosure provides a vehicle control method, comprising: Determining a pedal state of a vehicle and an electric consumption per 100 kilometers of the vehicle in a preset period; When the electricity consumption per 100 kilometers is greater than a preset electricity consumption threshold per 100 kilometers, a ratio of electricity consumption per 100 kilometers is determined according to the electricity consumption per 100 kilometers and the preset electricity consumption threshold per 100 kilometers, and a speed ratio is determined according to the pedal state and average acceleration information of the vehicle, wherein the average acceleration information includes a first average acceleration of the vehicle in an accelerating state or a second average acceleration of the vehicle in a decelerating state within the preset period; Determining a torque adjustment coefficient according to the power consumption ratio per 100 kilometers and the speed ratio; A target torque is obtained according to the torque adjustment coefficient and a request torque of the vehicle, and the vehicle is controlled to run at the target torque.

[0005] In a second aspect, the present disclosure provides a controller, comprising: a memory having a computer program stored thereon; A processor is used to execute the computer program in the memory to implement the method described in the first aspect.

[0006] In a third aspect, the present disclosure provides a vehicle, comprising the processor described in the second aspect.

[0007] In a fourth aspect, the present disclosure provides a computer-readable storage medium having a computer program stored thereon, which implements the method described in the first aspect when the computer program is executed by a processor.

[0008] In a fifth aspect, the present disclosure provides a computer program product, including a computer program, which implements the method described in the first aspect when executed by a processor.

[0009] Through the above technical solution, when the vehicle's electricity consumption per 100 kilometers is greater than the preset electricity consumption threshold per 100 kilometers, the torque adjustment coefficient is determined according to the determined electricity consumption ratio per 100 kilometers and the speed ratio, and the target torque is obtained according to the torque adjustment coefficient and the requested torque of the vehicle, and the vehicle is controlled to operate at the target torque, thereby optimizing the vehicle's energy consumption level under the current working conditions. By replacing the calibration data under different driving modes through the control strategy, any driving mode can adapt to the diverse needs of different users, thereby adapting to the complex working conditions during driving, and is not restricted by the vehicle model.

[0010] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings: Figure 1 is a flowchart showing a vehicle control method according to an exemplary embodiment of the present disclosure.

[0012] Figure 2 It is a schematic diagram showing a vehicle control method according to an exemplary embodiment of the present disclosure.

[0013] Figure 3 is another flowchart of a vehicle control method according to an exemplary embodiment of the present disclosure.

[0014] Figure 4 is a block diagram of a controller according to an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0015] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0016] As mentioned in the background technology, there are multiple driving modes on the vehicle, and different driving modes are usually distinguished by different calibration data. For example, the power mode can exert the ultimate power, the normal mode is slightly weaker than the power mode, and the power in the economic mode is greatly reduced, and energy recovery is enhanced. It is up to the user to decide which mode the vehicle uses under different working conditions. There are also vehicles that do not distinguish between driving modes, and the power performance and energy recovery of the vehicle are manually set by the user.

[0017] However, the inventors have different calibration data corresponding to different driving modes, that is, different calibration data is used to distinguish the performance differences of the vehicle under different driving modes, so that users can choose the appropriate driving mode according to the current working conditions. However, the working conditions in the actual driving process are complex, and a single driving mode can only adapt to a limited number of working conditions, resulting in the vehicle's energy consumption in complex conditions unable to maintain optimality.

[0018] In view of this, the present disclosure provides a vehicle control method, a controller, a vehicle and a program product, which can optimize the energy consumption of the vehicle in complex working conditions.

[0019] Figure 1 FIG. 1 is a flow chart of a vehicle control method according to an exemplary embodiment of the present disclosure. The method can be used in intelligent devices such as vehicle controllers. Figure 1 As shown, the method may include the following steps: In step S101 , the pedal status of the vehicle and the power consumption per 100 kilometers of the vehicle in a preset period are determined.

[0020] It is worth noting that the power consumption per 100 kilometers under the same working condition can be calculated based on the battery power change and mileage of the vehicle under the working condition. It can be determined by the following calculation formula: , in, Indicates the power consumption per 100 kilometers, kWh / 100km, Characterize the battery charge change, kWh, Represents the change in mileage (km).

[0021] In step S102, when the electricity consumption per 100 kilometers is greater than the preset electricity consumption threshold per 100 kilometers, the electricity consumption ratio per 100 kilometers is determined according to the electricity consumption per 100 kilometers and the preset electricity consumption threshold per 100 kilometers, and the speed ratio is determined according to the pedal state and average acceleration information of the vehicle, wherein the average acceleration information includes a first average acceleration when the vehicle is in an accelerating state, or a second average acceleration when the vehicle is in a decelerating state within the preset period.

[0022] It is worth noting that the parameters that affect the energy consumption of a vehicle are different in different driving scenarios. For example, when a vehicle is driving on a suburban road, the vehicle is generally driven at a medium-high speed, and the fluctuations in acceleration and deceleration during driving are small, and both are in a gentle state. Correspondingly, the average acceleration and average deceleration are low, that is, when driving on a suburban road, the energy consumption of the vehicle is affected by the power consumption per 100 kilometers. When a vehicle is driving on an urban road, the vehicle is generally driven at a low speed, and frequent acceleration and deceleration will occur during driving, that is, the fluctuations in acceleration and deceleration are large, and correspondingly, the average acceleration and average deceleration are high. If the power is reduced, the user's driving experience will be poor, that is, when driving on an urban road, the energy consumption of the vehicle is affected by the vehicle speed. Therefore, in the embodiment of the present disclosure, the vehicle is controlled in combination with the power consumption per 100 kilometers and the vehicle speed, and energy consumption is reduced as much as possible while maintaining the necessary power performance of the vehicle.

[0023] It is worth noting that the preset 100km power consumption thresholds corresponding to different driving modes of the vehicle may be the same or different. For example, the preset 100km power consumption thresholds of the vehicle in the sports mode and the snow mode are the same, and the preset 100km power consumption thresholds of the vehicle in the sports mode and the economy mode are different. The preset 100km power consumption thresholds of the vehicle in different driving modes can be obtained through the vehicle controller when the vehicle is in the driving mode, or can be preset according to the user's driving needs, and this disclosure does not limit this.

[0024] In step S103, a torque adjustment coefficient is determined according to the electric consumption per 100 kilometers ratio and the speed ratio.

[0025] In step S104 , a target torque is obtained according to the torque adjustment coefficient and the requested torque of the vehicle, and the vehicle is controlled to run at the target torque.

[0026] It is worth noting that the calibration data of the vehicle in different driving modes include but are not limited to the power consumption per 100 kilometers and the speed. Taking the calibration data of power consumption per 100 kilometers and the speed as an example, the power consumption per 100 kilometers and the speed of the existing vehicles in different modes are respectively preset with corresponding thresholds. However, under actual road conditions, the current power consumption per 100 kilometers and / or the speed of the vehicle in this driving mode may exceed its corresponding threshold, resulting in energy waste in the vehicle and failure to meet the diversified needs of users. In the embodiment of the present disclosure, the comparison result of the power consumption per 100 kilometers of the vehicle in different driving modes and its corresponding preset power consumption threshold per 100 kilometers is used as the trigger condition. When the power consumption per 100 kilometers in this driving mode exceeds its corresponding preset power consumption threshold per 100 kilometers, the torque adjustment strategy is triggered, and the power consumption per 100 kilometers and the speed of the vehicle in this driving mode are processed with proportional coefficients, thereby reducing the power consumption per 100 kilometers and the speed of the vehicle in this driving mode, thereby adapting to different driving conditions.

[0027] In the disclosed embodiment, the torque adjustment coefficient is determined according to the determined 100km power consumption ratio and speed ratio, and the target torque is obtained according to the torque adjustment coefficient and the vehicle's requested torque. The requested torque is dynamically adjusted in combination with the 100km power consumption ratio and speed ratio, which can more accurately match the actual needs of the vehicle, avoid energy waste, and thus optimize the vehicle's energy consumption level and improve energy utilization. The vehicle operation is controlled according to the optimized target torque, so that the vehicle can reduce energy consumption as much as possible while maintaining the necessary power performance, reduce power consumption per 100km, and achieve energy conservation and emission reduction. The strategy can flexibly adjust the vehicle's requested torque according to different driving conditions and driving habits, has strong adaptability, can meet the diverse needs of different users, and adapt to complex working conditions during driving, and is not restricted by vehicle models.

[0028] In order to facilitate those skilled in the art to better understand the vehicle control method provided by the present disclosure, the steps of the method are described in detail below.

[0029] It is worth noting that, since the vehicle is in a driving state or a braking state at the same time, the corresponding torque regulation strategies in the two different states are also different, which is specifically reflected in the speed ratio. Therefore, the average acceleration information used to determine the speed ratio has different specific parameters when the vehicle is in different states, specifically, the first average acceleration of the vehicle in an accelerating state within a preset time length, or the second average acceleration of the vehicle in a decelerating state within a preset time length.

[0030] In a feasible implementation manner, the average acceleration information of the vehicle during a preset time period may be determined in the following manner: Obtain vehicle speed information under current driving conditions; For each moment of the preset period, determine a first target vehicle speed of the vehicle at the moment and a second target vehicle speed of the vehicle at the next moment of the moment according to the vehicle speed information, and determine an acceleration value of the vehicle between the moment and the next moment according to the moment, the first target vehicle speed, the next moment of the moment, and the second target vehicle speed; Average acceleration information is determined based on a plurality of obtained acceleration values ​​of the vehicle in a preset period.

[0031] It is worth noting that the vehicle speed information may be a vehicle speed curve or other data types, which is not limited in the present disclosure. When the vehicle speed information is a vehicle speed curve, its determination method may include obtaining a vehicle speed signal within a certain time period and generating a vehicle speed curve according to the vehicle speed signal within the time period. The preset time period may be less than or equal to the aforementioned certain time period. In the embodiment of the present disclosure, the preset time period is one hour.

[0032] For example, for each moment in an hour in the speed curve, the first target speed of the vehicle at the moment, the second target speed of the vehicle at the next moment, the moment and the next moment are substituted into the following calculation formula to obtain the acceleration value of the vehicle between the moment and the next moment: , in, Represents the moment, unit s (seconds), Representation Moment The next moment, in seconds, Representation Moment With the moment The acceleration between the two, in m / s 2 , Representation at the moment The first target vehicle speed, in km / h, Representation at the moment The second target vehicle speed, in km / h.

[0033] The acceleration value of the vehicle between every two adjacent moments in one hour is obtained by the above calculation formula, and multiple acceleration values ​​of the vehicle in one hour are obtained, and average acceleration information is determined according to the multiple acceleration values.

[0034] In the embodiment of the present disclosure, multiple acceleration values ​​of the vehicle within a preset time period can be used to more comprehensively determine the speed change of the vehicle within the preset time period, including the vehicle being in an accelerating state and the vehicle being in a decelerating state, thereby improving the accuracy of subsequent speed ratios.

[0035] In a feasible implementation manner, determining average acceleration information based on a plurality of acceleration values ​​of the vehicle in a preset period may include: Determine a first number of acceleration values ​​greater than zero among a plurality of acceleration values ​​of the vehicle in a preset period, and accumulate the acceleration values ​​greater than zero among the plurality of acceleration values ​​to obtain a first accumulated acceleration; The ratio of the first accumulated acceleration to the first number is determined as the first average acceleration; or, Determine a second number of acceleration values ​​of the vehicle that are less than zero among a plurality of acceleration values ​​in a preset period, and accumulate absolute values ​​of the acceleration values ​​that are less than zero among the plurality of acceleration values ​​to obtain a second accumulated acceleration; The ratio of the second accumulated acceleration to the second number is determined as the second average acceleration.

[0036] For example, remove the zero acceleration values ​​and the acceleration values ​​that suddenly change from the multiple acceleration values ​​corresponding to the vehicle within one hour, and obtain 3500 acceleration values. Determine the acceleration values ​​that meet the following conditions: The acceleration value is 2000. For these 2000 acceleration values Accumulate to obtain a first cumulative acceleration, calculate the difference between the first cumulative acceleration and 2000, and obtain a first average acceleration. Alternatively, determine which of the 3500 acceleration values ​​satisfies There are 1500 acceleration values. The second accumulated acceleration is accumulated and the difference between the second accumulated acceleration and 1500 is calculated to obtain the second average acceleration.

[0037] In the embodiment of the present disclosure, the first average acceleration of the vehicle in an accelerating state or the second average acceleration of the vehicle in a decelerating state within a preset time period is used as the average acceleration information, which can avoid accidental errors caused by the acceleration value at a single moment, thereby improving the accuracy of the speed ratio.

[0038] In a feasible implementation manner, in step S103, determining the torque adjustment coefficient according to the 100 km power consumption ratio and the speed ratio may include: The first adjustment coefficient is obtained by multiplying the 100-kilometer power consumption ratio by the preset power consumption weight; Multiplying the speed ratio by the preset speed weight to obtain a second adjustment coefficient; The first adjustment coefficient is added to the second adjustment coefficient to obtain the torque adjustment coefficient.

[0039] It should be understood that the calibration data of the vehicle in different driving modes includes parameters such as power consumption per 100 kilometers and speed. The control strategy used in the embodiment of the present disclosure performs proportional coefficient processing on the calibration data of the vehicle in different modes, which can reduce the amount of calibration data of the whole vehicle in the driving mode.

[0040] It is worth noting that the vehicle speed signal, pedal status, requested torque, preset 100km power consumption threshold and mileage of the vehicle in the embodiment of the present disclosure can be obtained through the vehicle controller. The battery consumption can be obtained through the battery system BMS. The present disclosure does not limit this.

[0041] In the disclosed embodiment, the first adjustment coefficient determined according to the power consumption ratio can be used to more accurately identify and adjust the energy consumption state, avoid unnecessary energy waste, and improve energy utilization. The second adjustment coefficient determined according to the speed ratio can quickly respond to speed changes and ensure the stability of the vehicle during driving. The torque adjustment coefficient is obtained according to the first adjustment coefficient and the second adjustment coefficient. While taking into account the energy consumption and speed of the vehicle, potential safety hazards are effectively avoided and the safety of the vehicle during driving is improved.

[0042] For example, Figure 2 As shown, a vehicle speed curve is determined according to a vehicle speed signal, and a first average acceleration and a second average acceleration of the vehicle within a preset time period are determined according to the vehicle speed curve; the power consumption per 100 kilometers is determined according to the mileage and the battery consumption, and the power consumption per 100 kilometers ratio is determined according to the power consumption per 100 kilometers and a preset power consumption threshold per 100 kilometers.

[0043] When the accelerator pedal is triggered, the requested torque is the requested driving torque. The driving torque adjustment coefficient can be determined according to the first average acceleration and the power consumption per 100 kilometers ratio, and the target driving torque can be determined according to the driving torque adjustment coefficient and the requested driving torque. The driving motor controller controls the driving motor to output the target driving torque.

[0044] When the brake pedal is triggered, the requested torque is the requested feedback torque. The feedback torque adjustment coefficient can be determined according to the second average acceleration and the power consumption per 100 kilometers ratio, and the target feedback torque can be determined according to the feedback torque adjustment coefficient and the requested feedback torque. The drive motor controller controls the drive motor to recover the target feedback torque.

[0045] In a feasible implementation manner, the preset power consumption weight and the preset speed weight may be determined in the following manner: Determine the sum of the 100-kilometer power consumption ratio and the speed ratio to obtain an intermediate value; Divide the 100km power consumption ratio by the middle value to obtain the preset power consumption weight; Divide the speed ratio by the middle value to get the preset speed weight.

[0046] It is worth noting that the sum of the preset power consumption weight and the preset speed weight is 1.

[0047] For example, when the power consumption ratio per 100 kilometers is 1.5 and the speed ratio is 1.2, the preset power consumption weight is 1.5 / (1.2+1.5)≈0.56, and the preset speed weight is 1.2 / (1.2+1.5)≈0.44.

[0048] It is worth noting that at the same time, the pedal state of the vehicle only exists in one of the following situations: the accelerator pedal is triggered and the automatic pedal is triggered. When different pedals are triggered, the corresponding speed ratios are also different.

[0049] In a feasible implementation manner, in step S102, determining the speed ratio according to the pedal state and average acceleration information of the vehicle may include: When the accelerator pedal of the vehicle is triggered, determining the current average acceleration of the vehicle within the preset period, and determining the ratio of the current average acceleration to the first average acceleration as the speed ratio; In step S04, according to the torque adjustment coefficient and the requested torque of the vehicle, a target torque is obtained, and the vehicle is controlled to run at the target torque, which may include: The vehicle's requested torque is divided by the torque adjustment coefficient to obtain a target driving torque, and the vehicle is controlled to operate at the target driving torque.

[0050] For example, Figure 3 As shown, the specific steps include: In step S301, a vehicle speed curve is generated according to a vehicle speed signal within a preset time period, a first average acceleration and a second average acceleration are obtained according to the vehicle speed curve, and power consumption per 100 kilometers is obtained according to the vehicle's driving history and battery power consumption.

[0051] In step S302, it is determined whether the power consumption per 100 kilometers is greater than a preset power consumption threshold per 100 kilometers. If yes, step S303 is executed, and if no, the process returns to step S301.

[0052] In step S303, the ratio of the power consumption per 100 kilometers to the preset power consumption per 100 kilometers is determined.

[0053] In step S304, the pedal state is determined.

[0054] In step S305, when the accelerator pedal is triggered, a speed ratio of the average acceleration of the vehicle within a preset period to the first average acceleration is determined.

[0055] In step S307, the power consumption ratio per 100 kilometers is multiplied by the preset power consumption weight to obtain a first adjustment coefficient, the speed ratio is multiplied by the preset speed weight to obtain a second adjustment coefficient, and the first adjustment coefficient and the second adjustment coefficient are added to obtain a torque adjustment coefficient.

[0056] In step S308 , the requested torque is divided by the torque adjustment coefficient to obtain the target driving torque.

[0057] In step S308 , the driving motor of the vehicle is controlled to output the target driving torque.

[0058] In a feasible implementation manner, in step S102, determining the speed ratio according to the pedal state and average acceleration information of the vehicle may include: When the brake pedal of the vehicle is triggered, determining a current average deceleration of the vehicle within a preset period, and determining a ratio of an absolute value of the current deceleration to the second average acceleration as a speed ratio; In step S104, the target torque is obtained according to the torque adjustment coefficient and the requested torque of the vehicle, and the vehicle is controlled to run at the target torque, which may include: The requested regenerative torque of the vehicle is divided by the torque adjustment coefficient to obtain the target regenerative torque, and the vehicle is controlled to operate at the target regenerative torque.

[0059] For example, Figure 3 As shown, the specific steps include: In step S301, a vehicle speed curve is generated according to a vehicle speed signal within a preset time period, a first average acceleration and a second average acceleration are obtained according to the vehicle speed curve, and power consumption per 100 kilometers is obtained according to the vehicle's driving history and battery power consumption.

[0060] In step S302, it is determined whether the power consumption per 100 kilometers is greater than a preset power consumption threshold per 100 kilometers. If yes, step S303 is executed, and if no, the process returns to step S301.

[0061] In step S303, the ratio of the power consumption per 100 kilometers to the preset power consumption per 100 kilometers is determined.

[0062] In step S304, the pedal state is determined.

[0063] In step S306, when the brake pedal is triggered, the speed ratio of the average deceleration of the vehicle within a preset period to the second average acceleration is determined.

[0064] In step S307, the power consumption ratio per 100 kilometers is multiplied by the preset power consumption weight to obtain a first adjustment coefficient, the speed ratio is multiplied by the preset speed weight to obtain a second adjustment coefficient, and the first adjustment coefficient and the second adjustment coefficient are added to obtain a torque adjustment coefficient.

[0065] In step S308 , the requested torque is divided by the torque adjustment coefficient to obtain the target feedback torque.

[0066] In step S308 , the driving motor of the vehicle is controlled to output the target feedback torque.

[0067] In the disclosed embodiment, the corresponding torque adjustment coefficient is determined according to the current pedal state of the vehicle, and the current requested torque is dynamically adjusted by the torque adjustment coefficient to obtain the target torque, and the vehicle is controlled to operate at the target torque, thereby realizing flexible adjustment of the torque of the vehicle under different driving modes, so that the vehicle can minimize energy consumption and reduce electricity consumption per 100 kilometers while maintaining the necessary power performance, thereby achieving energy conservation and emission reduction. Moreover, this strategy can flexibly adjust the requested torque of the vehicle according to different driving conditions and driving habits, has strong adaptability, can meet the diverse needs of different users, and can adapt to complex working conditions during driving, and is not restricted by vehicle models.

[0068] Based on the same inventive concept, the present disclosure also provides a controller, including: a memory having a computer program stored thereon; The processor is used to execute the computer program in the memory to implement the above-mentioned vehicle control method.

[0069] In the disclosed embodiment, the torque adjustment coefficient is determined according to the determined 100km power consumption ratio and speed ratio, and the target torque is obtained according to the torque adjustment coefficient and the vehicle's requested torque. The requested torque is dynamically adjusted in combination with the 100km power consumption ratio and speed ratio, which can more accurately match the actual needs of the vehicle, avoid energy waste, and thus optimize the vehicle's energy consumption level and improve energy utilization. The vehicle operation is controlled according to the optimized target torque, so that the vehicle can reduce energy consumption as much as possible while maintaining the necessary power performance, reduce power consumption per 100km, and achieve energy conservation and emission reduction. The strategy can flexibly adjust the vehicle's requested torque according to different driving conditions and driving habits, has strong adaptability, can meet the diverse needs of different users, and adapt to complex working conditions during driving, and is not restricted by vehicle models.

[0070] Figure 4 FIG. 4 is a block diagram of an electronic device 400 according to an exemplary embodiment. Figure 4 As shown, the electronic device 400 may include: a processor 401 , a memory 402 . The electronic device 400 may also include one or more of a multimedia component 403 , an input / output (I / O) interface 404 , and a communication component 405 .

[0071] The processor 401 is used to control the overall operation of the electronic device 400 to complete all or part of the steps in the above-mentioned vehicle control method. The memory 402 is used to store various types of data to support the operation of the electronic device 400. For example, these data may include instructions for any application or method used to operate on the electronic device 400, and application-related data, such as vehicle mileage, battery power consumption, vehicle speed signal, accelerator pedal opening, brake pedal opening, etc. The memory 402 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (Static Random Access Memory, referred to as SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, referred to as EEPROM), erasable programmable read-only memory (Erasable Programmable Read-Only Memory, referred to as EPROM), programmable read-only memory (Programmable Read-Only Memory, referred to as PROM), read-only memory (Read-Only Memory, referred to as ROM), magnetic memory, flash memory, magnetic disk or optical disk. The multimedia component 403 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone, which is used to receive external audio signals. The received audio signal may be further stored in the memory 402 or sent through the communication component 405. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 404 provides an interface between the processor 401 and other interface modules, and the above-mentioned other interface modules may be a keyboard, a mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 405 is used for wired or wireless communication between the electronic device 400 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G or 4G, or a combination of one or more of them, so the corresponding communication component 405 may include: Wi-Fi module, Bluetooth module, NFC module.

[0072] In an exemplary embodiment, the electronic device 400 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the above-mentioned vehicle control method.

[0073] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the above-mentioned vehicle control method are implemented. For example, the computer-readable storage medium can be the above-mentioned memory 402 including program instructions, and the above-mentioned program instructions can be executed by the processor 401 of the electronic device 400 to complete the above-mentioned vehicle control method.

[0074] Based on the same inventive concept, the present disclosure also provides a vehicle, which includes the above-mentioned controller.

[0075] Among them, the specific execution process of the controller has been described in detail in the corresponding embodiment, and this disclosure will not elaborate on it here.

[0076] In the disclosed embodiment, the torque adjustment coefficient is determined according to the determined 100km power consumption ratio and speed ratio, and the target torque is obtained according to the torque adjustment coefficient and the vehicle's requested torque. The requested torque is dynamically adjusted in combination with the 100km power consumption ratio and speed ratio, which can more accurately match the actual needs of the vehicle, avoid energy waste, and thus optimize the vehicle's energy consumption level and improve energy utilization. The vehicle operation is controlled according to the optimized target torque, so that the vehicle can reduce energy consumption as much as possible while maintaining the necessary power performance, reduce power consumption per 100km, and achieve energy conservation and emission reduction. The strategy can flexibly adjust the vehicle's requested torque according to different driving conditions and driving habits, has strong adaptability, can meet the diverse needs of different users, and adapt to complex working conditions during driving, and is not restricted by vehicle models.

[0077] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program that can be executed by a processor. When the computer program is executed by the processor, the steps of the above-mentioned vehicle control method are implemented.

[0078] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0079] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0080] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle control method, characterized in that: include: Determining a pedal state of a vehicle and an electric consumption per 100 kilometers of the vehicle in a preset period; When the electricity consumption per 100 kilometers is greater than a preset electricity consumption threshold per 100 kilometers, a ratio of electricity consumption per 100 kilometers is determined according to the electricity consumption per 100 kilometers and the preset electricity consumption threshold per 100 kilometers, and a speed ratio is determined according to the pedal state and average acceleration information of the vehicle, wherein the average acceleration information includes a first average acceleration of the vehicle in an accelerating state or a second average acceleration of the vehicle in a decelerating state within the preset period; Determining a torque adjustment coefficient according to the power consumption ratio per 100 kilometers and the speed ratio; A target torque is obtained according to the torque adjustment coefficient and a request torque of the vehicle, and the vehicle is controlled to run at the target torque.

2. The vehicle control method according to claim 1, characterized in that: The determining of the speed ratio according to the pedal state of the vehicle and the average acceleration information includes: When the accelerator pedal of the vehicle is triggered, determining a current average acceleration of the vehicle within the preset period, and determining a ratio of the current average acceleration to the first average acceleration as a speed ratio; The step of obtaining a target torque according to the torque adjustment coefficient and the requested torque of the vehicle, and controlling the vehicle to run at the target torque includes: The requested driving torque of the vehicle is divided by the torque adjustment coefficient to obtain a target driving torque, and the vehicle is controlled to operate with the target driving torque.

3. The vehicle control method according to claim 1, characterized in that: The determining of the speed ratio according to the pedal state of the vehicle and the average acceleration information includes: In the case where the brake pedal of the vehicle is triggered, determining a current average deceleration of the vehicle within the preset period, and determining a ratio of an absolute value of the current average deceleration to the second average acceleration as a speed ratio; The step of obtaining a target torque according to the torque adjustment coefficient and the requested torque of the vehicle, and controlling the vehicle to run at the target torque includes: The requested regenerative torque of the vehicle is divided by the torque adjustment coefficient to obtain a target regenerative torque, and the vehicle is controlled to run with the target regenerative torque.

4. The vehicle control method according to any one of claims 1 to 3, characterized in that: The step of determining the torque adjustment coefficient according to the 100-kilometer power consumption ratio and the speed ratio includes: Multiplying the 100-kilometer electricity consumption ratio by a preset electricity consumption weight to obtain a first adjustment coefficient; Multiplying the speed ratio by a preset speed weight to obtain a second adjustment coefficient; The first adjustment coefficient is added to the second adjustment coefficient to obtain a torque adjustment coefficient.

5. The vehicle control method according to claim 4, characterized in that: The preset power consumption weight and the preset speed weight are determined in the following manner: Determine the sum of the 100-kilometer power consumption ratio and the speed ratio to obtain an intermediate value; Dividing the 100-kilometer electricity consumption ratio by the intermediate value to obtain the preset electricity consumption weight; The speed ratio is divided by the intermediate value to obtain the preset speed weight.

6. The vehicle control method according to any one of claims 1 to 3, characterized in that: The average acceleration information of the vehicle during the preset period is determined by: Obtaining vehicle speed information of the vehicle in a current driving condition; For each moment of the preset period, determining, according to the vehicle speed information, a first target vehicle speed of the vehicle at the moment and a second target vehicle speed of the vehicle at a moment next to the moment, and determining, according to the moment, the first target vehicle speed, a moment next to the moment, and the second target vehicle speed, an acceleration value of the vehicle between the moment and the moment next to the moment; The average acceleration information is determined according to the obtained multiple acceleration values ​​of the vehicle in the preset period.

7. The vehicle control method according to claim 6, characterized in that: The step of determining the average acceleration information according to the obtained multiple acceleration values ​​of the vehicle in the preset period includes: Determine a first number of acceleration values ​​of the vehicle that are greater than zero among the multiple acceleration values ​​in the preset period, and accumulate the acceleration values ​​greater than zero among the multiple acceleration values ​​to obtain a first accumulated acceleration; Determine the ratio of the first accumulated acceleration to the first number as a first average acceleration; or, Determine a second number of acceleration values ​​of the vehicle that are less than zero among the plurality of acceleration values ​​in the preset period, and accumulate absolute values ​​of the acceleration values ​​that are less than zero among the plurality of acceleration values ​​to obtain a second accumulated acceleration; The ratio of the second accumulated acceleration to the second number is determined as a second average acceleration.

8. A controller, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the method according to any one of claims 1 to 7.

9. A vehicle, characterized in that: Comprising the controller as claimed in claim 7.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

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