Vehicle control method, controller, vehicle, and program product

Abstract

This disclosure relates to a vehicle control method, controller, vehicle, and program product, belonging to the field of vehicle control technology, which enables vehicles to maintain optimal energy consumption under complex operating conditions. The method includes: determining the vehicle's pedal state and the vehicle's energy consumption per 100 kilometers over a preset period; when the energy consumption per 100 kilometers exceeds a preset energy consumption threshold, determining a ratio of energy consumption per 100 kilometers based on the energy consumption per 100 kilometers and the preset energy consumption threshold, and determining a speed ratio based on the vehicle's pedal state and average acceleration information, wherein the average acceleration information includes a first average acceleration when the vehicle is accelerating or a second average acceleration when the vehicle is decelerating within the preset period; determining a torque adjustment coefficient based on the energy consumption ratio and the speed ratio; obtaining a target torque based on the torque adjustment coefficient and the vehicle's requested torque, and controlling the vehicle to operate at the target torque.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, specifically to a vehicle control method, controller, vehicle, and program product. Background Technology

[0002] Currently, vehicles are equipped with multiple driving modes, such as power mode, economy mode, and normal mode. Different driving modes are adapted to different working conditions. However, the working conditions in actual driving are complex, and a single driving mode cannot fully adapt to them, nor can it guarantee the optimal energy consumption of the vehicle in complex working conditions. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this disclosure provides a vehicle control method, controller, vehicle, and program product.

[0004] To achieve the above objectives, in a first aspect, this disclosure provides a vehicle control method, comprising:

[0005] Determine the pedal status of the vehicle and the vehicle's energy consumption per 100 kilometers in a preset cycle;

[0006] When the energy consumption per 100 kilometers is greater than the preset energy consumption per 100 kilometers threshold, the energy consumption ratio per 100 kilometers is determined based on the energy consumption per 100 kilometers and the preset energy consumption threshold per 100 kilometers, and the speed ratio is determined based on the vehicle's pedal status and average acceleration information, wherein the average acceleration information includes 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 within the preset period.

[0007] The torque adjustment coefficient is determined based on the energy consumption ratio per 100 kilometers and the speed ratio.

[0008] Based on the torque adjustment coefficient and the requested torque of the vehicle, a target torque is obtained, and the vehicle is controlled to operate at the target torque.

[0009] Secondly, this disclosure provides a controller, including:

[0010] A memory on which computer programs are stored;

[0011] A processor for executing the computer program in the memory to implement the method described in the first aspect.

[0012] Thirdly, this disclosure provides a vehicle including the processor described in the second aspect.

[0013] Fourthly, this disclosure provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the method described in the first aspect.

[0014] Fifthly, this disclosure provides a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect.

[0015] Through the above technical solution, when the vehicle's energy consumption per 100 kilometers exceeds the preset energy consumption per 100 kilometers threshold, the torque adjustment coefficient is determined based on the determined energy consumption per 100 kilometers ratio and speed ratio. Based on the torque adjustment coefficient and the vehicle's requested torque, the target torque is obtained, and the vehicle is controlled to run at the target torque, thereby optimizing the vehicle's energy consumption level under the current operating conditions. By replacing the calibration data in different driving modes with the control strategy, any driving mode can adapt to the diverse needs of different users, thus adapting to complex operating conditions during the driving process, and is not limited by vehicle model.

[0016] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0017] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0018] Figure 1 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment of the present disclosure.

[0019] Figure 2 This is a schematic diagram illustrating a vehicle control method according to an exemplary embodiment of the present disclosure.

[0020] Figure 3 This is another flowchart illustrating a vehicle control method according to an exemplary embodiment of the present disclosure.

[0021] Figure 4 This is a block diagram of a controller according to an exemplary embodiment of the present disclosure. Detailed Implementation

[0022] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0023] As mentioned in the background section, vehicles are equipped with multiple driving modes, each typically distinguished by different calibrated data. For example, the Power mode delivers maximum power, the Normal mode is slightly less powerful, and the Eco mode experiences a significant decrease in power while enhancing energy recovery. The user decides which mode to use under different operating conditions. Some vehicles do not differentiate between driving modes, allowing the user to manually set the vehicle's power performance and energy recovery.

[0024] However, the inventors discovered that different driving modes correspond to different calibration data, which is used to distinguish the performance differences of the vehicle under different driving modes. This allows users to select the appropriate driving mode according to the current working conditions. However, the actual driving conditions are complex, and a single driving mode can only adapt to a limited number of working conditions, resulting in the vehicle's energy consumption not being optimal under complex working conditions.

[0025] In view of this, the present disclosure provides a vehicle control method, controller, vehicle, and program product that can optimize energy consumption of the vehicle under complex operating conditions.

[0026] Figure 1 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment of this disclosure. This method can be used in intelligent devices such as onboard controllers. Figure 1 As shown, the method may include the following steps:

[0027] In step S101, the vehicle's pedal status and the vehicle's energy consumption per 100 kilometers in a preset cycle are determined.

[0028] It's worth noting that the energy consumption per 100 kilometers under the same operating conditions can be calculated based on the changes in battery charge and mileage under those conditions. Specifically, it can be determined using the following formula:

[0029] ,

[0030] in, The energy consumption per 100 kilometers is represented by kWh / 100km. Characterizing changes in battery capacity, kWh. The change in mileage is represented in km.

[0031] In step S102, when the energy consumption per 100 kilometers is greater than the preset energy consumption per 100 kilometers threshold, the energy consumption ratio per 100 kilometers is determined based on the energy consumption per 100 kilometers and the preset energy consumption threshold, and the speed ratio is determined based on the vehicle's pedal status and average acceleration information. The average acceleration information includes the first average acceleration when the vehicle is in an acceleration state or the second average acceleration when the vehicle is in a deceleration state within the preset period.

[0032] It is worth noting that the parameters affecting a vehicle's energy consumption differ depending on the driving scenario. For example, when driving on suburban roads, vehicles typically travel at medium to high speeds, with relatively small fluctuations in acceleration and deceleration, resulting in lower average acceleration and deceleration. Therefore, in suburban driving, energy consumption is primarily influenced by energy consumption per 100 kilometers. Conversely, when driving on urban roads, vehicles generally travel at low speeds, with frequent acceleration and deceleration, leading to larger fluctuations in acceleration and deceleration. Consequently, average acceleration and deceleration are higher. Reducing power in urban driving would negatively impact the user's driving experience; thus, in urban driving, energy consumption is influenced by vehicle speed. Therefore, this embodiment combines energy consumption per 100 kilometers and vehicle speed to control the vehicle, minimizing energy consumption while maintaining necessary power performance.

[0033] It is worth noting that the preset energy consumption thresholds per 100 kilometers for a vehicle may be the same or different depending on the driving mode. For example, the preset energy consumption thresholds per 100 kilometers are the same for Sport mode and Snow mode, but different for Sport mode and Eco mode. The preset energy consumption thresholds per 100 kilometers for different driving modes can be obtained by the vehicle controller when the vehicle is in that driving mode, or they can be preset according to the user's driving needs; this disclosure does not limit this.

[0034] In step S103, the torque adjustment coefficient is determined based on the energy consumption ratio per 100 kilometers and the speed ratio.

[0035] In step S104, the target torque is obtained based on the torque adjustment coefficient and the vehicle's requested torque, and the vehicle is controlled to run at the target torque.

[0036] It is worth noting that the calibration data for vehicles in different driving modes includes, but is not limited to, energy consumption per 100 kilometers and vehicle speed. Taking energy consumption per 100 kilometers and vehicle speed as calibration data as an example, existing vehicles have preset thresholds for energy consumption per 100 kilometers and vehicle speed in different modes. However, in actual road conditions, the current energy consumption per 100 kilometers and / or vehicle speed in a certain driving mode may exceed its corresponding threshold, resulting in energy waste and failure to meet the diverse needs of users. In the embodiment of this disclosure, the comparison result of the energy consumption per 100 kilometers of the vehicle in different driving modes with its corresponding preset energy consumption per 100 kilometers threshold is used as the trigger condition. When the energy consumption per 100 kilometers in a certain driving mode exceeds its corresponding preset energy consumption per 100 kilometers threshold, a torque adjustment strategy is triggered to process the energy consumption per 100 kilometers and vehicle speed in that driving mode with proportional coefficients, thereby reducing the energy consumption per 100 kilometers and vehicle speed in that driving mode, thus adapting to different driving conditions.

[0037] In this embodiment, a torque adjustment coefficient is determined based on a predetermined ratio of energy consumption per 100 kilometers to a speed ratio. A target torque is obtained based on the torque adjustment coefficient and the vehicle's requested torque. By combining the energy consumption per 100 kilometers ratio and the speed ratio, dynamic adjustment of the requested torque is achieved. This allows for more precise matching of the vehicle's actual needs, avoiding energy waste, thereby optimizing the vehicle's energy consumption level and improving energy utilization. Controlling vehicle operation based on the optimized target torque ensures that the vehicle maintains necessary power performance while minimizing energy consumption, reducing energy consumption per 100 kilometers, and achieving energy conservation and emission reduction. Furthermore, this strategy can flexibly adjust the vehicle's requested torque according to different driving conditions and habits, exhibiting strong adaptability and meeting the diverse needs of different users to adapt to complex driving conditions, without being limited by vehicle model.

[0038] To facilitate a better understanding of the vehicle control method provided in this disclosure by those skilled in the art, the steps of the method are described in detail below.

[0039] It is worth noting that since the vehicle is in either driving or braking state at the same time, and the torque adjustment strategies corresponding to the two different states are different, specifically in terms of speed ratio, the average acceleration information used to determine the speed ratio is also different depending on the vehicle's state. Specifically, it is the first average acceleration when the vehicle is accelerating within a preset time period, or the second average acceleration when the vehicle is decelerating within a preset time period.

[0040] In one feasible implementation, the average acceleration information of the vehicle over a preset time period can be determined in the following way:

[0041] Obtain vehicle speed information under current driving conditions;

[0042] For each moment in a preset period, based on the vehicle speed information, determine the first target vehicle speed at that moment and the second target vehicle speed at the next moment. Based on that moment, the first target vehicle speed, the next moment, and the second target vehicle speed, determine the acceleration value of the vehicle between that moment and the next moment.

[0043] The average acceleration information is determined based on the multiple acceleration values ​​of the vehicle during a preset period.

[0044] It is worth noting that the vehicle speed information can be a speed curve or other data types, and this disclosure does not limit it. When the vehicle speed information is a speed curve, its determination method may include acquiring the vehicle speed signal within a certain time period and generating a speed curve based on the speed signal within that time period. The preset time period may be less than or equal to the aforementioned certain time period. In the embodiment of this disclosure, the preset time period is one hour.

[0045] For example, for each moment in an hour on the speed curve, substitute the vehicle's first target speed at that moment, the vehicle's second target speed at the next moment, the current moment, and the next moment into the following formula to obtain the vehicle's acceleration value between that moment and the next moment:

[0046] ,

[0047] in, Represents time, in seconds (s). Characterizing time The next moment, in seconds (s). Characterizing time With time Acceleration between them, in m / s² 2 , Representation at time The first target speed, in km / h. Representation at time The second target vehicle speed, in km / h.

[0048] The above calculation formula is used to obtain the acceleration value of the vehicle between every two adjacent moments in one hour, resulting in multiple acceleration values ​​of the vehicle in one hour. The average acceleration information is then determined based on these multiple acceleration values.

[0049] In this embodiment of the disclosure, by using multiple acceleration values ​​of the vehicle within a preset time period, the vehicle's speed changes within the preset time period can be determined more comprehensively, including whether the vehicle is accelerating or decelerating, thereby improving the accuracy of subsequent speed ratios.

[0050] In one feasible implementation, determining the average acceleration information based on multiple acceleration values ​​of the vehicle over a preset period may include:

[0051] Determine the first number of the vehicle's acceleration values ​​that are greater than zero among multiple acceleration values ​​in a preset period, and accumulate the acceleration values ​​that are greater than zero among the multiple acceleration values ​​to obtain the first cumulative acceleration;

[0052] The ratio of the first cumulative acceleration to the first number is determined as the first average acceleration;

[0053] or,

[0054] Determine the second number of acceleration values ​​that are less than zero among multiple acceleration values ​​of the vehicle in a preset period, and accumulate the absolute values ​​of the acceleration values ​​that are less than zero among the multiple acceleration values ​​to obtain the second cumulative acceleration;

[0055] The ratio of the second cumulative acceleration to the second number is determined as the second average acceleration.

[0056] For example, after removing zero acceleration values ​​and abrupt acceleration changes from the multiple acceleration values ​​corresponding to the vehicle within one hour, 3500 acceleration values ​​are obtained. The remaining 3500 acceleration values ​​are then selected based on whether they meet the following criteria: There are 2000 acceleration values. (The sentence fragment about acceleration values ​​appears to be incomplete and lacks context.) Accumulate the values ​​to obtain the first cumulative acceleration. Calculate the difference between the first cumulative acceleration and 2000 to obtain the first average acceleration. Alternatively, determine which of the 3500 acceleration values ​​satisfies... There are 1500 acceleration values. (This is followed by a seemingly unrelated sentence about acceleration values.) Accumulate the accelerations to obtain the second cumulative acceleration. Calculate the difference between the second cumulative acceleration and 1500 to obtain the second average acceleration.

[0057] In this embodiment, the average acceleration information is based on the first average acceleration of the vehicle during acceleration or the second average acceleration of the vehicle during deceleration within a preset time period. This avoids random errors caused by acceleration values ​​at a single moment, thereby improving the accuracy of the speed ratio.

[0058] In one feasible implementation, in step S103, determining the torque adjustment coefficient based on the energy consumption per 100 kilometers ratio and the speed ratio may include:

[0059] The first adjustment coefficient is obtained by multiplying the energy consumption ratio per 100 kilometers by the preset energy consumption weight.

[0060] Multiply the speed ratio by the preset speed weight to obtain the second adjustment coefficient;

[0061] The torque adjustment coefficient is obtained by adding the first adjustment coefficient and the second adjustment coefficient.

[0062] It should be understood that the calibration data of the vehicle in different driving modes includes parameters such as energy consumption per 100 kilometers and speed. In the embodiments of this disclosure, a control strategy is used to process the calibration data of the vehicle in different modes by a proportional coefficient, which can reduce the amount of calibration data of the whole vehicle in different driving modes.

[0063] It is worth noting that in this embodiment, the vehicle speed signal, pedal status, requested torque, preset energy consumption threshold per 100 kilometers, and mileage can all be obtained through the vehicle controller. Battery power consumption can be obtained through the battery system management system (BMS). This disclosure does not limit this aspect.

[0064] In this embodiment, by combining a first adjustment coefficient determined based on the energy consumption ratio per 100 kilometers, the energy consumption state can be more accurately identified and adjusted, avoiding unnecessary energy waste and improving energy utilization. The second adjustment coefficient determined based on the speed ratio can quickly respond to speed changes and ensure the stability of the vehicle during driving. The torque adjustment coefficient is obtained based on the first and second adjustment coefficients, which effectively avoids potential safety hazards and improves the safety of driving the vehicle while taking into account both the energy consumption and speed of the vehicle.

[0065] For example, such as Figure 2 As shown, the vehicle speed curve is determined based on the vehicle speed signal, and the first average acceleration and the second average acceleration of the vehicle within a preset time period are determined based on the vehicle speed curve; the energy consumption per 100 kilometers is determined based on the driving mileage and battery power consumption, and the energy consumption per 100 kilometers ratio is determined based on the energy consumption per 100 kilometers and the preset energy consumption per 100 kilometers threshold.

[0066] When the accelerator pedal is triggered, the requested torque is the requested drive torque. The drive torque adjustment coefficient can be determined based on the first average acceleration and the energy consumption per 100 kilometers. The target drive torque is determined based on the drive torque adjustment coefficient and the requested drive torque. The drive motor controller controls the drive motor to output the target drive torque.

[0067] When the brake pedal is triggered, the requested torque is the requested feedback torque. The feedback torque adjustment coefficient can be determined based on the second average acceleration and the energy consumption per 100 kilometers. The target feedback torque is determined based on the feedback torque adjustment coefficient and the requested feedback torque. The drive motor controller controls the drive motor to recover the target feedback torque.

[0068] In one feasible implementation, the preset power consumption weight and preset speed weight can be determined in the following way:

[0069] The sum of the energy consumption ratio per 100 kilometers and the speed ratio is determined to obtain an intermediate value;

[0070] Divide the energy consumption ratio per 100 kilometers by the median value to obtain the preset energy consumption weight;

[0071] Divide the speed ratio by the median value to obtain the preset speed weight.

[0072] It is worth noting that the sum of the preset power consumption weight and the preset speed weight is 1.

[0073] For example, with a power consumption ratio of 1.5 per 100 kilometers and a speed ratio of 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.

[0074] It's worth noting that at any given moment, the vehicle's pedals can only be in one of two states: the accelerator pedal is activated or the automatic pedal is activated. The corresponding speed ratios differ depending on which pedal is activated.

[0075] In one feasible implementation, determining the speed ratio in step S102 based on the vehicle's pedal state and average acceleration information may include:

[0076] When the accelerator pedal of the vehicle is triggered, the current average acceleration of the vehicle within the preset period is determined, and the ratio of the current average acceleration to the first average acceleration is determined as the speed ratio.

[0077] In step S04, the target torque is obtained based on the torque adjustment coefficient and the vehicle's requested torque, and the vehicle is controlled to operate at the target torque. This may include:

[0078] Divide the vehicle's requested torque by the torque adjustment coefficient to obtain the target drive torque, and control the vehicle to run at the target drive torque.

[0079] For example, such as Figure 3 As shown, the specific steps include the following:

[0080] In step S301, a vehicle speed curve is generated based on the vehicle speed signal within a preset time period, a first average acceleration and a second average acceleration are obtained based on the vehicle speed curve, and the power consumption per 100 kilometers is obtained based on the vehicle's driving distance and the battery power consumption.

[0081] In step S302, it is determined whether the power consumption over 100 kilometers exceeds a preset power consumption threshold per 100 kilometers. If yes, proceed to step S303; otherwise, return to step S301.

[0082] In step S303, the ratio of the power consumption per 100 kilometers to the preset power consumption per 100 kilometers is determined.

[0083] In step S304, the pedal status is determined.

[0084] In step S305, when the accelerator pedal is triggered, the speed ratio of the vehicle's average acceleration within a preset period to the first average acceleration is determined.

[0085] In step S307, the energy consumption ratio per 100 kilometers is multiplied by a preset energy consumption weight to obtain a first adjustment coefficient, the speed ratio is multiplied by a preset speed weight to obtain a second adjustment coefficient, and the first and second adjustment coefficients are added together to obtain a torque adjustment coefficient.

[0086] In step S308, the requested torque is divided by the torque adjustment coefficient to obtain the target drive torque.

[0087] In step S308, the vehicle's drive motor is controlled to output the target drive torque.

[0088] In one feasible implementation, determining the speed ratio in step S102 based on the vehicle's pedal state and average acceleration information may include:

[0089] When the vehicle's brake pedal is triggered, the current average deceleration of the vehicle within a preset period is determined, and the ratio of the absolute value of the current deceleration to the second average acceleration is determined as the speed ratio.

[0090] In step S104, obtaining the target torque based on the torque adjustment coefficient and the vehicle's requested torque, and controlling the vehicle to operate at the target torque, may include:

[0091] Divide the vehicle's requested feedback torque by the torque adjustment coefficient to obtain the target feedback torque, and control the vehicle to run at the target feedback torque.

[0092] For example, such as Figure 3 As shown, the specific steps include the following:

[0093] In step S301, a vehicle speed curve is generated based on the vehicle speed signal within a preset time period, a first average acceleration and a second average acceleration are obtained based on the vehicle speed curve, and the power consumption per 100 kilometers is obtained based on the vehicle's driving distance and the battery power consumption.

[0094] In step S302, it is determined whether the power consumption over 100 kilometers exceeds a preset power consumption threshold per 100 kilometers. If yes, proceed to step S303; otherwise, return to step S301.

[0095] In step S303, the ratio of the power consumption per 100 kilometers to the preset power consumption per 100 kilometers is determined.

[0096] In step S304, the pedal status is determined.

[0097] In step S306, when the brake pedal is triggered, the speed ratio of the vehicle's average deceleration to the second average acceleration within a preset period is determined.

[0098] In step S307, the energy consumption ratio per 100 kilometers is multiplied by a preset energy consumption weight to obtain a first adjustment coefficient, the speed ratio is multiplied by a preset speed weight to obtain a second adjustment coefficient, and the first and second adjustment coefficients are added together to obtain a torque adjustment coefficient.

[0099] In step S308, the requested torque is divided by the torque adjustment coefficient to obtain the target feedback torque.

[0100] In step S308, the drive motor of the vehicle is controlled to output the target feedback torque.

[0101] In this embodiment, a corresponding torque adjustment coefficient is determined based on the current pedal state of the vehicle, and the currently requested torque is dynamically adjusted using this torque adjustment coefficient to obtain the target torque. The vehicle is then controlled to operate at the target torque, enabling flexible adjustment of the vehicle's torque under different driving modes. This allows the vehicle to maintain necessary power performance while minimizing energy consumption and reducing energy consumption per 100 kilometers, thus achieving energy conservation and emission reduction. Furthermore, this strategy can flexibly adjust the vehicle's requested torque according to different driving conditions and driving habits, making it highly adaptable and able to meet the diverse needs of different users. It can adapt to complex operating conditions during the driving process and is not limited by vehicle model.

[0102] Based on the same inventive concept, this disclosure also provides a controller, including:

[0103] A memory on which computer programs are stored;

[0104] The processor is used to execute computer programs stored in memory to implement the vehicle control method described above.

[0105] In this embodiment, a torque adjustment coefficient is determined based on a predetermined ratio of energy consumption per 100 kilometers to a speed ratio. A target torque is obtained based on the torque adjustment coefficient and the vehicle's requested torque. By combining the energy consumption per 100 kilometers ratio and the speed ratio, dynamic adjustment of the requested torque is achieved. This allows for more precise matching of the vehicle's actual needs, avoiding energy waste, thereby optimizing the vehicle's energy consumption level and improving energy utilization. Controlling vehicle operation based on the optimized target torque ensures that the vehicle maintains necessary power performance while minimizing energy consumption, reducing energy consumption per 100 kilometers, and achieving energy conservation and emission reduction. Furthermore, this strategy can flexibly adjust the vehicle's requested torque according to different driving conditions and habits, exhibiting strong adaptability and meeting the diverse needs of different users to adapt to complex driving conditions, without being limited by vehicle model.

[0106] Figure 4 This is a block diagram illustrating an electronic device 400 according to an exemplary embodiment. Figure 4 As shown, the electronic device 400 may include a processor 401 and 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.

[0107] The processor 401 controls the overall operation of the electronic device 400 to complete all or part of the steps in the vehicle control method described above. The memory 402 stores various types of data to support the operation of the electronic device 400. This data may include, for example, instructions for any application or method operating on the electronic device 400, and application-related data such as vehicle mileage, battery 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 (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Multimedia component 403 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 402 or transmitted via communication component 405. The audio component also includes at least one speaker for outputting audio signals. I / O interface 404 provides an interface between processor 401 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 405 is used for wired or wireless communication between the electronic device 400 and other devices. Wireless communication may include Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, or 4G, or a combination of these. Therefore, the corresponding communication component 405 may include a Wi-Fi module, a Bluetooth module, or an NFC module.

[0108] In an exemplary embodiment, the electronic device 400 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the vehicle control method described above.

[0109] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle control method described above. For example, the computer-readable storage medium may be the memory 402 including program instructions, which may be executed by the processor 401 of the electronic device 400 to complete the vehicle control method described above.

[0110] Based on the same inventive concept, this disclosure also provides a vehicle that includes the aforementioned controller.

[0111] The specific execution process of the controller has been described in detail in the corresponding embodiments, and will not be elaborated here.

[0112] In this embodiment, a torque adjustment coefficient is determined based on a predetermined ratio of energy consumption per 100 kilometers to a speed ratio. A target torque is obtained based on the torque adjustment coefficient and the vehicle's requested torque. By combining the energy consumption per 100 kilometers ratio and the speed ratio, dynamic adjustment of the requested torque is achieved. This allows for more precise matching of the vehicle's actual needs, avoiding energy waste, thereby optimizing the vehicle's energy consumption level and improving energy utilization. Controlling vehicle operation based on the optimized target torque ensures that the vehicle maintains necessary power performance while minimizing energy consumption, reducing energy consumption per 100 kilometers, and achieving energy conservation and emission reduction. Furthermore, this strategy can flexibly adjust the vehicle's requested torque according to different driving conditions and habits, exhibiting strong adaptability and meeting the diverse needs of different users to adapt to complex driving conditions, without being limited by vehicle model.

[0113] In another exemplary embodiment, a computer program product is also provided, which includes a computer program executable by a processor, which, when executed by the processor, implements the steps of the vehicle control method described above.

[0114] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0115] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0116] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle control method, characterized in that, include: Determine the pedal status of the vehicle and the vehicle's energy consumption per 100 kilometers in a preset cycle; When the energy consumption per 100 kilometers is greater than the preset energy consumption per 100 kilometers threshold, the energy consumption ratio per 100 kilometers is determined based on the energy consumption per 100 kilometers and the preset energy consumption threshold per 100 kilometers, and the speed ratio is determined based on the vehicle's pedal status and average acceleration information, wherein the average acceleration information includes 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 within the preset period. The torque adjustment coefficient is determined based on the energy consumption ratio per 100 kilometers and the speed ratio. Based on the torque adjustment coefficient and the requested torque of the vehicle, the target torque is obtained, and the vehicle is controlled to operate at the target torque. Determining the speed ratio based on the vehicle's pedal state and the average acceleration information includes: When the accelerator pedal of the vehicle is triggered, the current average acceleration of the vehicle within the preset period is determined, and the ratio of the current average acceleration to the first average acceleration is determined as the speed ratio.

2. The vehicle control method according to claim 1, characterized in that, The step of obtaining the target torque based on the torque adjustment coefficient and the requested torque of the vehicle, and controlling the vehicle to operate at the target torque, includes: The requested drive torque of the vehicle is divided by the torque adjustment coefficient to obtain the target drive torque, and the vehicle is controlled to run at the target drive torque.

3. The vehicle control method according to claim 1, characterized in that, The step of determining the speed ratio based on the vehicle's pedal state and the average acceleration information further includes: When the vehicle's brake pedal is triggered, the current average deceleration of the vehicle within the preset period is determined, and the ratio of the absolute value of the current average deceleration to the second average acceleration is determined as the speed ratio. The step of obtaining the target torque based on the torque adjustment coefficient and the requested torque of the vehicle, and controlling the vehicle to operate at the target torque, includes: The requested feedback torque of the vehicle is divided by the torque adjustment coefficient to obtain the target feedback torque, and the vehicle is controlled to operate at the target feedback torque.

4. The vehicle control method according to any one of claims 1-3, characterized in that, The step of determining the torque adjustment coefficient based on the energy consumption ratio per 100 kilometers and the speed ratio includes: Multiply the energy consumption ratio per 100 kilometers by the preset energy consumption weight to obtain the first adjustment coefficient; Multiplying the speed ratio by a preset speed weight yields a second adjustment coefficient; The torque adjustment coefficient is obtained by adding the first adjustment coefficient to the second 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: The sum of the energy consumption ratio per 100 kilometers and the speed ratio is determined to obtain an intermediate value; Divide the energy consumption ratio per 100 kilometers by the median value to obtain the preset energy consumption weight; The preset speed weight is obtained by dividing the speed ratio by the intermediate value.

6. The vehicle control method according to any one of claims 1-3, characterized in that, The average acceleration information of the vehicle during the preset period is determined in the following manner: Obtain the vehicle speed information under the current driving conditions; For each moment of the preset period, based on the vehicle speed information, a first target vehicle speed of the vehicle at that moment and a second target vehicle speed of the vehicle at the next moment are determined. Based on the moment, the first target vehicle speed, the next moment, and the second target vehicle speed, the acceleration value of the vehicle between the moment and the next moment is determined. The average acceleration information is determined based on the multiple acceleration values ​​of the vehicle during the preset period.

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

8. A controller, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the method of any one of claims 1-7.

9. A vehicle, characterized in that, Includes the controller as described in claim 8.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1-7.

Images