Vehicle control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a storage medium. When a vehicle is in a running state, if an accelerator pedal and a brake pedal in the vehicle are both stepped down, the method comprises the steps that the first opening degree, namely the actual opening degree of the accelerator pedal, of the accelerator pedal is determined according to the output voltage of a position sensor of the accelerator pedal, and the second opening degree of the accelerator pedal is determined according to the brake torque needing to be generated by a brake system; the maximum pedal opening degree can be allowed by the vehicle. Furthermore, the first target opening degree is determined based on the first opening degree and the second opening degree, so that the minimum opening degree in the first opening degree and the second opening degree can be used as the first target opening degree, and the contradictory operation when the brake pedal and the accelerator pedal are both stepped down is solved with brake priority. This can avoid the situation that the accelerator pedal is mistakenly depressed while the driver only wants to depress the brake pedal. Therefore, the analysis logic of the accelerator pedal signal is optimized, and the probability of traffic accidents can be reduced as much as possible.

Description

Technical Field

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

[0002] With the continuous advancement of vehicle technology and the improvement of people's living standards, the audience of vehicles is becoming more and more extensive. However, there are also more and more vehicle-related problems, including the problem of the driver accidentally stepping on the accelerator pedal while the vehicle is driving.

[0003] At present, when a vehicle is driving, the driver may mistake the accelerator pedal for the brake pedal, which may cause a traffic accident. Therefore, it is necessary to optimize the parsing logic of the accelerator pedal signal to minimize the probability of traffic accidents. Summary of the invention

[0004] The present application provides a vehicle control method, device, vehicle and storage medium, which can optimize the parsing logic of the accelerator pedal signal to minimize the probability of traffic accidents.

[0005] In a first aspect, a vehicle control method is provided, the method comprising: when the vehicle is in a driving state and an accelerator pedal in the vehicle is pressed, determining a first opening of the accelerator pedal based on an output voltage of a position sensor of the accelerator pedal; when the brake pedal in the vehicle is pressed, determining a second opening of the accelerator pedal based on a braking torque required to be generated by a braking system of the vehicle, wherein the second opening is a maximum allowable pedal opening of the vehicle determined when braking is prioritized; determining a first target opening based on the first opening and the second opening, and controlling the vehicle with the first target opening.

[0006] In the above technical solution, when the vehicle is in a driving state, if both the accelerator pedal and the brake pedal in the vehicle are stepped on, the method determines the first opening of the accelerator pedal, that is, the actual opening of the accelerator pedal, through the output voltage of the position sensor of the accelerator pedal, and determines the second opening of the accelerator pedal, that is, the maximum pedal opening allowed by the vehicle, through the braking torque required to be generated by the braking system. Further, the method determines the first target opening based on the first opening and the second opening, so that the minimum opening of the first opening and the second opening can be used as the first target opening, and the conflicting operation when both the brake pedal and the accelerator pedal are stepped on can be solved by giving priority to braking. This can avoid the situation where the driver accidentally steps on the accelerator pedal when he only wants to step on the brake pedal, which may lead to sudden acceleration of the vehicle or even traffic accidents. Therefore, the method optimizes the parsing logic of the accelerator pedal signal, which can reduce the probability of traffic accidents as much as possible.

[0007] In combination with the first aspect, in certain possible implementations, the method also includes: determining whether there are obstacles around the vehicle; if there are obstacles around the vehicle, adjusting the first target opening to a preset opening, and controlling the vehicle with the preset opening, the preset opening being smaller than the first target opening; if there are no obstacles around the vehicle, controlling the first target opening to remain unchanged.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the position sensor includes a first position sensor and a second position sensor, and determines a first opening of the accelerator pedal based on the output voltage of the position sensor of the accelerator pedal, including: determining a third opening of the accelerator pedal based on the first output voltage of the first position sensor, and determining a fourth opening of the accelerator pedal based on the second output voltage of the second position sensor; and determining the minimum opening between the third opening and the fourth opening as the first opening.

[0009] In the above technical solution, when the vehicle is in a driving environment, the larger the pedal opening, the faster the vehicle speed increases. This method uses the minimum opening determined by the two output voltages as the first opening, which can control the vehicle to increase the speed at a slower speed and ensure driving safety to a certain extent.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the second opening of the accelerator pedal is determined based on the braking torque that needs to be generated by the braking system of the vehicle, including: comparing the braking torque with multiple candidate braking torques, and determining a target braking torque that matches the braking torque from the multiple candidate braking torques; and determining the pedal opening corresponding to the target braking torque as the second opening.

[0011] In the above technical solution, the pedal opening corresponding to each candidate braking torque is used to indicate the maximum pedal opening allowed by the vehicle determined by the braking torque when both the accelerator pedal and the brake pedal are depressed and the braking is prioritized. Usually, there are many candidate braking torques in the above correspondence. This method first determines the target braking torque that matches the braking torque from multiple candidate braking torques, and then determines the pedal opening corresponding to the target braking torque as the second opening. This comparison method can determine the accurate second opening.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: when the brake pedal is not pressed and the clutch pedal in the vehicle is pressed, determining the fifth opening of the accelerator pedal based on the pedal stroke when the clutch pedal is pressed; determining the minimum opening between the first opening and the fifth opening as the second target opening, and in the case where there are obstacles around the vehicle, adjusting the second target opening to a preset opening, and controlling the vehicle with the preset opening, the preset opening being smaller than the second target opening.

[0013] In the above technical solution, when the vehicle is in a driving environment, if the clutch pedal and the accelerator pedal are both stepped on, the vehicle controller determines the minimum opening of the actual first opening of the accelerator pedal and the maximum allowable fifth opening determined by the pedal stroke when the clutch pedal is stepped on as the second target opening. The clutch pedal is used to separate the power transmission of the engine and the gearbox in the vehicle, the shifting operation, the smooth start and the temporary deceleration or parking. This method of giving priority to the function of the clutch pedal can enable the driver to obtain a better sense of control in operations such as shifting, starting and temporary deceleration or parking, effectively prevent the engine from overloading or stalling, avoid the engine from rotating too high, avoid damage to engine components, ensure a smoother shifting process, avoid sudden acceleration or loss of control of the vehicle, and reduce the shaking and impact of the vehicle. Further, when there are obstacles around the vehicle, the second target opening is adjusted to a preset opening, which is smaller than the second target opening. The method controls the vehicle with a preset opening smaller than the second target opening, and can also avoid the collision between the vehicle and the obstacle when the clutch pedal is stepped on and the accelerator pedal is stepped on by mistake, ensuring the stability and safety of the vehicle under such complex operation conditions. Therefore, this method can improve the overall driving experience.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: determining the driver's tension and the trafficability of the driving section of the vehicle in the current driving environment when the brake pedal is not pressed and the clutch pedal in the vehicle is not pressed; based on the tension and the trafficability, adjusting the first opening to control the vehicle with the adjusted opening.

[0015] In the above technical solution, when the accelerator pedal is only pressed, the method determines the passability of the driving section where the vehicle is located in the current driving environment. This can infer the possibility that the driver mistakenly steps on the accelerator pedal from the perspective of the current actual driving environment. When the passability is very small (for example, 2%), the possibility that the accelerator pedal is mistakenly stepped on is very high. The method also determines the driver's nervousness in the current driving environment, and estimates the difficulty of the vehicle passing the driving section from the driver's perspective, so as to indirectly infer the possibility that the driver mistakenly steps on the accelerator pedal. When the tension is very large (for example, 70%), the possibility that the accelerator pedal is mistakenly stepped on is very high. Furthermore, the method adjusts the first opening based on the tension and the passability, which can avoid the problem that the vehicle may collide with an obstacle or lose control when the driver excessively steps on the accelerator pedal due to nervousness. For example, when the driver is nervous and the traffic volume is low (e.g., the road is narrow and the traffic volume is heavy), excessively pressing the accelerator pedal causes the vehicle to approach the obstacle too fast, increasing the risk of rear-end collision or scratching; when the driving section is a slippery section or an uphill section or a downhill section, the driver may accidentally press the accelerator pedal due to nervousness, which may cause the vehicle to skid, drift, or other uncontrolled situations. Therefore, by adjusting the first opening, the method can make the vehicle maintain a reasonable speed and safe distance to avoid collision and loss of control. In addition, it can also avoid the problem that when the traffic volume is very small, the driver presses the accelerator pedal, causing the vehicle to collide with an obstacle.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the driver's tension in the current driving environment and the passability of the driving section on which the vehicle is located includes: determining a first tension based on the driver's current facial features and limb features, and predicting a second tension based on the driver's bad driving record in a historical period; determining the tension based on the first tension and the second tension; and determining the difficulty of the vehicle driving on the driving section based on the altitude of the driving section and the width of the driving section; determining a first passability based on the severity of the current weather on the driving section, and determining a second passability based on the congestion, flatness and difficulty of the driving section; determining the passability based on the first passability and the second passability.

[0017] In the above technical solution, the method determines the first tension based on the current facial features and limb features of the driver. This can estimate the driver's tension from the driver's immediate external performance. Further, the second tension is predicted based on the driver's bad driving record in the historical period. This can predict the driver's tension from the driver's driving experience. Finally, the tension is determined by the first tension and the second tension. This can determine the driver's tension from multiple dimensions. Moreover, since the first tension reflects the driver's immediate emotional state in the current driving environment, and the second tension is used to provide a longer-term behavioral trend, the first tension and the second tension are combined to more comprehensively evaluate the driver's tension. In addition, different drivers react differently in different driving environments. For example, some drivers may be more nervous on highways and relatively relaxed on urban roads. This personalized evaluation can better adapt to the needs and habits of different drivers. And, the method determines the difficulty of a vehicle driving on a driving section based on the altitude of the driving section and the width of the driving section. This can determine the degree of influence of the attribute characteristics of the driving section on the vehicle passing through the driving section. Furthermore, based on the severity of the current weather on the driving section, the first passability is determined, which can estimate the passability from the weather factors, and based on the congestion, flatness and difficulty of the driving section, the second passability is determined, which can estimate the passability from the road condition factors. Finally, the passability is determined by the first passability and the second passability. This method integrates influencing factors of multiple dimensions, including geographical features (altitude, width), environmental conditions (weather conditions), dynamic factors (traffic flow, road surface flatness), etc. This multi-dimensional fusion of influencing factors can more comprehensively reflect the actual driving environment and obtain more accurate passability. Different influencing factors can verify and complement each other. For example, bad weather may increase the difficulty of driving on narrow sections, while good road section flatness can alleviate the hypoxia problem caused by high altitude to a certain extent. Through cross-validation, this method can further improve the reliability and accuracy of the evaluation results.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first opening is adjusted based on the tension and the passability, including: when the passability is greater than the preset passability, determining whether the tension is less than or equal to the preset tension; when the tension is less than or equal to the preset tension, determining the product of the tension and the first opening as the opening adjustment amount, and reducing the first opening by the opening adjustment amount; when the tension is greater than the preset tension, adjusting the first opening to the preset opening, and the preset opening is smaller than the first opening.

[0019] In the above technical solution, when the traffic is large, the method determines whether the driver's tension is less than or equal to the preset tension. When the traffic is large and the tension is small, the method reduces the first opening according to the tension. This means that the road condition of the driving section is good and the vehicle is driving smoothly. If the driver's tension is small, it means that the driver is relatively relaxed. At this time, the method reduces the pedal opening based on the tension, which can avoid unconscious speeding due to the driver's relaxation. The method can appropriately reduce the vehicle speed and reduce the possibility of traffic accidents. When the traffic is large and the tension is large, it means that the driver is nervous due to an emergency. Adjusting the first opening to the preset opening can quickly reduce the vehicle speed and put the vehicle in a relatively safe state. It can also give the driver a buffer time to adjust his state, while avoiding traffic accidents caused by incorrect operations that may be caused by the driver's nervousness.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a first target opening is determined based on the first opening and the second opening, including any one of the following: determining the minimum opening between the first opening and the second opening as the first target opening; determining the average opening of the first opening and the second opening as the first target opening.

[0021] In a second aspect, a vehicle control device is provided, which includes: a first determination module, which is used to determine a first opening of the accelerator pedal based on an output voltage of a position sensor of the accelerator pedal when the vehicle is in a driving state and the accelerator pedal in the vehicle is pressed; a second determination module, which is used to determine a second opening of the accelerator pedal based on a braking torque required to be generated by a braking system of the vehicle when a brake pedal in the vehicle is pressed, wherein the second opening is a maximum pedal opening allowable for the vehicle determined when braking is prioritized; and a third determination module, which is used to determine a first target opening based on the first opening and the second opening, and control the vehicle with the first target opening.

[0022] In combination with the second aspect, in some possible implementations, the first determination module is also used to determine whether there are obstacles around the vehicle; the device also includes: an adjustment module, which is used to adjust the first target opening to a preset opening when there are obstacles around the vehicle, and control the vehicle with the preset opening, and the preset opening is smaller than the first target opening; the device also includes: a control module, which is used to control the first target opening to remain unchanged when there are no obstacles around the vehicle.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the position sensor includes a first position sensor and a second position sensor, and the first determination module is specifically used to: determine the third opening of the accelerator pedal based on the first output voltage of the first position sensor, and determine the fourth opening of the accelerator pedal based on the second output voltage of the second position sensor; determine the minimum opening between the third opening and the fourth opening as the first opening.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second determination module is specifically used to: compare the braking torque with multiple candidate braking torques, and determine a target braking torque that matches the braking torque from the multiple candidate braking torques; and determine the pedal opening corresponding to the target braking torque as the second opening.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the first determination module is also used to determine the fifth opening of the accelerator pedal based on the pedal stroke when the clutch pedal is pressed, when the brake pedal is not pressed and the clutch pedal in the vehicle is pressed; the adjustment module is also used to determine the minimum opening between the first opening and the fifth opening as the second target opening, and when there are obstacles around the vehicle, adjust the second target opening to a preset opening, and control the vehicle with the preset opening, and the preset opening is smaller than the second target opening.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the first determination module is also used to determine the driver's tension and the trafficability of the driving section of the vehicle in the current driving environment when the brake pedal is not pressed and the clutch pedal in the vehicle is not pressed; the adjustment module is also used to adjust the first opening based on the tension and the trafficability, so as to control the vehicle with the adjusted opening.

[0027] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the first determination module is specifically used to: determine a first tension based on the driver's current facial features and limb features, and predict a second tension based on the driver's bad driving record in a historical period; determine the tension based on the first tension and the second tension; and determine the difficulty of the vehicle driving on the driving section based on the altitude of the driving section and the width of the driving section; determine a first passability based on the severity of the current weather on the driving section, and determine a second passability based on the congestion, flatness and difficulty of the driving section; determine the passability based on the first passability and the second passability.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the adjustment module is specifically used to: when the passability is greater than the preset passability, determine whether the tension is less than or equal to the preset tension; when the tension is less than or equal to the preset tension, determine the product of the tension and the first opening as the opening adjustment amount, and reduce the first opening by the opening adjustment amount; when the tension is greater than the preset tension, adjust the first opening to the preset opening, and the preset opening is smaller than the first opening.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the third determination module is specifically used for any one of the following: determining the minimum opening between the first opening and the second opening as the first target opening; determining the average opening of the first opening and the second opening as the first target opening.

[0030] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application;

[0032] Figure 2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0033] Figure 3 is a schematic block diagram of determining a pedal opening provided in an embodiment of the present application;

[0034] Figure 4 is another schematic block diagram of determining a pedal opening provided in an embodiment of the present application;

[0035] Figure 5 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0036] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0037] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0038] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0039] Figure 1 It is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application.

[0040] Usually, the driver will inevitably encounter unexpected situations while driving the vehicle, such as Figure 1 As shown, a pedestrian suddenly rushes in front of the vehicle. Due to the suddenness of the incident, the driver may accidentally step on the accelerator pedal, which may cause a traffic accident.

[0041] In order to solve the above problems, the embodiment of the present application proposes a vehicle control method to optimize the parsing logic of the accelerator pedal signal and reduce the probability of traffic accidents as much as possible. The specific steps of the method can be referred to as follows: Figure 2 .

[0042] Figure 2 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0043] It should be understood that the vehicle control method provided in the embodiment of the present application can be applied to Figure 1 The vehicle shown (eg, vehicle A). Specifically, the vehicle control method can be applied to a vehicle controller in the vehicle.

[0044] For example, Figure 2 As shown, the method 200 includes the following steps 201 to 203.

[0045] Step 201: When a vehicle is in a driving state and an accelerator pedal in the vehicle is depressed, a vehicle controller determines a first opening degree of the accelerator pedal based on an output voltage of a position sensor of the accelerator pedal.

[0046] It should be understood that the "position sensor of the accelerator pedal" in the above step 201 is used to detect the position of the accelerator pedal (characterized by the opening (%)). When the resistance inside the position sensor changes, the output voltage of the position sensor changes, and the pedal opening of the accelerator pedal changes. In some embodiments, there is a corresponding relationship between the output voltage of the position sensor and the pedal opening. Among them, the pedal opening corresponding to each output voltage is predetermined.

[0047] It should also be understood that the "first opening" in the above step 201 refers to the actual pedal opening determined by the position sensor in the current driving environment. In the current driving environment in the method 200 of the present application, the accelerator pedal is stepped on by the driver.

[0048] In one possible implementation, the position sensor includes a first position sensor and a second position sensor, and the vehicle controller in step 201 determines a first opening of the accelerator pedal based on the output voltage of the position sensor of the accelerator pedal, including: the vehicle controller determines a third opening of the accelerator pedal based on the first output voltage of the first position sensor, and determines a fourth opening of the accelerator pedal based on the second output voltage of the second position sensor; the vehicle controller determines the minimum opening between the third opening and the fourth opening as the first opening.

[0049] It should be understood that the "accelerator pedal" in the above solution may have multiple position sensors to detect the pedal opening to improve detection efficiency. Specifically, the multiple position sensors each independently detect the pedal opening, and based on the multiple openings, determine the target opening of the accelerator pedal (e.g., the first opening).

[0050] It should also be understood that the "third opening" and "fourth opening" in the above scheme both refer to pedal openings that do not exceed a preset opening range, and the preset opening range is related to the travel range when the accelerator pedal is depressed.

[0051] In the above technical solution, when the vehicle is in a driving environment, the larger the pedal opening, the faster the vehicle speed increases. This method uses the minimum opening determined by the two output voltages as the first opening, which can control the vehicle to increase the speed at a slower speed and ensure driving safety to a certain extent.

[0052] In some embodiments, the vehicle controller determines a third opening of the accelerator pedal based on a first output voltage of a first position sensor of the accelerator pedal, including: the vehicle controller compares the first output voltage with a plurality of candidate output voltages, and determines a first target output voltage that matches the first output voltage from the plurality of candidate output voltages; the vehicle controller determines the pedal opening corresponding to the first target output voltage as the third opening; and, the vehicle controller determines a fourth opening of the accelerator pedal based on a second output voltage of a second position sensor of the accelerator pedal, including: the vehicle controller compares the second output voltage with a plurality of candidate output voltages, and determines a second target output voltage that matches the second output voltage from the plurality of candidate output voltages; the vehicle controller determines the pedal opening corresponding to the second target output voltage as the fourth opening.

[0053] In some embodiments, after the vehicle controller determines the fourth opening of the accelerator pedal, the method 200 also includes any one of the following: the vehicle controller determines the average opening of the third opening and the fourth opening as the first opening; the vehicle controller determines the maximum opening of the third opening and the fourth opening as the first opening.

[0054] In the above technical solution, when the vehicle is in a driving environment, the larger the pedal opening, the faster the vehicle speed increases. The method determines the average opening of the third opening and the fourth opening as the first opening, which fully considers the influence of multiple openings on the determination of the first opening, so that the determined first opening will not be too large or too small, and at the same time, the vehicle is controlled with an appropriate pedal opening (first opening). Alternatively, the method uses the maximum opening determined by the two output voltages as the first opening, which can meet the driver's demand for increasing the vehicle speed at a faster speed.

[0055] Step 202, when the brake pedal in the vehicle is pressed, the vehicle controller determines the second opening of the accelerator pedal based on the braking torque required to be generated by the braking system of the vehicle, wherein the second opening is the maximum pedal opening allowable for the vehicle determined when braking is prioritized.

[0056] It should be understood that in the above step 202, when the driver steps on the brake pedal, the brake system transmits pressure to the brake through a hydraulic or mechanical device, thereby generating a braking torque. The travel and force of the brake pedal can determine the magnitude of the braking torque. The unit of the braking torque is N·m.

[0057] It should also be understood that the "second opening" in the above step 202 specifically refers to the maximum pedal opening allowed by the vehicle determined by the braking torque when both the accelerator pedal and the brake pedal are pressed and the brake is prioritized in the current driving environment. In some embodiments, there is a corresponding relationship between the braking torque required to be generated by the braking system and the pedal opening.

[0058] Exemplarily, the corresponding relationship between the braking torque and the pedal opening is given in Table 1 below.

[0059] Table 1

[0060] Braking torque -8000 -6500 -5000 -1500 0 Pedal opening 3 10 35 65 100

[0061] Among them, when the braking torque is -5000 N·m, the maximum allowable pedal opening of the vehicle is 35%. It can be concluded from Table 1 that the greater the braking torque (its absolute value), the smaller the maximum allowable pedal opening of the vehicle.

[0062] In one possible implementation, the vehicle controller in step 202 determines the second opening of the accelerator pedal based on the braking torque that the vehicle's braking system needs to generate, including: the vehicle controller compares the braking torque with multiple candidate braking torques, and determines a target braking torque that matches the braking torque from the multiple candidate braking torques; the vehicle controller determines the pedal opening corresponding to the target braking torque as the second opening.

[0063] It should be understood that each candidate braking torque in the “multiple candidate braking torques” in the above solution has a corresponding pedal opening, and the pedal opening corresponding to each candidate braking torque is predetermined.

[0064] In the above technical solution, the pedal opening corresponding to each candidate braking torque is used to indicate the maximum pedal opening allowed by the vehicle determined by the braking torque when both the accelerator pedal and the brake pedal are depressed and the braking is prioritized. Usually, there are many candidate braking torques in the above correspondence. This method first determines the target braking torque that matches the braking torque from multiple candidate braking torques, and then determines the pedal opening corresponding to the target braking torque as the second opening. This comparison method can determine the accurate second opening.

[0065] Step 203: The vehicle controller determines a first target opening based on the first opening and the second opening, and controls the vehicle with the first target opening.

[0066] It should be understood that "controlling the vehicle with the first target opening" in the above step 203 means that the vehicle controller controls the acceleration of the vehicle based on the first target opening.

[0067] In one possible implementation, the vehicle controller in step 203 determines the first target opening based on the first opening and the second opening, including any one of the following: the vehicle controller determines the minimum opening between the first opening and the second opening as the first target opening; the vehicle controller determines the average opening of the first opening and the second opening as the first target opening.

[0068] It should be understood that the accelerator pedal is used to accelerate the vehicle, and the brake pedal is used to decelerate the vehicle. When both the brake pedal and the accelerator pedal are pressed, this is a contradictory operation for the vehicle controller. The present application uses braking priority to resolve this contradiction, i.e., the minimum opening between the first opening and the second opening is determined as the first target opening, which can avoid traffic accidents that may be caused by misoperation of the accelerator pedal, and may also adjust the overall control logic of the vehicle to ensure the stability and safety of the vehicle under such complex operating conditions. In addition, the average opening of the first opening and the second opening is determined as the first target opening, which can avoid more serious traffic accidents caused by controlling the vehicle with a single larger opening.

[0069] In one possible implementation, the method 200 also includes: the vehicle controller determines whether there are obstacles around the vehicle; if there are obstacles around the vehicle, the vehicle controller adjusts the first target opening to a preset opening, and controls the vehicle with the preset opening, which is smaller than the first target opening; if there are no obstacles around the vehicle, the vehicle controller controls the first target opening to remain unchanged.

[0070] It should be understood that "controlling the vehicle with a preset opening" in the above solution means that the vehicle controller controls the acceleration of the vehicle based on the preset opening. The "preset opening" in the above solution is much smaller than the first target opening, close to 0%. In some embodiments, the preset opening has a value range of (0%, 1%). This can prevent the vehicle from colliding with obstacles.

[0071] It should be understood that when there are no obstacles around the vehicle (around the direction of travel), the vehicle controller maintains the first target opening unchanged and controls the vehicle with the first target opening, which can adjust the output of the vehicle's power system and cooperate with braking operations, while also ensuring the stability and safety of the vehicle.

[0072] In some embodiments, a method for determining the presence of obstacles around the vehicle includes: a vehicle controller determines the actual distance between the vehicle and a first obstacle through a laser radar on the vehicle, and the distance between the first obstacle and the vehicle is smaller than the distance between other obstacles and the vehicle; when the actual distance is smaller than a preset distance, the vehicle controller determines that there are obstacles around the vehicle.

[0073] It should be understood that the "first obstacle" in the above solution refers to the obstacle closest to the vehicle. In some embodiments, the obstacle includes static obstacles and dynamic obstacles, the static obstacle includes at least one of guardrails, traffic cones, electric poles, trees, earth piles, stone piles, walls, bridge piers, protruding parts of buildings and broken-down vehicles parked on the road, and the dynamic obstacle includes at least one of other moving vehicles, moving pedestrians and animals, and objects.

[0074] In some embodiments, the preset distance is 1.5 m.

[0075] It should be understood that the above steps 201 to 203 and the existence of obstacles around the vehicle describe the analysis logic of the accelerator pedal signal in scenario 1 (both the brake pedal and the accelerator pedal are pressed, and there are obstacles around the vehicle), that is, determining the pedal opening (target pedal opening) that the accelerator pedal should be, and controlling the vehicle with the target pedal opening, which can maximize the stability and safety of the vehicle. In scenario 1, the target pedal opening is a preset opening. The following describes the process of determining the analysis logic of the accelerator pedal signal in scenario 2 (both the clutch pedal and the accelerator pedal are pressed, and there are obstacles around the vehicle), that is, determining the target pedal opening that the accelerator pedal should be.

[0076] In one possible implementation, the method 200 also includes: when the brake pedal is not pressed and the clutch pedal in the vehicle is pressed, the vehicle controller determines the fifth opening of the accelerator pedal based on the pedal stroke when the clutch pedal is pressed; the vehicle controller determines the minimum opening between the first opening and the fifth opening as the second target opening, and when there are obstacles around the vehicle, adjusts the second target opening to the preset opening, and controls the vehicle with the preset opening, which is smaller than the second target opening.

[0077] It should be understood that the "fifth opening" in the above solution refers to the maximum pedal opening allowed by the vehicle determined by the pedal stroke when the clutch pedal is pressed when both the accelerator pedal and the clutch pedal are pressed and the clutch pedal has priority in the current driving environment. In some embodiments, there is a corresponding relationship between the pedal stroke when the clutch pedal is pressed and the pedal opening.

[0078] It should also be understood that the functions of the clutch pedal include separating the power transmission of the engine and the gearbox in the vehicle, shifting operations, smooth starting, and temporary deceleration or parking. Among them, the power transmission of the engine and the gearbox in the vehicle is separated when the driver steps on the clutch pedal, and the clutch plate is separated from the flywheel, cutting off the power transmission between the engine and the gearbox. This allows the engine to continue to run without driving the wheels. The shifting operation is specifically when the driver steps on the clutch pedal during the shifting, which can reduce the gear impact during the shifting and make the shifting smoother. This is because when the clutch is separated, the gears in the gearbox are not affected by the engine speed, making it easier to switch to different gears. Smooth starting is specifically when the vehicle starts from a stationary state, the driver gradually releases the clutch pedal and gently steps on the accelerator pedal at the same time, so that the power of the engine is gradually transmitted to the wheels, thereby achieving a smooth start. Temporary deceleration or parking is specifically when the driver steps on the clutch pedal during temporary deceleration or parking (for example, when encountering a red light or traffic jam) to stop the vehicle without turning off the engine. This is very useful for driving situations with frequent starts and stops.

[0079] It should also be understood that the "preset opening" in the above solution is much smaller than the second target opening, close to 0%, which can prevent the vehicle from colliding with an obstacle.

[0080] It should also be understood that the accelerator pedal is used to accelerate the vehicle, and the clutch pedal is used to separate the power transmission of the engine and the gearbox in the vehicle, shifting operations, smooth starting and temporary deceleration or parking. When both the clutch pedal and the accelerator pedal are stepped on, the present application gives priority to the function of the clutch pedal. This is because the power transmission between the engine and the gearbox will be cut off immediately after the clutch pedal is stepped on. Even if the accelerator pedal is stepped on at this time, the engine will not transfer power to the wheels, which can avoid engine overload or flameout caused by sudden acceleration; when shifting or starting smoothly, if the engine is in a high-speed state and the power transmission is not disconnected, it may cause the engine speed to be too high, or even damage the engine components. Prioritizing the clutch pedal can effectively prevent this from happening. In addition, during the shifting process, stepping on the clutch pedal can make the gears in the gearbox switch under no-load conditions, thereby reducing the impact and wear between the gears, making the shifting process smoother; when temporarily decelerating or stopping, if the driver accidentally steps on the accelerator pedal and the clutch pedal at the same time, giving priority to the clutch pedal can prevent the vehicle from suddenly accelerating or losing control. This is because after the clutch is disengaged, even if there is throttle input, the engine power will not be transmitted to the wheels, thus avoiding unexpected situations.

[0081] It should also be understood that in scenario 2, the target pedal opening is a preset opening.

[0082] In the above technical solution, when the vehicle is in a driving environment, if the clutch pedal and the accelerator pedal are both stepped on, the vehicle controller determines the minimum opening of the actual first opening of the accelerator pedal and the maximum allowable fifth opening determined by the pedal stroke when the clutch pedal is stepped on as the second target opening. The clutch pedal is used to separate the power transmission of the engine and the gearbox in the vehicle, the shifting operation, the smooth start and the temporary deceleration or parking. This method of giving priority to the function of the clutch pedal can enable the driver to obtain a better sense of control in operations such as shifting, starting and temporary deceleration or parking, effectively prevent the engine from overloading or stalling, avoid the engine from rotating too high, avoid damage to engine components, ensure a smoother shifting process, avoid sudden acceleration or loss of control of the vehicle, and reduce the shaking and impact of the vehicle. Further, when there are obstacles around the vehicle, the second target opening is adjusted to a preset opening, which is smaller than the second target opening. The method controls the vehicle with a preset opening smaller than the second target opening, and can also avoid the collision between the vehicle and the obstacle when the clutch pedal is stepped on and the accelerator pedal is stepped on by mistake, ensuring the stability and safety of the vehicle under such complex operation conditions. Therefore, this method can improve the overall driving experience.

[0083] In some embodiments, the vehicle controller determines the fifth opening of the accelerator pedal based on the pedal stroke when the clutch pedal is pressed, including: the vehicle controller compares the pedal stroke with multiple candidate pedal strokes, and determines a target pedal stroke that matches the pedal stroke from the multiple candidate pedal strokes; the vehicle controller determines the pedal opening corresponding to the target pedal stroke as the fifth opening.

[0084] It should be understood that each candidate pedal stroke in the “multiple candidate pedal strokes” in the above scheme has a corresponding pedal opening, and the pedal opening corresponding to each candidate pedal stroke is predetermined.

[0085] In some embodiments, after the vehicle controller determines the minimum opening between the first opening and the fifth opening as the second target opening, the method 200 also includes: when there are no obstacles around the vehicle, the vehicle controller maintains the second target opening unchanged and controls the vehicle with the second target opening.

[0086] The following describes the process of determining the analysis logic of the accelerator pedal signal, that is, determining the target pedal opening of the accelerator pedal, in scenario 3 (only the accelerator pedal is depressed, which may be caused by mistake).

[0087] In one possible implementation, the method 200 also includes: when the brake pedal is not pressed and the clutch pedal in the vehicle is not pressed, the vehicle controller determines the driver's tension and the trafficability of the driving section of the vehicle under the current driving environment; the vehicle controller adjusts the first opening based on the tension and the trafficability, and controls the vehicle with the adjusted opening.

[0088] It should be understood that the "tension" in the above solution is only related to the driver, and is used to indicate the tension of the driver when stepping on the accelerator pedal in the current driving environment, and the tension is represented by a percentage (%). In some embodiments, the tension is related to the driver's current reaction and driving record. Among them, the current reaction can be determined by the driver's emotional state and physical state.

[0089] It should be understood that the "passability" in the above scheme is only related to the driving section where the vehicle is located, and is used to indicate the difficulty of the driver driving the vehicle through the driving section under the current driving environment. The passability is represented by a percentage (%). In some embodiments, the passability is related to the attribute characteristics of the driving section, the degree of congestion, and the severity of the current weather on the driving section. Among them, the attribute characteristics include at least one of the width, flatness, and altitude of the driving section.

[0090] In the above technical solution, when the accelerator pedal is only pressed, the method determines the passability of the driving section where the vehicle is located in the current driving environment. This can infer the possibility that the driver mistakenly steps on the accelerator pedal from the perspective of the current actual driving environment. When the passability is very small (for example, 2%), the possibility that the accelerator pedal is mistakenly stepped on is very high. The method also determines the driver's nervousness in the current driving environment, and estimates the difficulty of the vehicle passing the driving section from the driver's perspective, so as to indirectly infer the possibility that the driver mistakenly steps on the accelerator pedal. When the tension is very large (for example, 70%), the possibility that the accelerator pedal is mistakenly stepped on is very high. Furthermore, the method adjusts the first opening based on the tension and the passability, which can avoid the problem that the vehicle may collide with an obstacle or lose control when the driver excessively steps on the accelerator pedal due to nervousness. For example, when the driver is nervous and the traffic volume is low (e.g., the road is narrow and the traffic volume is heavy), excessively pressing the accelerator pedal causes the vehicle to approach the obstacle too fast, increasing the risk of rear-end collision or scratching; when the driving section is a slippery section or an uphill section or a downhill section, the driver may accidentally press the accelerator pedal due to nervousness, which may cause the vehicle to skid, drift, or other uncontrolled situations. Therefore, by adjusting the first opening, the method can make the vehicle maintain a reasonable speed and safe distance to avoid collision and loss of control. In addition, it can also avoid the problem that when the traffic volume is very small, the driver presses the accelerator pedal, causing the vehicle to collide with an obstacle.

[0091] In one possible implementation, the vehicle controller determines the driver's tension and the passability of the driving section on which the vehicle is located in the current driving environment, including: the vehicle controller determines a first tension based on the driver's current facial features and limb features, and predicts a second tension based on the driver's bad driving record in a historical period; the vehicle controller determines the tension based on the first tension and the second tension; and the vehicle controller determines the difficulty of the vehicle driving on the driving section based on the altitude of the driving section and the width of the driving section; the vehicle controller determines a first passability based on the severity of the current weather on the driving section, and determines a second passability based on the congestion, flatness and difficulty of the driving section; the vehicle controller determines the passability based on the first passability and the second passability.

[0092] It should be understood that the "facial features" in the above scheme refer to features that can characterize whether the driver is nervous. The facial features include at least one of eye features and facial muscle features, the eye features include at least one of blinking frequency, pupil changes and line of sight change frequency, and the facial muscle features include facial expression features and mouth state (the frequency of biting lips, pursing lips or licking lips). Generally, when the driver is nervous, the blinking frequency will increase, because tension will cause the body's stress response, which will affect the normal physiological function of the eyes. Tension may cause changes in pupil diameter. Generally speaking, when the driver is nervous, the pupil will dilate, aiming to improve visual acuity and reaction speed. A nervous driver may frequently change the direction of sight, or the sight will stagnate for a short time, which reflects the driver's inner anxiety and distraction. When the driver is nervous, the driver's facial muscles may become tense, especially the muscles around the forehead, eyebrows and corners of the mouth, which may wrinkle or twitch. Tension may cause the driver to frequently bite his lips, purse his lips or lick his lips, which are all self-regulation mechanisms of the body under tension.

[0093] It should also be understood that the "limb features" in the above scheme refer to features that can characterize whether the driver is nervous and are related to driving. The limb features include at least one of hand features and leg features. Normally, when a driver is nervous, both hands may tightly grip the steering wheel, the finger joints may turn white, and there may even be excessive force. When a driver is nervous, the legs may shake unconsciously or the brake and accelerator pedals may be stepped on frequently.

[0094] It should also be understood that the "bad driving record" in the above scheme is used to record the driver's violation of traffic regulations due to nervousness or lack of driving experience in the historical period. The behavior includes at least one of violating traffic signals, speeding, turning without turning signals, scratching, not meeting according to regulations, reversing, U-turning and not wearing seat belts.

[0095] It should also be understood that in the above scheme, "the severity of the current weather on the driving section" refers to the degree of influence of the current weather conditions on road traffic safety and driving conditions. The severity is represented by a percentage. The larger the percentage, the worse the current weather is, and the more difficult it is for vehicles to pass through the driving section. The severity is negatively correlated with the passability. "Congestion" refers to the relationship between the traffic flow on the driving section and its traffic capacity under the current driving environment, reflecting the busyness and traffic congestion of the driving section. "Flatness" refers to the vertical deviation of the road surface of the driving section from the ideal plane, which is mainly used to reflect the flatness of the longitudinal section-profile curve of the road surface. The congestion, flatness and difficulty in the above are all represented by percentages. The larger the percentage, the more congested the driving section, the more bumpy and difficult it is to drive, and the less likely it is for vehicles to pass through the driving section. The congestion and difficulty are negatively correlated with the passability, and the flatness is positively correlated with the passability.

[0096] In the above technical solution, the method determines the first tension based on the current facial features and limb features of the driver. This can estimate the driver's tension from the driver's immediate external performance. Further, the second tension is predicted based on the driver's bad driving record in the historical period. This can predict the driver's tension from the driver's driving experience. Finally, the tension is determined by the first tension and the second tension. This can determine the driver's tension from multiple dimensions. Moreover, since the first tension reflects the driver's immediate emotional state in the current driving environment, and the second tension is used to provide a longer-term behavioral trend, the first tension and the second tension are combined to more comprehensively evaluate the driver's tension. In addition, different drivers react differently in different driving environments. For example, some drivers may be more nervous on highways and relatively relaxed on urban roads. This personalized evaluation can better adapt to the needs and habits of different drivers. And, the method determines the difficulty of a vehicle driving on a driving section based on the altitude of the driving section and the width of the driving section. This can determine the degree of influence of the attribute characteristics of the driving section on the vehicle passing through the driving section. Furthermore, based on the severity of the current weather on the driving section, the first passability is determined, which can estimate the passability from the weather factors, and based on the congestion, flatness and difficulty of the driving section, the second passability is determined, which can estimate the passability from the road condition factors. Finally, the passability is determined by the first passability and the second passability. This method integrates influencing factors of multiple dimensions, including geographical features (altitude, width), environmental conditions (weather conditions), dynamic factors (traffic flow, road surface flatness), etc. This multi-dimensional fusion of influencing factors can more comprehensively reflect the actual driving environment and obtain more accurate passability. Different influencing factors can verify and complement each other. For example, bad weather may increase the difficulty of driving on narrow sections, while good road section flatness can alleviate the hypoxia problem caused by high altitude to a certain extent. Through cross-validation, this method can further improve the reliability and accuracy of the evaluation results.

[0097] In some embodiments, the vehicle controller determines a first tension level based on the driver's current facial features and limb features, including: when the facial features are eye features and the eye features include blinking frequency, the vehicle controller determines the ratio of the driver's actual blinking frequency to a preset blinking frequency as a third tension level, and the preset blinking frequency corresponds to the maximum tension level; when the limb features are leg features and the leg features include shaking frequency, the vehicle controller determines the ratio of the driver's actual shaking frequency to a preset shaking frequency as a fourth tension level, and the preset shaking frequency corresponds to the maximum tension level; the vehicle controller determines the first tension level based on the third tension level and the fourth tension level.

[0098] It should be understood that the "maximum tension" in the above scheme is 100%.

[0099] In some embodiments, the vehicle controller determines the first tension based on the third tension and the fourth tension, including any one of the following: the vehicle controller determines the maximum tension between the third tension and the fourth tension as the first tension; the vehicle controller determines the average tension of the third tension and the fourth tension as the first tension.

[0100] In some embodiments, the vehicle controller determines a first tension level based on the driver's current facial features and limb features, including: when the facial features are facial muscle features and the facial muscle features include facial expression features, the vehicle controller determines the ratio between the actual tension level of the driver's facial muscles and the preset tension level as the fifth tension level, and the preset tension level corresponds to the maximum tension level; when the limb features are hand features and the hand features include the strength of holding the steering wheel, the vehicle controller determines the ratio between the driver's actual strength and the preset strength as the sixth tension level, and the preset strength corresponds to the maximum tension level; the vehicle controller determines the first tension level based on the fifth tension level and the sixth tension level.

[0101] It should be understood that the implementation process of "determining the first tension based on the fifth tension and the sixth tension" in the above scheme is the same as the implementation process of "determining the first tension based on the third tension and the fourth tension" in the above scheme, and will not be repeated here.

[0102] In some embodiments, the vehicle controller predicts a second tension level based on the driver's bad driving record in a historical period, including: when the bad driving record is used to record the driver's violation of traffic regulations due to nervousness or lack of driving experience in a historical period, the vehicle controller determines the second tension level as the ratio between the actual frequency of the behavior and a preset frequency, and the preset frequency corresponds to the maximum tension level.

[0103] In some embodiments, the vehicle controller determines the tension based on the first tension and the second tension, including any one of the following: the vehicle controller determines the maximum tension between the first tension and the second tension as the tension; the vehicle controller determines the average tension of the first tension and the second tension as the tension.

[0104] In some embodiments, the vehicle controller determines the degree of difficulty of the vehicle traveling on the driving section based on the altitude of the driving section and the width of the driving section, including: the vehicle controller scores the altitude based on the impact of the altitude on the oxygen concentration, climate conditions and terrain features when the vehicle is traveling, and obtains a first score; the vehicle controller scores the width based on the impact of the width on the operating space and psychological pressure when the vehicle is traveling, and obtains a second score; the vehicle controller weightedly fuses the first score and the second score based on the first weight and the second weight to obtain a target score, the first weight being used to indicate the contribution of the first score in determining the target score, and the second weight being used to indicate the contribution of the second score in determining the target score; the vehicle controller determines the ratio between the target score and the maximum score as the degree of difficulty.

[0105] It should be understood that in the above scheme, as the altitude increases, the oxygen concentration in the air decreases, which will affect the combustion efficiency of internal combustion engine vehicles and may cause the engine power to drop and the vehicle to accelerate slowly; the low oxygen environment in high-altitude areas may increase the driver's fatigue and affect reaction speed and attention. The temperature in high-altitude areas is usually lower, and ice or snow may accumulate on the driving section, which can increase the difficulty of driving; the air pressure in high-altitude areas is lower, and the grip of the tires may be affected, especially on slippery roads. High-altitude areas are often accompanied by steep slopes, requiring frequent gear shifting and speed control, which can increase the difficulty of driving; there are more bends on the driving sections in high-altitude areas, which will lead to obstructed vision, which can increase driving risks. Among them, the "maximum score" in the above scheme is 100.

[0106] It should also be understood that in the above scheme, the narrow road section can limit the vehicle's operating space and increase the difficulty of meeting, turning and avoiding; the narrow road section lacks sufficient emergency avoidance space, making it difficult for the driver to take evasive measures quickly. Narrow road sections can easily make drivers feel nervous, especially when there is no sufficient buffer zone, the psychological pressure will increase, which will affect driving performance.

[0107] It should also be understood that the sum of the first weight and the second weight is 1. In some embodiments, the first weight is 0.4 and the second weight is 0.6.

[0108] In some embodiments, the vehicle controller determines a first passability based on the severity of the current weather on the driving section, including: the vehicle controller determines the difference between a preset percentage and the severity as the first passability.

[0109] In some embodiments, the vehicle controller determines the second passability based on the congestion level, flatness and difficulty level of the driving section, including: the vehicle controller determines the difference between the preset percentage and the congestion level as the third passability, determines the difference between the preset percentage and the difficulty level as the fourth passability, and determines the flatness as the fifth passability; the vehicle controller weightedly fuses the third passability, the fourth passability and the fifth passability based on the third weight, the fourth weight and the fifth weight to obtain the second passability, the third weight is used to indicate the contribution of the third passability in determining the second passability, the fourth weight is used to indicate the contribution of the fourth passability in determining the second passability, and the fifth weight is used to indicate the contribution of the fifth passability in determining the second passability.

[0110] It should be understood that the sum of the third weight, the fourth weight, and the fifth weight is 1. In some embodiments, the third weight is 0.3, the fourth weight is 0.5, and the fifth weight is 0.2.

[0111] In some embodiments, the vehicle controller determines the passability based on the first passability and the second passability, including any one of the following: the vehicle controller determines the minimum passability between the first passability and the second passability as the passability; the vehicle controller determines the average passability of the first passability and the second passability as the passability.

[0112] In one possible implementation, the vehicle controller adjusts the first opening based on the tension and the passability, including: when the passability is greater than a preset passability, the vehicle controller determines whether the tension is less than or equal to the preset tension; when the tension is less than or equal to the preset tension, the vehicle controller determines the product of the tension and the first opening as the opening adjustment amount, and reduces the first opening by the opening adjustment amount; when the tension is greater than the preset tension, the vehicle controller adjusts the first opening to the preset opening, and the preset opening is smaller than the first opening.

[0113] It should be understood that in the above scheme, "preset passability" refers to the minimum passability that allows vehicles to pass. "Preset tension" refers to the maximum tension when the driver can safely pass the driving section. In some embodiments, the preset passability is 60% and the preset tension is 40%.

[0114] In the above technical solution, when the traffic is large, the method determines whether the driver's tension is less than or equal to the preset tension. When the traffic is large and the tension is small, the method adjusts the first opening to a smaller value according to the tension. This means that the road condition of the driving section is good and the vehicle is driving smoothly. If the driver's tension is small, it means that the driver is relatively relaxed. At this time, the method adjusts the pedal opening based on the tension, which can avoid unconscious speeding due to the driver's relaxation. The method can appropriately reduce the vehicle speed and reduce the possibility of traffic accidents. When the traffic is large and the tension is large, the method adjusts the first opening to the preset opening, that is, adjusts the first opening to a pedal opening close to 0%. This indicates that the driver is nervous due to an emergency. Adjusting the first opening to the preset opening can quickly reduce the vehicle speed, put the vehicle in a relatively safe state, and give the driver a buffer time to adjust his state, while avoiding traffic accidents caused by incorrect operations that may be caused by the driver's nervousness.

[0115] In some embodiments, the method 200 further includes: when the passability is less than or equal to a preset passability, the vehicle controller adjusts the first opening to the preset opening.

[0116] Figure 3 It is a schematic block diagram of determining a pedal opening provided in an embodiment of the present application.

[0117] For example, Figure 3 As shown, when both the accelerator pedal and the brake pedal are pressed, the vehicle controller determines the third opening of the accelerator pedal based on the first output voltage of the first position sensor of the accelerator pedal, and determines the fourth opening of the accelerator pedal based on the second output voltage of the second position sensor of the accelerator pedal; the vehicle controller determines the minimum opening of the third opening and the fourth opening as the first opening; the vehicle controller determines the second opening of the accelerator pedal based on the braking torque required to be generated by the vehicle's braking system; the vehicle controller determines the minimum opening of the first opening and the second opening as the first target opening.

[0118] Figure 4 It is another schematic block diagram for determining the pedal opening provided in an embodiment of the present application.

[0119] For example, Figure 4 As shown, when the vehicle is in a driving environment, the vehicle controller determines whether there are obstacles around the vehicle; when there are obstacles around the vehicle, the vehicle controller adjusts the first target opening to a preset opening; when there are no obstacles around the vehicle, the vehicle controller controls the first target opening to remain unchanged.

[0120] Figure 5It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0121] For example, Figure 5 As shown, the device 500 includes:

[0122] A first determination module 501 is used to determine a first opening degree of the accelerator pedal based on an output voltage of a position sensor of the accelerator pedal when the vehicle is in a driving state and the accelerator pedal in the vehicle is depressed;

[0123] A second determination module 502 is used to determine a second opening of the accelerator pedal based on a braking torque required to be generated by a braking system of the vehicle when a brake pedal in the vehicle is depressed, wherein the second opening is a maximum pedal opening allowed by the vehicle when the brake is prioritized;

[0124] The third determination module 503 is used to determine a first target opening based on the first opening and the second opening, and control the vehicle with the first target opening.

[0125] Optionally, the first determination module 501 is also used to determine whether there are obstacles around the vehicle; the device 500 also includes: an adjustment module, which is used to adjust the first target opening to a preset opening when there are obstacles around the vehicle, and control the vehicle with the preset opening, and the preset opening is smaller than the first target opening; the device 500 also includes: a control module, which is used to control the first target opening to remain unchanged when there are no obstacles around the vehicle.

[0126] Optionally, the position sensor includes a first position sensor and a second position sensor, and the first determination module 501 is specifically used to: determine a third opening of the accelerator pedal based on a first output voltage of the first position sensor of the accelerator pedal, and determine a fourth opening of the accelerator pedal based on a second output voltage of the second position sensor of the accelerator pedal; and determine the minimum opening between the third opening and the fourth opening as the first opening.

[0127] Optionally, the second determination module 502 is specifically used to: compare the braking torque with multiple candidate braking torques, and determine a target braking torque matching the braking torque from the multiple candidate braking torques; and determine the pedal opening corresponding to the target braking torque as the second opening.

[0128] Optionally, the first determination module 501 is also used to determine the fifth opening of the accelerator pedal based on the pedal stroke when the clutch pedal is pressed, when the brake pedal is not pressed and the clutch pedal in the vehicle is pressed; the adjustment module is also used to determine the minimum opening between the first opening and the fifth opening as the second target opening, and when there are obstacles around the vehicle, adjust the second target opening to the preset opening, and control the vehicle with the preset opening, and the preset opening is smaller than the second target opening.

[0129] Optionally, the first determination module 501 is also used to determine the driver's tension and the trafficability of the driving section of the vehicle in the current driving environment when the brake pedal is not pressed and the clutch pedal in the vehicle is not pressed; the adjustment module is also used to adjust the first opening based on the tension and the trafficability, so as to control the vehicle with the adjusted opening.

[0130] Optionally, the first determination module 501 is specifically used to: determine a first tension based on the driver's current facial features and limb features, and predict a second tension based on the driver's bad driving record in a historical period; determine the tension based on the first tension and the second tension; and determine the difficulty of the vehicle driving on the driving section based on the altitude of the driving section and the width of the driving section; determine a first passability based on the severity of the current weather on the driving section, and determine a second passability based on the congestion, flatness and difficulty of the driving section; determine the passability based on the first passability and the second passability.

[0131] Optionally, the adjustment module is specifically used to: when the passability is greater than a preset passability, determine whether the tension is less than or equal to a preset tension; when the tension is less than or equal to the preset tension, determine the product of the tension and the first opening as the opening adjustment amount, and reduce the first opening by the opening adjustment amount; when the tension is greater than the preset tension, adjust the first opening to the preset opening, and the preset opening is smaller than the first opening.

[0132] Optionally, the third determination module 503 is specifically used for any one of the following: determining the minimum opening between the first opening and the second opening as the first target opening; determining the average opening of the first opening and the second opening as the first target opening.

[0133] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0134] For example, Figure 6As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a vehicle control method.

[0135] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0136] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0137] In the case of dividing each functional module according to each function, the device may further include a determination module and an adjustment module, etc. It should be noted that all relevant contents involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0138] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0139] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related executable program codes, etc.

[0140] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0141] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0142] This embodiment also provides a computer-readable storage medium, in which an executable program code is stored. When the executable program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0143] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0144] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0145] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0146] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0147] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: When a vehicle is in a driving state and an accelerator pedal in the vehicle is depressed, determining a first opening degree of the accelerator pedal based on an output voltage of a position sensor of the accelerator pedal; When a brake pedal in the vehicle is depressed, determining a second opening of the accelerator pedal based on a braking torque required to be generated by a braking system of the vehicle, wherein the second opening is a maximum pedal opening allowed by the vehicle when braking priority is given; A first target opening is determined based on the first opening and the second opening, and the vehicle is controlled at the first target opening.

2. The method according to claim 1, characterized in that: The method further comprises: determining whether there are obstacles around the vehicle; In the case where there are obstacles around the vehicle, adjusting the first target opening to a preset opening, and controlling the vehicle with the preset opening, wherein the preset opening is smaller than the first target opening; When there is no obstacle around the vehicle, the first target opening is controlled to remain unchanged.

3. The method according to claim 1, characterized in that The position sensor includes a first position sensor and a second position sensor, and determining a first opening degree of the accelerator pedal based on an output voltage of the position sensor of the accelerator pedal includes: determining a third opening degree of the accelerator pedal based on a first output voltage of the first position sensor, and determining a fourth opening degree of the accelerator pedal based on a second output voltage of the second position sensor; The minimum opening degree between the third opening degree and the fourth opening degree is determined as the first opening degree.

4. The method according to any one of claims 1 to 3, characterized in that The determining the second opening degree of the accelerator pedal based on the braking torque required to be generated by the braking system of the vehicle includes: comparing the braking torque with a plurality of candidate braking torques and determining a target braking torque matching the braking torque from the plurality of candidate braking torques; The pedal opening corresponding to the target braking torque is determined as the second opening.

5. The method according to claim 1, characterized in that The method further comprises: determining a fifth opening degree of the accelerator pedal based on a pedal stroke when the clutch pedal is depressed when the brake pedal is not depressed; The minimum opening between the first opening and the fifth opening is determined as a second target opening, and when there is an obstacle around the vehicle, the second target opening is adjusted to a preset opening, and the vehicle is controlled with the preset opening, and the preset opening is smaller than the second target opening.

6. The method according to claim 1, characterized in that The method further comprises: Determining the driver's nervousness in the current driving environment and the passability of the driving section of the vehicle when the brake pedal is not depressed and the clutch pedal in the vehicle is not depressed; The first opening is adjusted based on the tension and the traffic degree, and the vehicle is controlled with the adjusted opening.

7. The method according to claim 6, characterized in that The determining of the driver's nervousness in the current driving environment and the trafficability of the driving section where the vehicle is located includes: Determining a first tension level based on the current facial features and body features of the driver, and predicting a second tension level based on the bad driving record of the driver in a historical period; determining the tension based on the first tension and the second tension; and, determining the degree of difficulty of the vehicle traveling on the driving section based on the altitude of the driving section and the width of the driving section; Determining a first passability based on the severity of the current weather on the driving section, and determining a second passability based on the congestion level, flatness and difficulty level of the driving section; The passability is determined based on the first passability and the second passability.

8. The method according to claim 6, characterized in that The adjusting the first opening degree based on the tension and the traffic degree includes: In the case where the passability is greater than a preset passability, determining whether the tension is less than or equal to a preset tension; In a case where the tension is less than or equal to the preset tension, the product of the tension and the first opening is determined as an opening adjustment amount, and the first opening is reduced by the opening adjustment amount; In a case where the tension is greater than the preset tension, the first opening is adjusted to the preset opening, and the preset opening is smaller than the first opening.

9. The method according to claim 1, characterized in that: The determining of a first target opening degree based on the first opening degree and the second opening degree includes any one of the following: determining the minimum opening between the first opening and the second opening as the first target opening; The average opening degree of the first opening degree and the second opening degree is determined as the first target opening degree.

10. A vehicle control device, characterized in that: The device comprises: a first determining module, configured to determine a first opening degree of the accelerator pedal based on an output voltage of a position sensor of the accelerator pedal when the vehicle is in a driving state and an accelerator pedal in the vehicle is depressed; a second determination module, configured to determine a second opening of the accelerator pedal based on a braking torque required to be generated by a braking system of the vehicle when a brake pedal in the vehicle is depressed, wherein the second opening is a maximum pedal opening allowed by the vehicle when braking priority is given; The third determination module is used to determine a first target opening based on the first opening and the second opening, and control the vehicle with the first target opening.

11. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory so that the vehicle executes the method according to any one of claims 1 to 9.

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