Vehicle control method and device, vehicle and storage medium

Abstract

The application provides a vehicle control method and device, a vehicle and a storage medium. When the vehicle is in a driving state, if the accelerator pedal and the brake pedal in the vehicle are both stepped on, the method determines a first opening degree of the accelerator pedal, i.e. an actual opening degree of the accelerator pedal, through an output voltage of a position sensor of the accelerator pedal, and determines a second opening degree of the accelerator pedal, i.e. a maximum pedal opening degree allowed by the vehicle, through a brake torque required to be generated by a brake system. Further, a first target opening degree is determined based on the first opening degree and the second opening degree, so that the minimum opening degree of the first opening degree and the second opening degree is taken as the first target opening degree, and the contradictory operation when the accelerator pedal and the brake pedal are both stepped on is solved by giving priority to braking. This can avoid the situation that the accelerator pedal is mistakenly stepped on when the driver only wants to step on 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] This application relates to the field of vehicle technology, and more specifically, to vehicle control methods, devices, vehicles, and storage media in the field of vehicle technology. Background Technology

[0002] With the continuous advancement of automotive technology and the improvement of people's living standards, the target audience for vehicles is becoming increasingly broad. However, this has also led to a rise in vehicle-related problems, including the issue of drivers accidentally pressing the accelerator pedal while driving.

[0003] Currently, drivers sometimes mistake the accelerator pedal for the brake pedal while driving, which could lead to traffic accidents. 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] This application provides a vehicle control method, apparatus, vehicle, and storage medium. The method optimizes 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 motion and the accelerator pedal in the vehicle is depressed, determining a first opening degree of the accelerator pedal based on the output voltage of the accelerator pedal position sensor; when the brake pedal in the vehicle is depressed, determining a second opening degree of the accelerator pedal based on the braking torque required by the braking system of the vehicle, wherein the second opening degree is the maximum allowable pedal opening degree of the vehicle determined when braking is prioritized; and determining a first target opening degree based on the first opening degree and the second opening degree, and controlling the vehicle with the first target opening degree.

[0006] In the above technical solution, when the vehicle is in motion, if both the accelerator pedal and the brake pedal are depressed, this method determines the first opening degree of the accelerator pedal (the actual opening degree) by using the output voltage of the accelerator pedal position sensor. Then, it determines the second opening degree (the maximum allowable pedal opening) by using the braking torque required by the braking system. Furthermore, based on the first and second opening degrees, this method determines a first target opening degree. Thus, the minimum opening degree between the first and second opening degrees can be used as the first target opening degree, prioritizing braking to resolve the conflicting operation when both the brake and accelerator pedals are depressed. This avoids the situation where the driver accidentally depresses the accelerator pedal while intending to depress the brake pedal, potentially leading to sudden acceleration or even a traffic accident. Therefore, this method optimizes the accelerator pedal signal parsing logic, minimizing the probability of traffic accidents.

[0007] In conjunction with the first aspect, in some possible implementations, the method further 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, controlling the vehicle with the preset opening, the preset opening being less than the first target opening; and if there are no obstacles around the vehicle, controlling the first target opening to remain unchanged.

[0008] In conjunction with the first aspect and the above implementation, in some possible implementations, the position sensor includes a first position sensor and a second position sensor. Determining the first opening degree of the accelerator pedal based on the output voltage of the accelerator pedal position sensor includes: determining the third opening degree of the accelerator pedal based on the first output voltage of the first position sensor, and determining the fourth opening degree of the accelerator pedal based on the second output voltage of the second position sensor; and determining the minimum opening degree between the third opening degree and the fourth opening degree as the first opening degree.

[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 its speed at a slower speed, thus ensuring driving safety to a certain extent.

[0010] In combination with the first aspect and the above implementation, in some possible implementations, determining the second opening of the accelerator pedal based on the braking torque required by the vehicle's braking system includes: comparing the braking torque with a plurality of candidate braking torques, and determining a target braking torque that matches the braking torque from the plurality of 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 permissible pedal opening of the vehicle, determined by the braking torque, when both the accelerator and brake pedals are depressed and braking takes priority. Typically, there are many candidate braking torques in the above correspondence. This method first determines the target braking torque that matches the braking torque from among the 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 an accurate second opening.

[0012] In conjunction with the first aspect and the above implementation, in some possible implementations, the method further includes: when the brake pedal is not depressed and the clutch pedal in the vehicle is depressed, determining a fifth opening degree of the accelerator pedal based on the pedal travel when the clutch pedal is depressed; determining the minimum of the first opening degree and the fifth opening degree as a second target opening degree, and adjusting the second target opening degree to a preset opening degree when there are obstacles around the vehicle, controlling the vehicle with the preset opening degree, wherein the preset opening degree is less than the second target opening degree.

[0013] In the above technical solution, when the vehicle is in a driving environment, if both the clutch pedal and the accelerator pedal are depressed, the vehicle controller determines the minimum of the first opening of the accelerator pedal and the maximum permissible fifth opening determined by the pedal travel when the clutch pedal is depressed as the second target opening. The clutch pedal is used to separate the power transmission between the engine and the transmission in the vehicle, for gear shifting, smooth starting, and temporary deceleration or stopping. This method of prioritizing the function of the clutch pedal allows the driver to obtain better control during operations such as gear shifting, starting, and temporary deceleration or stopping, effectively preventing engine overload or stalling, avoiding excessive engine speed, avoiding damage to engine components, ensuring a smoother gear shifting process, avoiding sudden acceleration or loss of control of the vehicle, and reducing vehicle vibration and impact. Furthermore, 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. This method controls the vehicle with a preset opening smaller than the second target opening, which can also prevent the vehicle from colliding with obstacles when the clutch pedal is depressed and the accelerator pedal is accidentally depressed, ensuring the stability and safety of the vehicle in such complex operating conditions. Therefore, this method can improve the overall driving experience.

[0014] In conjunction with the first aspect and the above-described implementation, in some possible implementations, the method further includes: determining the driver's tension and the traffic flow of the road segment in the current driving environment when the brake pedal is not depressed and the clutch pedal in the vehicle is not depressed; and adjusting the first opening based on the tension and the traffic flow to control the vehicle with the adjusted opening.

[0015] In the above technical solution, when the accelerator pedal is only depressed, the method determines the passability of the road segment in the current driving environment. This allows for the estimation of the likelihood of the driver accidentally depressing the accelerator pedal from the perspective of the current actual driving environment. When the passability is very low (e.g., 2%), the probability of the accelerator pedal being accidentally depressed is high. The method also determines the driver's level of tension in the current driving environment, estimating the difficulty of the vehicle traversing the road segment from the driver's perspective, to indirectly estimate the probability of the driver accidentally depressing the accelerator pedal. When the level of tension is very high (e.g., 70%), the probability of the accelerator pedal being accidentally depressed is high. Furthermore, the method adjusts the initial opening based on the level of tension and passability, which can avoid the problem of the vehicle potentially colliding with obstacles or losing control when the driver excessively depresses the accelerator pedal due to tension. For example, when the driver is highly stressed and traffic is limited (e.g., narrow roads, heavy traffic), excessive pressing of the accelerator pedal can cause the vehicle to approach obstacles too quickly, increasing the risk of rear-end collisions or scrapes. On slippery roads, uphill sections, or downhill sections, driver stress may cause the driver to accidentally press the accelerator pedal, leading to skidding, fishtailing, or other loss of control. Therefore, this method, by adjusting the initial accelerator pedal opening, allows the vehicle to maintain a reasonable speed and safe distance, avoiding collisions and loss of control. Furthermore, it can prevent collisions with obstacles caused by the driver pressing the accelerator pedal when traffic is very limited.

[0016] In conjunction with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the driver's stress level and the traffic availability of the road segment where the vehicle is located under the current driving environment includes: determining a first stress level based on the driver's current facial and body features, and predicting a second stress level based on the driver's poor driving records in historical periods; determining the stress level based on the first stress level and the second stress level; determining the difficulty level of the vehicle driving on the road segment based on the altitude and width of the road segment; determining a first traffic availability based on the current weather severity on the road segment, and determining a second traffic availability based on the congestion level, smoothness, and difficulty level of the road segment; and determining the traffic availability based on the first traffic availability and the second traffic availability.

[0017] In the aforementioned technical solution, the method determines the first level of tension based on the driver's current facial and body characteristics. This allows estimation of the driver's tension from their immediate external behavior. Furthermore, a second level of tension is predicted based on the driver's poor driving records over a historical period. This allows prediction of the driver's tension from their driving experience. Finally, the tension is determined using both the first and second levels of tension. This allows for determination of the driver's tension from multiple dimensions. Moreover, since the first level of tension reflects the driver's immediate emotional state in the current driving environment, while the second level provides a longer-term behavioral trend, combining the first and second levels of tension provides a more comprehensive assessment of the driver's tension. Additionally, different drivers react differently in different driving environments. For example, some drivers may be more tense on highways and relatively relaxed on city roads. This personalized assessment better adapts to the needs and habits of different drivers. Furthermore, the method determines the difficulty of driving on a given road segment based on its altitude and width. This determines the degree to which the characteristics of the road segment affect the vehicle's passage through it. Furthermore, based on the severity of the current weather on the driving segment, a first passability is determined, which estimates passability from weather factors. A second passability is determined based on the congestion, smoothness, and difficulty of the driving segment, which estimates passability from road condition factors. Finally, the passability is determined using both the first and second passability. This method integrates multiple dimensions of influencing factors, including geographical features (altitude, width), environmental conditions (weather conditions), and dynamic factors (traffic flow, road surface smoothness). This fusion of multi-dimensional influencing factors more comprehensively reflects the actual driving environment and yields a more accurate passability. Different influencing factors can corroborate and complement each other. For example, severe weather may exacerbate the driving difficulty on narrow road segments, while good road surface smoothness can alleviate the hypoxia problem caused by high altitude to some extent. Through cross-validation, this method can further improve the reliability and accuracy of the evaluation results.

[0018] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the first opening is adjusted based on the tension level and the passage capacity, including: if the passage capacity is greater than a preset passage capacity, determining whether the tension level is less than or equal to a preset tension level; if the tension level is less than or equal to the preset tension level, determining the product between the tension level and the first opening as the opening adjustment amount, and reducing the first opening by the opening adjustment amount; if the tension level is greater than the preset tension level, adjusting the first opening to the preset opening level, wherein the preset opening level is less than the first opening level.

[0019] In the above technical solution, when traffic flow is relatively high, the method determines whether the driver's tension level is less than or equal to a preset tension level. When traffic flow is high and tension is low, the method adjusts the initial pedal opening based on the tension level. This indicates that the road conditions are good and the vehicle is traveling smoothly. If the driver's tension is low, it means the driver is relatively relaxed. In this case, the method adjusts the pedal opening based on the tension level, which can prevent the driver from unconsciously exceeding the speed limit due to relaxation. This method can appropriately reduce the vehicle speed and reduce the possibility of traffic accidents. When traffic flow is high and tension is high, it indicates that the driver has encountered a sudden situation and is tense. Adjusting the initial pedal 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 their state, while avoiding traffic accidents caused by errors in operation that may be due to driver tension.

[0020] In combination with the first aspect and the above 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; or determining the average opening between the first opening and the second opening as the first target opening.

[0021] In a second aspect, a vehicle control device is provided, comprising: a first determining module, configured to determine a first opening degree of the accelerator pedal based on the output voltage of the accelerator pedal position sensor when the vehicle is in motion and the accelerator pedal in the vehicle is depressed; a second determining module, configured to determine a second opening degree of the accelerator pedal based on the braking torque required by the braking system of the vehicle when the brake pedal in the vehicle is depressed, wherein the second opening degree is the maximum allowable pedal opening degree of the vehicle when braking is prioritized; and a third determining module, configured to determine a first target opening degree based on the first opening degree and the second opening degree, and control the vehicle with the first target opening degree.

[0022] In conjunction with the second aspect, in some possible implementations, the first determining module is further configured to determine whether there are obstacles around the vehicle; the device further includes: an adjustment module, configured 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, the preset opening being less than the first target opening; the device further includes: a control module, configured to control the first target opening to remain unchanged when there are no obstacles around the vehicle.

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

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

[0025] In conjunction with the second aspect and the above implementation, in some possible implementations, the first determining module is further configured to determine the fifth opening degree of the accelerator pedal based on the pedal travel when the clutch pedal is depressed, when the brake pedal is not depressed and the clutch pedal in the vehicle is depressed; the adjusting module is further configured to determine the minimum opening degree between the first opening degree and the fifth opening degree as the second target opening degree, and adjust the second target opening degree to a preset opening degree when there are obstacles around the vehicle, and control the vehicle with the preset opening degree, wherein the preset opening degree is less than the second target opening degree.

[0026] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first determining module is further configured to determine the driver's tension and the traffic availability of the driving segment in the current driving environment when the brake pedal is not depressed and the clutch pedal in the vehicle is not depressed; the adjusting module is further configured to adjust the first opening based on the tension and the traffic availability, so as to control the vehicle with the adjusted opening.

[0027] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first determining module is specifically used to: determine a first level of tension based on the driver's current facial and body features, and predict a second level of tension based on the driver's poor driving records in historical periods; determine the level of tension based on the first level of tension and the second level of tension; determine the degree of difficulty for the vehicle to drive on the road segment based on the altitude and width of the road segment; determine a first level of trafficability based on the current weather conditions on the road segment, and determine a second level of trafficability based on the congestion, smoothness, and difficulty of the road segment; and determine the trafficability based on the first level of trafficability and the second level of trafficability.

[0028] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the adjustment module is specifically used to: determine whether the tension is less than or equal to the preset tension when the passage is greater than the preset passage; when the tension is less than or equal to the preset tension, determine the product between 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, where the preset opening is less than the first opening.

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

[0030] Thirdly, a vehicle is provided, including 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, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of a scenario where a vehicle is used, provided in an embodiment of this application;

[0032] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0033] Figure 3 This is a schematic block diagram illustrating the determination of pedal opening according to an embodiment of this application;

[0034] Figure 4 This is a schematic block diagram illustrating another method for determining the pedal opening, as provided in an embodiment of this application.

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

[0036] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0037] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0038] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting 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 that feature.

[0039] Figure 1 This is a schematic diagram of a scenario where a vehicle is used, provided in an embodiment of this application.

[0040] Drivers will inevitably encounter unexpected situations while driving, such as... Figure 1 As shown, a pedestrian suddenly runs into the road ahead. Due to the suddenness of the event, the driver may accidentally press the accelerator pedal, which could lead to a traffic accident.

[0041] To address the aforementioned problems, this application proposes a vehicle control method to optimize the parsing logic of the accelerator pedal signal, thereby minimizing the probability of traffic accidents. The specific implementation steps are as follows: Figure 2 .

[0042] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0043] It should be understood that the vehicle control method provided in this application embodiment can be applied to, for example, Figure 1 The vehicle shown is an example of vehicle A. Specifically, this vehicle control method can be applied to the vehicle controller within that vehicle.

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

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

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

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

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

[0049] It should be understood that the "accelerator pedal" in the above scheme can have multiple position sensors to detect the pedal opening degree in order to improve detection efficiency. Specifically, multiple position sensors independently detect the pedal opening degree, and based on multiple opening degrees, a target opening degree of the accelerator pedal (e.g., a first opening degree) is determined.

[0050] It should also be understood that the "third opening" and "fourth opening" in the above scheme refer to the pedal opening that does not exceed the preset opening range, which is related to the travel range of the accelerator pedal when it is pressed.

[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 its speed at a slower speed, thus ensuring driving safety to a certain extent.

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

[0053] In some embodiments, after the vehicle controller determines the fourth opening of the accelerator pedal, the method 200 further 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. This method determines the first opening as the average of the third and fourth pedal openings. This fully considers the influence of multiple openings on determining the first opening, ensuring that the determined first opening is neither too large nor too small, and simultaneously controlling the vehicle with an appropriate pedal opening (first opening). Alternatively, this method uses the maximum opening determined by the two output voltages as the first opening, which can meet the driver's need to increase vehicle speed at a relatively fast pace.

[0055] Step 202: When the brake pedal in the vehicle is depressed, the vehicle controller determines the second opening of the accelerator pedal based on the braking torque required by the vehicle's braking system, wherein the second opening is the maximum pedal opening that the vehicle can allow when braking is prioritized.

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

[0057] It should also be understood that the "second opening" in step 202 above specifically refers to the maximum permissible pedal opening of the vehicle, determined by the braking torque, under the current driving conditions when both the accelerator and brake pedals are depressed and braking takes priority. In some embodiments, the braking torque required by the braking system corresponds to the pedal opening.

[0058] For example, Table 1 below shows the correspondence between braking torque and pedal opening.

[0059] Table 1

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

[0061] Specifically, when the braking torque is -5000 N·m, the maximum permissible pedal opening is 35%. Table 1 shows that the greater the braking torque (its absolute value), the smaller the maximum permissible pedal opening.

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

[0063] It should be understood that in the above scheme, each candidate braking torque in the "multiple candidate braking torques" 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 permissible pedal opening of the vehicle, determined by the braking torque, when both the accelerator and brake pedals are depressed and braking takes priority. Typically, there are many candidate braking torques in the above correspondence. This method first determines the target braking torque that matches the braking torque from among the 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 an 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 degree" in step 203 above means that the vehicle controller controls the vehicle acceleration based on the first target opening degree.

[0067] In one possible implementation, the vehicle controller in step 203 determines a first target opening based on the first opening and the second opening, including any 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 between 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 and accelerator pedals are depressed, this presents a contradictory operation for the vehicle controller. This application resolves this contradiction by prioritizing braking, specifically by defining the minimum of the first and second opening degrees as the first target opening degree. This avoids potential traffic accidents caused by misoperation of the accelerator pedal and may also adjust the overall vehicle control logic to ensure vehicle stability and safety under such complex operating conditions. Furthermore, defining the average of the first and second opening degrees as the first target opening degree avoids more serious traffic accidents caused by controlling the vehicle with a single, larger opening degree.

[0069] In one possible implementation, the method 200 further includes: the vehicle controller determining whether there are obstacles around the vehicle; if there are obstacles around the vehicle, the vehicle controller adjusting the first target opening to a preset opening and controlling the vehicle with the preset opening, the preset opening being less than the first target opening; if there are no obstacles around the vehicle, the vehicle controller controlling the first target opening to remain unchanged.

[0070] It should be understood that "controlling the vehicle with a preset opening degree" in the above scheme refers to the vehicle controller controlling the vehicle acceleration based on the preset opening degree. The "preset opening degree" in the above scheme is much smaller than the first target opening degree, close to 0%. In some embodiments, the value range of the preset opening degree is (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. By controlling the vehicle with this first target opening, the output of the vehicle's power system can be adjusted to coordinate with braking operations, while also ensuring the stability and safety of the vehicle.

[0072] In some embodiments, the method for determining the presence of obstacles around the vehicle includes: the vehicle controller determining the actual distance between the vehicle and a first obstacle using a lidar on the vehicle, wherein the distance between the first obstacle and the vehicle is less than the distance between other obstacles and the vehicle; and if the actual distance is less 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 scheme refers to the obstacle closest to the vehicle. In some embodiments, the obstacle includes static obstacles and dynamic obstacles. The static obstacles include at least one of guardrails, traffic cones, utility poles, trees, mounds of earth, piles of stones, walls, bridge piers, protruding parts of buildings, and disabled vehicles parked on the road. The dynamic obstacles include at least one of other vehicles in motion, moving pedestrians and animals, and objects.

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

[0075] It should be understood that steps 201-203 above, and the description of obstacles around the vehicle, refer to the parsing logic of the accelerator pedal signal in scenario 1 (both the brake and accelerator pedals are depressed, and obstacles exist around the vehicle). This logic determines the appropriate pedal opening (target pedal opening) to control the vehicle, ensuring maximum stability and safety. In scenario 1, this target pedal opening is a preset opening. The following describes the parsing logic for the accelerator pedal signal in scenario 2 (both the clutch and accelerator pedals are depressed, and obstacles exist around the vehicle), specifically the process of determining the target pedal opening.

[0076] In one possible implementation, the method 200 further includes: when the brake pedal is not depressed and the clutch pedal in the vehicle is depressed, the vehicle controller determines a fifth opening of the accelerator pedal based on the pedal travel when the clutch pedal is depressed; the vehicle controller determines the minimum of the first opening and the fifth opening as a 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 less than the second target opening.

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

[0078] It should also be understood that the clutch pedal functions to separate the power transmission between the engine and transmission, perform gear shifting, facilitate smooth starts, and temporarily decelerate or stop. Specifically, separating the power transmission between the engine and transmission means that when the driver depresses the clutch pedal, the clutch disc separates from the flywheel, cutting off the power transmission between the engine and transmission. This allows the engine to continue running without driving the wheels. For gear shifting, depressing the clutch pedal reduces gear shock and makes shifting smoother. This is because, with the clutch disengaged, the gears in the transmission are not affected by engine speed, making it easier to switch to different gears. For smooth starts, when starting the vehicle from a standstill, the driver gradually releases the clutch pedal while gently pressing the accelerator pedal, allowing the engine power to be gradually transmitted to the wheels, resulting in a smooth start. For temporary deceleration or stopping (such as at a red light or in traffic jams), depressing the clutch pedal allows the vehicle to stop without shutting off the engine. This is very useful in driving situations with frequent starts and stops.

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

[0080] It should also be understood that the accelerator pedal is used to accelerate the vehicle, while the clutch pedal is used to separate the power transmission between the engine and the transmission, for gear shifting, smooth starting, and temporary deceleration or stopping. When both the clutch and accelerator pedals are depressed, this application prioritizes the clutch pedal. This is because depressing the clutch pedal immediately disconnects the power transmission between the engine and transmission. Even if the accelerator pedal is depressed at this time, the engine will not transmit power to the wheels, preventing engine overload or stalling due to sudden acceleration. During gear shifting or smooth starting, if the engine is at high speed and the power transmission is not disconnected, it may cause excessive engine speed, potentially damaging engine components. Prioritizing the clutch pedal effectively prevents this from happening. Furthermore, during gear shifting, depressing the clutch pedal allows the gears in the transmission to switch under no-load conditions, reducing impact and wear between gears and making the shifting process smoother. During temporary deceleration or stopping, if the driver accidentally depresses both the accelerator and clutch pedals simultaneously, prioritizing the clutch pedal prevents sudden acceleration or loss of control of the vehicle. This is because after the clutch disengages, even if there is throttle input, the engine's 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 the preset opening.

[0082] In the above technical solution, when the vehicle is in a driving environment, if both the clutch pedal and the accelerator pedal are depressed, the vehicle controller determines the minimum of the first opening of the accelerator pedal and the maximum permissible fifth opening determined by the pedal travel when the clutch pedal is depressed as the second target opening. The clutch pedal is used to separate the power transmission between the engine and the transmission in the vehicle, for gear shifting, smooth starting, and temporary deceleration or stopping. This method of prioritizing the function of the clutch pedal allows the driver to obtain better control during operations such as gear shifting, starting, and temporary deceleration or stopping, effectively preventing engine overload or stalling, avoiding excessive engine speed, avoiding damage to engine components, ensuring a smoother gear shifting process, avoiding sudden acceleration or loss of control of the vehicle, and reducing vehicle vibration and impact. Furthermore, 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. This method controls the vehicle with a preset opening smaller than the second target opening, which can also prevent the vehicle from colliding with obstacles when the clutch pedal is depressed and the accelerator pedal is accidentally depressed, ensuring the stability and safety of the vehicle in such complex operating conditions. Therefore, this method can improve the overall driving experience.

[0083] In some embodiments, the vehicle controller determines the fifth opening degree of the accelerator pedal based on the pedal travel when the clutch pedal is depressed, including: the vehicle controller comparing the pedal travel with a plurality of candidate pedal travels and determining a target pedal travel that matches the pedal travel from the plurality of candidate pedal travels; the vehicle controller determining the pedal opening degree corresponding to the target pedal travel as the fifth opening degree.

[0084] It should be understood that in the above scheme, each candidate pedal stroke in the "multiple candidate pedal strokes" 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 of the first opening and the fifth opening as the second target opening, the method 200 further includes: when there are no obstacles around the vehicle, the vehicle controller keeps the second target opening unchanged and controls the vehicle with the second target opening.

[0086] The following describes the process of determining the parsing logic for the accelerator pedal signal in scenario 3 (where only the accelerator pedal is pressed, possibly by mistake), i.e., determining the target pedal opening that the accelerator pedal should be.

[0087] In one possible implementation, the method 200 further includes: when the brake pedal is not depressed and the clutch pedal in the vehicle is not depressed, the vehicle controller determines the driver's tension and the traffic availability of the road segment in the current driving environment; based on the tension and the traffic availability, the vehicle controller adjusts the first opening to control the vehicle with the adjusted opening.

[0088] It should be understood that the "tension level" in the above scheme is only related to the driver and is used to indicate the degree of tension the driver experiences when pressing the accelerator pedal in the current driving environment. This tension level is characterized by a percentage (%). In some embodiments, this tension level is related to the driver's current reaction and driving record. The current reaction can be determined by the driver's emotional state and physical state.

[0089] It should be understood that the "trafficability" in the above scheme is only related to the road segment in which the vehicle is located, and is used to indicate the degree of difficulty for the driver to traverse the road segment under the current driving conditions. This trafficability is characterized by a percentage (%). In some embodiments, the trafficability is related to the attribute characteristics of the road segment, the degree of congestion, and the severity of the current weather on the road segment. The attribute characteristics include at least one of the width, smoothness, and altitude of the road segment.

[0090] In the above technical solution, when the accelerator pedal is only depressed, the method determines the passability of the road segment in the current driving environment. This allows for the estimation of the likelihood of the driver accidentally depressing the accelerator pedal from the perspective of the current actual driving environment. When the passability is very low (e.g., 2%), the probability of the accelerator pedal being accidentally depressed is high. The method also determines the driver's level of tension in the current driving environment, estimating the difficulty of the vehicle traversing the road segment from the driver's perspective, to indirectly estimate the probability of the driver accidentally depressing the accelerator pedal. When the level of tension is very high (e.g., 70%), the probability of the accelerator pedal being accidentally depressed is high. Furthermore, the method adjusts the initial opening based on the level of tension and passability, which can avoid the problem of the vehicle potentially colliding with obstacles or losing control when the driver excessively depresses the accelerator pedal due to tension. For example, when the driver is highly stressed and traffic is limited (e.g., narrow roads, heavy traffic), excessive pressing of the accelerator pedal can cause the vehicle to approach obstacles too quickly, increasing the risk of rear-end collisions or scrapes. On slippery roads, uphill sections, or downhill sections, driver stress may cause the driver to accidentally press the accelerator pedal, leading to skidding, fishtailing, or other loss of control. Therefore, this method, by adjusting the initial accelerator pedal opening, allows the vehicle to maintain a reasonable speed and safe distance, avoiding collisions and loss of control. Furthermore, it can prevent collisions with obstacles caused by the driver pressing the accelerator pedal when traffic is very limited.

[0091] In one possible implementation, the vehicle controller determines the driver's stress level and the traffic availability of the road segment in the current driving environment, including: determining a first stress level based on the driver's current facial and body features, and predicting a second stress level based on the driver's poor driving records in historical periods; determining the stress level based on the first and second stress levels; determining the difficulty of driving on the road segment based on the altitude and width of the road segment; determining a first traffic availability based on the current weather conditions on the road segment, and determining a second traffic availability based on the congestion, smoothness, and difficulty of the road segment; and determining the traffic availability based on the first and second traffic availability.

[0092] It should be understood that the "facial features" in the above scheme refer to characteristics that can characterize whether a driver is nervous. These facial features include at least one of the following: eye features and facial muscle features. Eye features include at least one of blinking frequency, pupillary changes, and gaze shift frequency. Facial muscle features include facial expressions and mouth posture (frequency of biting, pursing, or licking the lips). Typically, when a driver is nervous, blinking frequency increases because nervousness triggers a stress response in the body, affecting the normal physiological function of the eyes. Nervousness may cause changes in pupil diameter; generally, when a driver is nervous, the pupils dilate to improve visual acuity and reaction speed. A nervous driver may frequently change the direction of their gaze, or their gaze may briefly pause, reflecting inner unease and distraction. When a driver is nervous, their facial muscles may become tense, especially the muscles around the forehead, eyebrows, and corners of the mouth, which may show wrinkles or twitches. Nervousness may cause the driver to frequently bite, purse, or lick their lips; these actions are self-regulating mechanisms of the body under stress.

[0093] It should also be understood that the "body characteristics" in the above scheme refer to characteristics that can indicate whether the driver is nervous and are related to driving. These body characteristics include at least one of hand and leg characteristics. Typically, when a driver is nervous, their hands may grip the steering wheel tightly, their knuckles may turn white, and they may even exert excessive force. When a driver is nervous, their legs may involuntarily tremble or they may frequently press the brake or accelerator pedals.

[0094] It should also be understood that the "poor driving record" in the above scheme is used to record traffic violations committed by drivers during a historical period due to nervousness or lack of driving experience. This behavior includes at least one of the following: violating traffic signals, speeding, turning without using turn signals, minor collisions, failing to pass oncoming vehicles properly, reversing, making U-turns, and not wearing a seatbelt.

[0095] It should also be understood that, in the above scheme, "the severity of the current weather on the driving segment" refers to the degree of impact of the current weather conditions on road traffic safety and driving conditions. This severity is represented by a percentage; the higher the percentage, the more severe the current weather, and the more difficult it is for vehicles to pass through the driving segment. Severity is negatively correlated with traffic capacity. "Congestion" refers to the relationship between traffic flow and traffic capacity on the driving segment under the current driving environment, reflecting the busyness and congestion of the driving segment. "Smoothness" refers to the vertical deviation of the road surface from an ideal plane, mainly used to reflect the smoothness of the road's longitudinal profile curve. The congestion, smoothness, and difficulty mentioned above are all represented by percentages; the higher the percentage, the more congested, bumpy, and difficult the driving segment, and the more difficult it is for vehicles to pass through the driving segment. Congestion and difficulty are negatively correlated with traffic capacity, while smoothness is positively correlated with traffic capacity.

[0096] In the aforementioned technical solution, the method determines the first level of tension based on the driver's current facial and body characteristics. This allows estimation of the driver's tension from their immediate external behavior. Furthermore, a second level of tension is predicted based on the driver's poor driving records over a historical period. This allows prediction of the driver's tension from their driving experience. Finally, the tension is determined using both the first and second levels of tension. This allows for determination of the driver's tension from multiple dimensions. Moreover, since the first level of tension reflects the driver's immediate emotional state in the current driving environment, while the second level provides a longer-term behavioral trend, combining the first and second levels of tension provides a more comprehensive assessment of the driver's tension. Additionally, different drivers react differently in different driving environments. For example, some drivers may be more tense on highways and relatively relaxed on city roads. This personalized assessment better adapts to the needs and habits of different drivers. Furthermore, the method determines the difficulty of driving on a given road segment based on its altitude and width. This determines the degree to which the characteristics of the road segment affect the vehicle's passage through it. Furthermore, based on the severity of the current weather on the driving segment, a first passability is determined, which estimates passability from weather factors. A second passability is determined based on the congestion, smoothness, and difficulty of the driving segment, which estimates passability from road condition factors. Finally, the passability is determined using both the first and second passability. This method integrates multiple dimensions of influencing factors, including geographical features (altitude, width), environmental conditions (weather conditions), and dynamic factors (traffic flow, road surface smoothness). This fusion of multi-dimensional influencing factors more comprehensively reflects the actual driving environment and yields a more accurate passability. Different influencing factors can corroborate and complement each other. For example, severe weather may exacerbate the driving difficulty on narrow road segments, while good road surface smoothness can alleviate the hypoxia problem caused by high altitude to some 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 level of tension based on the driver's current facial and limb features, including: when the facial feature is an eye feature and the eye feature includes blinking frequency, the vehicle controller determines a third level of tension as the ratio between the driver's actual blinking frequency and a preset blinking frequency, the preset blinking frequency corresponding to a maximum level of tension; when the limb feature is a leg feature and the leg feature includes shaking frequency, the vehicle controller determines a fourth level of tension as the ratio between the driver's actual shaking frequency and a preset shaking frequency, the preset shaking frequency corresponding to a maximum level of tension; the vehicle controller determines the first level of tension based on the third and fourth levels of tension.

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

[0099] In some embodiments, the vehicle controller determines a first tension based on the third tension and the fourth tension, including any of the following: the vehicle controller determines the largest tension among 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 level of tension based on the driver's current facial 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 a fifth level of tension as the ratio between the actual tension of the driver's facial muscles and a preset level of tension, the preset level of tension corresponding to a maximum level of tension; when the limb features are hand features and the hand features include the force with which the driver grips the steering wheel, the vehicle controller determines a sixth level of tension as the ratio between the driver's actual force and a preset force, the preset force corresponding to a maximum level of tension; the vehicle controller determines the first level of tension based on the fifth and sixth levels of tension.

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

[0102] In some embodiments, the vehicle controller predicts a second level of stress based on the driver's poor driving record in a historical period, including: when the poor driving record is used to record traffic violations committed by the driver in a historical period due to stress or lack of driving experience, the vehicle controller determines the second level of stress as the ratio between the actual frequency of the behavior and a preset frequency, the preset frequency corresponding to the maximum level of stress.

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

[0104] In some embodiments, the vehicle controller determines the difficulty level of driving on a road segment based on the altitude and width of the road segment, including: the vehicle controller scores the altitude based on its impact on oxygen concentration, climate conditions, and terrain features during vehicle operation, obtaining a first score; the vehicle controller scores the width based on its impact on the operating space and psychological pressure during vehicle operation, obtaining a second score; the vehicle controller performs a weighted fusion of the first score and the second score based on a first weight and a second weight, obtaining a target score, wherein the first weight indicates the contribution of the first score in determining the target score, and the second weight indicates the contribution of the second score in determining the target score; the vehicle controller determines the difficulty level as the ratio between the target score and the maximum score.

[0105] It should be understood that, in the above scenarios, as altitude increases, the oxygen concentration in the air decreases, which affects the combustion efficiency of internal combustion engine vehicles, potentially leading to a decrease in engine power and sluggish vehicle acceleration. The low-oxygen environment at high altitudes may increase driver fatigue, affecting reaction speed and concentration. High-altitude areas typically have lower temperatures, and roads may be icy or covered in snow, increasing driving difficulty. Lower air pressure at high altitudes may affect tire grip, especially on slippery roads. High-altitude areas often have steep slopes, requiring frequent gear shifting and speed control, which increases driving difficulty. The numerous curves on roads at high altitudes can obstruct visibility, increasing driving risks. The "maximum score" in the above scenarios is 100.

[0106] It should also be understood that, in the above-mentioned scenarios, narrow driving sections can restrict the vehicle's operating space, increasing the difficulty of passing, turning, and avoiding collisions; narrow sections lack sufficient emergency avoidance space, making it difficult for drivers to take evasive action quickly. Narrow sections can easily make drivers feel nervous, especially without sufficient buffer zones, increasing psychological pressure and thus affecting 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 road segment, including: the vehicle controller determining the difference between a preset percentage and the severity of the weather as the first passability.

[0109] In some embodiments, the vehicle controller determines a second passability based on the congestion level, smoothness, and difficulty level of the road segment, including: the vehicle controller determining the difference between the preset percentage and the congestion level as a third passability, the difference between the preset percentage and the difficulty level as a fourth passability, and the smoothness as a fifth passability; the vehicle controller performs weighted fusion of 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, wherein 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 accessibility based on the first accessibility and the second accessibility, including any of the following: the vehicle controller determines the minimum accessibility of the first accessibility and the second accessibility as the accessibility; the vehicle controller determines the average accessibility of the first accessibility and the second accessibility as the accessibility.

[0112] In one possible implementation, the vehicle controller adjusts the first opening based on the tension level and the passage capacity, including: if the passage capacity is greater than a preset passage capacity, the vehicle controller determines whether the tension level is less than or equal to a preset tension level; if the tension level is less than or equal to the preset tension level, the vehicle controller determines the product between the tension level and the first opening as the opening adjustment amount, and reduces the first opening by the opening adjustment amount; if the tension level is greater than the preset tension level, the vehicle controller adjusts the first opening to the preset opening level, where the preset opening is less than the first opening.

[0113] It should be understood that in the above scheme, "preset traffic capacity" refers to the minimum traffic capacity that allows vehicles to pass. "Preset tension" refers to the maximum tension that allows the driver to safely pass through the road segment. In some embodiments, the preset traffic capacity is 60% and the preset tension is 40%.

[0114] In the above technical solution, when traffic flow is relatively high, the method determines whether the driver's tension level is less than or equal to a preset tension level. When traffic flow is high and tension is low, the method reduces the initial pedal opening based on the tension level. This indicates that the road conditions are good and the vehicle is traveling smoothly. If the driver's tension is low, it means the driver is relatively relaxed. In this case, the method reduces the pedal opening based on the tension level, which can prevent the driver from unconsciously exceeding the speed limit due to relaxation. This method can appropriately reduce the vehicle speed and reduce the possibility of traffic accidents. When traffic flow is high and tension is high, the method adjusts the initial pedal opening to the preset opening, that is, adjusts the initial pedal opening to a position close to 0%. This indicates that if the driver encounters a sudden situation and becomes tense, adjusting the initial pedal opening to the preset opening can quickly reduce the vehicle speed, putting the vehicle in a relatively safe state. It also provides the driver with a buffer time to adjust their state and avoids traffic accidents caused by errors in operation that may be due to driver tension.

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

[0116] Figure 3 This is a schematic block diagram illustrating how to determine the pedal opening degree according to an embodiment of this application.

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

[0118] Figure 4 This is a schematic block diagram illustrating another method for determining the pedal opening, as provided in an embodiment of this application.

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

[0120] Figure 5This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

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

[0122] The first determining module 501 is used to determine the first opening degree of the accelerator pedal based on the output voltage of the position sensor of the accelerator pedal when the vehicle is in motion and the accelerator pedal in the vehicle is depressed.

[0123] The second determining module 502 is used to determine a second opening degree of the accelerator pedal based on the braking torque required by the braking system of the vehicle when the brake pedal in the vehicle is depressed, wherein the second opening degree is the maximum pedal opening degree that the vehicle can allow when braking is prioritized.

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

[0125] Optionally, the first determining module 501 is further configured to determine whether there are obstacles around the vehicle; the device 500 further includes: an adjustment module, configured 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, the preset opening being less than the first target opening; the device 500 further includes: a control module, configured 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. The first determining module 501 is specifically used to: determine a third opening degree of the accelerator pedal based on a first output voltage of the first position sensor of the accelerator pedal, and determine a fourth opening degree of the accelerator pedal based on a second output voltage of the second position sensor of the accelerator pedal; and determine the minimum opening degree between the third opening degree and the fourth opening degree as the first opening degree.

[0127] Optionally, the second determining module 502 is specifically used to: compare the braking torque with a plurality of candidate braking torques, and determine a target braking torque that matches the braking torque from the plurality of candidate braking torques; and determine the pedal opening corresponding to the target braking torque as the second opening.

[0128] Optionally, the first determining module 501 is further configured to determine the fifth opening degree of the accelerator pedal based on the pedal travel when the clutch pedal is depressed, when the brake pedal is not depressed and the clutch pedal in the vehicle is depressed; the adjusting module is further configured to determine the minimum opening degree between the first opening degree and the fifth opening degree as the second target opening degree, and adjust the second target opening degree to the preset opening degree when there are obstacles around the vehicle, so as to control the vehicle with the preset opening degree, wherein the preset opening degree is less than the second target opening degree.

[0129] Optionally, the first determining module 501 is further configured to determine the driver's tension and the traffic availability of the road segment in the current driving environment when the brake pedal is not depressed and the clutch pedal in the vehicle is not depressed; the adjusting module is further configured to adjust the first opening based on the tension and the traffic availability, so as to control the vehicle with the adjusted opening.

[0130] Optionally, the first determining module 501 is specifically configured to: determine a first level of tension based on the driver's current facial and body features, and predict a second level of tension based on the driver's poor driving records in historical periods; determine the level of tension based on the first and second levels of tension; determine the degree of difficulty for the vehicle to travel on the road segment based on the altitude and width of the road segment; determine a first level of trafficability based on the current weather conditions on the road segment, and determine a second level of trafficability based on the congestion, smoothness, and difficulty of the road segment; and determine the trafficability based on the first and second levels of trafficability.

[0131] Optionally, the adjustment module is specifically used to: determine whether the tension is less than or equal to the preset tension when the passage is greater than the preset passage; determine the opening adjustment amount by multiplying the tension and the first opening when the tension is less than or equal to the preset tension, and reduce the opening adjustment amount when the first opening is less than the first opening when the tension is greater than the preset tension; and adjust the first opening to the preset opening when the tension is greater than the preset tension, wherein the preset opening is less than the first opening.

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

[0133] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0134] For example, such as Figure 6As shown, the vehicle 600 includes a memory 601 and a processor 602. The memory 601 stores 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] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.

[0136] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0137] When the functional modules are divided according to their respective functions, the device may also include a determining module and an adjusting module, etc. It should be noted that all relevant content in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

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

[0139] When using 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 can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant executable program code.

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

[0141] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. 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 storing executable program code. When the executable program code is run on a computer, the computer performs the aforementioned method steps to implement the vehicle control method provided in the above embodiment.

[0143] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.

[0144] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0145] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above 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 this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0147] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: When the vehicle is in motion and the accelerator pedal in the vehicle is depressed, the first opening degree of the accelerator pedal is determined based on the output voltage of the accelerator pedal position sensor. When the brake pedal in the vehicle is depressed, a second opening of the accelerator pedal is determined based on the braking torque required by the vehicle's braking system, wherein the second opening is the maximum pedal opening that the vehicle can allow when braking is prioritized. Based on the first opening degree and the second opening degree, a first target opening degree is determined, and the vehicle is controlled with the first target opening degree.

2. The method according to claim 1, characterized in that, The method further includes: Determine if there are any obstacles around the vehicle; When there are obstacles around the vehicle, the first target opening is adjusted to a preset opening, and the vehicle is controlled with the preset opening, which is smaller than the first target opening. When there are no obstacles around the vehicle, the first target opening is kept constant.

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

4. The method according to any one of claims 1-3, characterized in that, Determining the second opening degree of the accelerator pedal based on the braking torque required by the vehicle's braking system includes: The braking torque is compared with a plurality of candidate braking torques, and a target braking torque that matches the braking torque is determined 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 includes: When the brake pedal is not depressed and the clutch pedal in the vehicle is depressed, the fifth opening degree of the accelerator pedal is determined based on the pedal travel when the clutch pedal is depressed. The minimum opening between the first opening and the fifth opening is determined as the second target opening. When there are obstacles around the vehicle, the second target opening is adjusted to a preset opening, and the vehicle is controlled by the preset opening, which is less than the second target opening.

6. The method according to claim 1, characterized in that, The method further includes: When the brake pedal is not depressed and the clutch pedal in the vehicle is not depressed, determine the driver's tension level and the traffic availability of the road segment where the vehicle is located in the current driving environment. Based on the tension level and the traffic flow, the first opening is adjusted to control the vehicle with the adjusted opening.

7. The method according to claim 6, characterized in that, Determining the driver's level of tension and the traffic flow of the road segment where the vehicle is located under the current driving environment includes: Based on the driver's current facial and body features, a first level of stress is determined, and based on the driver's poor driving record in historical time periods, a second level of stress is predicted. The tension level is determined based on the first tension level and the second tension level; Furthermore, based on the altitude and width of the driving section, the degree of difficulty for the vehicle to travel on the driving section is determined; A first passability is determined based on the severity of the current weather on the road segment, and a second passability is determined based on the congestion level, smoothness, and difficulty level of the road segment. The passage degree is determined based on the first passage degree and the second passage degree.

8. The method according to claim 6, characterized in that, The adjustment of the first opening based on the tension level and the passage capacity includes: If the passage is greater than a preset passage, 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, the product of the tension and the first opening is determined as the opening adjustment amount, and the first opening is reduced by the opening adjustment amount. If the tension is greater than the preset tension, the first opening is adjusted to the preset opening, where the preset opening is less than the first opening.

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

10. A vehicle control device, characterized in that, The device includes: The first determining module is used to determine the first opening degree of the accelerator pedal based on the output voltage of the accelerator pedal position sensor when the vehicle is in motion and the accelerator pedal in the vehicle is depressed. The second determining module is used to determine a second opening degree of the accelerator pedal based on the braking torque required by the braking system of the vehicle when the brake pedal in the vehicle is depressed, wherein the second opening degree is the maximum pedal opening degree that the vehicle can allow when braking is prioritized. The third determining module is used to determine a first target opening based on the first opening and the second opening, and to control the vehicle with the first target opening.

11. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

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