Accelerator opening degree correction method and device, equipment, storage medium and program product

Abstract

The invention relates to the technical field of intelligent driving, and discloses an accelerator opening degree correction method and device, equipment, a storage medium and a program product, and the method comprises the following steps: obtaining driving state information and accelerator information of a vehicle; determining a current driving scene and an initial accelerator opening degree of the vehicle according to the driving state information and the accelerator information; and the initial accelerator opening degree is corrected based on the current driving scene, and the target accelerator opening degree is obtained. The accelerator opening degree is corrected according to the driving scene, the current driving scene where the vehicle is located can be accurately determined, the vehicle deeply perceives the driving condition of the vehicle, self-adaptive adjustment of power output is achieved, the inherent limitation that power output control is limited by a preset mode in a traditional driving mode is broken through, and the driving efficiency is improved. According to the method, the power output more conforming to the actual driving condition is obtained, so that the accuracy of power output control is improved, the stability, safety and efficiency of driving are ensured, and the driving experience feeling of a user is improved.

Description

Technical Field

[0001] The present invention relates to the field of intelligent driving technology, and in particular to a method, device, equipment, storage medium and program product for correcting throttle opening. Background Art

[0002] The driving modes equipped in the car can intelligently and flexibly adapt to the personalized needs of different drivers. At present, cars generally have three driving modes: energy-saving mode, normal mode, and sports mode. When the car is in different driving modes, the operating modes of the engine and gearbox are different. However, the current driving modes of cars have certain limitations in responding to user needs. In a specific driving mode, a unified power adaptation strategy is adopted regardless of the current scenario. Drivers who lack sufficient response measures for driving scene changes find it difficult to accurately and quickly control power output to adapt to scene requirements when encountering specific scenarios, resulting in drastic fluctuations in power.

[0003] In the prior art, in order to adjust the power output during driving, the vehicle usually automatically enters a scene-matching driving mode according to the identified scene. However, once the vehicle enters the matching driving mode, the fixed power adaptation strategy in this driving mode is still used. Therefore, after the driving mode is switched, the power output cannot be adjusted in time according to the changes in the actual scene, and the power output cannot be controlled more accurately, resulting in power fluctuations during driving, affecting the user's driving experience. Summary of the invention

[0004] In view of this, the present invention provides a throttle opening correction method, device, equipment, storage medium and program product to solve the problem that the power output cannot be accurately controlled according to the scene.

[0005] In a first aspect, the present invention provides a method for correcting a throttle opening, the method comprising: obtaining driving status information and throttle information of a vehicle; determining a current driving scene and an initial throttle opening of the vehicle based on the driving status information and the throttle information; and correcting the initial throttle opening based on the current driving scene to obtain a target throttle opening.

[0006] The throttle opening correction method provided by the present invention determines the current driving scenario and the initial throttle opening of the vehicle based on the driving state information and throttle information of the vehicle, and corrects the initial throttle opening based on the current driving scenario. The present invention can accurately determine the current driving scenario of the vehicle according to the real-time driving state information of the vehicle, enabling the vehicle to deeply perceive its own driving conditions, correct the throttle opening according to the driving scenario, realize the adaptive adjustment of power output, break the inherent limitation that the power output control in the traditional driving mode is limited to a predetermined mode, obtain a power output more in line with the actual driving situation, thereby improving the accuracy of power output control, ensuring the smoothness, safety and efficiency of driving, enhancing the user's driving experience, and enabling the driver to feel a more smooth, comfortable and safe driving experience during driving.

[0007] In an alternative embodiment, the driving state information includes: lateral acceleration, longitudinal acceleration, current vehicle speed, brake pedal position, brake cylinder pressure; the throttle information includes: throttle pedal change rate and current throttle opening; the current driving scenario includes: congestion scenario or braking and re-acceleration scenario; determining the current driving scenario of the vehicle according to the driving state information and throttle information includes: calculating the current slope signal according to the lateral acceleration and longitudinal acceleration; determining the number of braking times according to the current vehicle speed and brake pedal position, and judging whether the current driving scenario is a congestion scenario according to the number of braking times; judging whether the current driving scenario is a braking and re-acceleration scenario according to the current vehicle speed, brake cylinder pressure, throttle pedal change rate and current throttle opening.

[0008] By judging whether the current driving scenario is a congestion scenario or a braking and re-acceleration scenario, the present invention can judge whether more power output is required to meet the current actual driving scenario. At the same time, calculating the slope signal of the current driving scenario can further judge whether more power output is required again to meet the current actual driving scenario, so that the power output control is not limited to a predetermined driving mode.

[0009] In an alternative embodiment, correcting the initial throttle opening based on the current driving scenario to obtain the target throttle opening includes: obtaining a pre-set first correction coefficient table, and determining the first correction coefficient according to the current slope signal and the first correction coefficient table; initially correcting the initial throttle opening based on the first correction coefficient to obtain the basic throttle opening; if the current driving scenario is a congestion scenario, obtaining a pre-set second correction coefficient table, determining the second correction coefficient according to the current vehicle speed and the second correction coefficient table, and re-correcting the basic throttle opening based on the second correction coefficient to obtain the target throttle opening; if the current driving scenario is a braking and re-acceleration scenario, obtaining a pre-set third correction coefficient table, determining the third correction coefficient according to the current vehicle speed and the third correction coefficient table, and re-correcting the basic throttle opening based on the third correction coefficient to obtain the target throttle opening.

[0010] By performing two - stage correction on the throttle opening, the present invention can ensure that the final power output better meets the current actual driving scenario, improve the accuracy of power output control, and avoid drastic artificial power fluctuations caused by scenario changes.

[0011] In an alternative embodiment, the number of brakings is determined according to the current vehicle speed and the position of the brake pedal, and whether the current driving scenario is a congestion scenario is judged based on the number of brakings, including: judging whether the current vehicle speed is less than a first preset speed threshold; if the current vehicle speed is less than the first preset speed threshold, then judging whether the current vehicle speed is less than a second preset speed threshold, where the second preset speed threshold is less than the first preset speed threshold; if the current vehicle speed is less than the second preset speed threshold, then the number of brakings is accumulated according to the position of the brake pedal, and the driving distance is accumulated according to the current vehicle speed; if the current vehicle speed is less than or equal to the second preset speed threshold and the number of brakings is greater than or equal to a first threshold, or the driving distance is less than or equal to a preset distance threshold and the number of brakings is greater than or equal to a second threshold, then it is determined that the current driving scenario is a congestion scenario; if the current vehicle speed is greater than a third preset speed threshold, then it is determined that the current driving scenario is not a congestion scenario, and the third preset speed threshold is greater than the first preset speed threshold.

[0012] By accumulating the number of brakings at a relatively low speed in the present invention and judging whether the number of brakings is excessive, it can be judged whether the current driving scenario is a congestion scenario, so as to correct the throttle in a congestion scenario, avoid unnecessary fuel consumption caused by frequent start - stop of the vehicle in a congestion scenario, improve fuel economy, and reduce the user's usage cost.

[0013] In an alternative embodiment, it is judged whether the current driving scenario is a braking - and - then - accelerating scenario according to the current vehicle speed, the brake cylinder pressure, the throttle pedal change rate, and the current throttle opening, including: judging whether the current speed is greater than a first preset speed threshold and whether the brake cylinder pressure is within a preset pressure range; if the current speed is greater than the first preset speed threshold and the brake cylinder pressure is within the preset pressure range, then the duration is accumulated, and it is judged whether the throttle pedal change rate is greater than a preset change rate threshold and whether the current throttle opening is greater than a preset opening threshold; if the throttle pedal change rate is greater than the preset change rate threshold and / or the current throttle opening is greater than the preset opening threshold, then it is determined that the current driving scenario is a braking - and - then - accelerating scenario.

[0014] By judging the brake cylinder pressure, the throttle pedal change rate, or the throttle opening when the speed increases in the present invention, it can be judged whether the current driving scenario is a braking - and - then - accelerating scenario, so as to reasonably correct the throttle opening in the situation where the driver subconsciously depresses the throttle deeply to quickly restore the vehicle speed, resulting in increased fuel consumption, avoid drastic artificial power fluctuations caused by scenario changes, and at the same time improve fuel economy and reduce the user's usage cost.

[0015] In an alternative embodiment, the throttle information further includes: the throttle pedal position; determining the initial throttle opening according to the driving state information and the throttle information, including: obtaining the throttle map of the vehicle in a preset driving mode; searching in the throttle map according to the throttle pedal position and the current vehicle speed to determine the initial throttle opening.

[0016] The present invention determines the initial throttle opening based on the throttle map in the preset driving mode, which can ensure that the driver can still maintain a basic sense of familiarity with the vehicle's power output in different scenarios, and there will be no overly abrupt change in the driving feeling due to the scene switch, thereby ensuring the driving stability and comfort. At the same time, it can also easily adapt to different scenarios, meet the personalized driving needs of the driver in diverse scenarios, and improve the vehicle's adaptability and user satisfaction.

[0017] In a second aspect, the present invention provides a device for correcting the throttle opening, the device includes: an information acquisition module, configured to acquire the driving state information and the throttle information of the vehicle; a scene recognition module, configured to determine the current driving scene and the initial throttle opening of the vehicle according to the driving state information and the throttle information; a throttle correction module, configured to correct the initial throttle opening based on the current driving scene to obtain the target throttle opening.

[0018] In a third aspect, the present invention provides a computer device, including: a memory and a processor, the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to execute the method for correcting the throttle opening according to the first aspect or any corresponding embodiment thereof.

[0019] In a fourth aspect, the present invention provides a computer-readable storage medium, on which computer instructions are stored, and the computer instructions are used to cause a computer to execute the method for correcting the throttle opening according to the first aspect or any corresponding embodiment thereof.

[0020] In a fifth aspect, the present invention provides a computer program product, including computer instructions, and the computer instructions are used to cause a computer to execute the method for correcting the throttle opening according to the first aspect or any corresponding embodiment thereof.

[0021] The beneficial effects of the present invention:

[0022] (1) By according to the real-time driving state information of the vehicle, the present invention can extremely accurately determine the current driving scene where the vehicle is located, enabling the vehicle to deeply perceive its own driving condition, and thus providing a solid and reliable basis for optimizing the power output;

[0023] (2) By correcting the throttle opening according to the driving scenario, the present invention can adaptively adjust the power output, breaking the inherent limitation that the power output control in the traditional driving mode is limited to a predetermined mode, thereby obtaining a power output that better conforms to the actual driving situation, improving the accuracy of power output control, ensuring the smoothness, safety and efficiency of driving, and enhancing the driving experience of users;

[0024] (3) By judging the congestion scenario and the braking and re-acceleration scenario, the present invention can determine whether more power output is needed to meet the current actual driving scenario. At the same time, by calculating the slope signal of the current driving scenario, it can further determine whether more power output is needed again to meet the current actual driving scenario, realizing all-round and multi-level adaptive adjustment of power output, improving the power performance and energy utilization efficiency of the vehicle, enhancing the smoothness of driving, and reducing the sense of jerk. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0026] Figure 1 is a flowchart showing the method for correcting the throttle opening according to an embodiment of the present invention;

[0027] Figure 2 is a schematic diagram showing the information collection of the method for correcting the throttle opening according to an embodiment of the present invention;

[0028] Figure 3 is a flowchart showing the correction process of the method for correcting the throttle opening according to an embodiment of the present invention;

[0029] Figure 4 is a flowchart showing another method for correcting the throttle opening according to an embodiment of the present invention;

[0030] Figure 5 is a flowchart showing the congestion scenario determination process of another method for correcting the throttle opening according to an embodiment of the present invention;

[0031] Figure 6 is a flowchart showing the braking and re-acceleration scenario determination process of another method for correcting the throttle opening according to an embodiment of the present invention;

[0032] Figure 7 is a flowchart showing yet another method for correcting the throttle opening according to an embodiment of the present invention;

[0033] Figure 8 It is a structural block diagram of a throttle opening correction device according to an embodiment of the present invention;

[0034] Figure 9 It is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Specific embodiments

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative efforts fall within the scope of protection of the present invention.

[0036] The embodiments of the present invention are applicable to the scenario of correcting the throttle opening during the driver's driving of a vehicle. Generally, a vehicle has three driving modes: energy-saving mode (ECO), normal mode (Normal), and sport mode (SPORT). Among them, the energy-saving mode is a more economical and fuel-efficient driving mode, suitable for daily commuting. The energy-saving mode controls the engine speed with a reasonable gear to reduce unnecessary fuel consumption. Pursuing economical fuel consumption is the best choice for a vehicle. After this mode is turned on, the vehicle can reduce the response speed of power output, can reduce a large amount of unnecessary fuel consumption, and make the vehicle speed more stable. This mode is very suitable for road conditions with medium and low speeds, such as daily commuting and other vehicle use scenarios. The normal mode is to ensure that the power remains unchanged and to obtain better fuel economy. With the control in the normal mode, the throttle response of the vehicle is the most balanced, the handling feeling is simpler and more comfortable, and it is easy to operate. It achieves a good balance between economy and power performance. The vehicle suspension is moderately soft and hard, and the throttle response is also relatively sensitive. The sport mode is a more aggressive driving style, which can instantly burst out greater power by increasing the engine speed or quickly downshifting. After the sport mode is turned on, the electronic control unit will raise the engine speed to keep the vehicle with sufficient torque. In terms of vehicle models, the sport mode is more suitable for vehicles with strong power and sufficient horsepower, and a better driving experience will be obtained when starting the sport mode on these vehicles.

[0037] When the "Normal Mode" is selected for the vehicle driving mode, the suspension is softer, the steering wheel is lighter, and the engine speed is maintained at a relatively low level; when the "Sport Mode" is selected, the suspension is harder, the steering is more stable and accurate, the engine speed is higher, and the power response is faster. When the vehicle is in different driving modes, the operating modes of the engine and the transmission are different. In the "Energy Saving Mode", various sensors analyze the configurations that can affect fuel consumption, such as the transmission gear position, engine speed, braking system, and transmission oil temperature. Then, the ECU calculates the optimal fuel quantity to be supplied to the engine for work, effectively reducing the fuel consumption compared to the normal driving mode, that is, controlling the engine speed with a reasonable gear position to reduce unnecessary fuel consumption.

[0038] In the existing driving modes, the vehicle is configured for scenarios with fuel economy and power aggressiveness based on the user's main needs. However, in the normal driving scenarios, the user himself / herself cannot determine which driving mode is suitable for the current scenario. The current driving modes are oriented towards the user's needs, adopting a unified power adaptation strategy without distinguishing scenarios and lacking feedback adjustment for specific scenarios. For drivers lacking sufficient measures to cope with scenario changes, it is difficult to accurately and quickly control the power output to adapt to the scenario requirements when encountering specific scenarios. At this time, it is necessary to perform adaptive power output for specific scenarios through the power system. Especially for uphill and congested road conditions, higher requirements are imposed on the control of power output transformation. To avoid violent artificial power fluctuations caused by scenario changes, it is necessary for the power system to intervene in the power output control. Therefore, the embodiment of the present invention provides a method for correcting the throttle opening, which can achieve the effect of accurately correcting the throttle opening by identifying the current driving scenario.

[0039] According to the embodiment of the present invention, an embodiment of a method for correcting the throttle opening is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0040] In this embodiment, a method for correcting the throttle opening is provided, which can be used for the engine management system controller of the above vehicle. Figure 1 is a flowchart of the method for correcting the throttle opening according to the embodiment of the present invention, as Figure 1 shown. The process includes the following steps:

[0041] Step S101, obtain the driving state information and throttle information of the vehicle.

[0042] Specifically, in the embodiments of the present invention, when the driver is controlling the vehicle to drive, acceleration and deceleration are achieved by stepping on the brake or the accelerator. When stepping on the accelerator, the accelerator pedal position sensor converts the travel information of the pedal into an electrical signal and transmits it to the engine control unit (ECU). The ECU determines the throttle opening based on the received signal, and then controls the throttle opening to increase, allowing more air to enter the engine cylinder. At the same time, the ECU commands the fuel injection system to increase the fuel injection volume, so that the air and fuel entering the cylinder form a suitable mixture to meet the requirements of combustion work. When the vehicle has an adaptive driving mode, after the driver clicks the driving mode switch on the in-vehicle computer to enter the adaptive driving mode, the engine management system controller automatically collects the vehicle's driving state information and accelerator information, and then identifies the current driving scenario based on the driving state information and accelerator information, analyzes the driver's power demand based on the current driving scenario, adapts to the power demand of the scenario, and thus adaptively adjusts the power output of the user at this time to solve the variable power demands corresponding to complex vehicle driving environments and achieve a more intelligent power output. Among them, the driving state information includes: lateral acceleration, longitudinal acceleration, current vehicle speed, brake pedal position, brake cylinder pressure, and the accelerator information includes: accelerator pedal position, accelerator pedal change rate, and current throttle opening. The driving state information and accelerator information are obtained through various corresponding sensors. For example, as Figure 2 shown, the in-vehicle computer sends the driving mode signal to the CAN bus; the vehicle speed sensor is connected to the chassis management system controller through a hard wire to collect the current vehicle speed; the accelerator pedal position sensor is connected to the engine management system controller through a hard wire to collect the accelerator pedal position, accelerator pedal change rate, and current throttle opening; the brake pedal position sensor is connected to the engine management system controller through a hard wire to collect the brake pedal position; the brake cylinder pressure sensor is connected to the chassis management system controller through a hard wire to collect the brake cylinder pressure; the chassis management system analyzes to obtain the lateral acceleration and longitudinal acceleration, and sends the lateral acceleration, longitudinal acceleration signals, brake master cylinder pressure signal, and vehicle speed signal to the CAN bus, and finally sends them to the engine management system controller.

[0043] Step S102, determine the current driving scenario and the initial throttle opening of the vehicle according to the driving state information and the accelerator information.

[0044] Specifically, in the embodiments of the present invention, the driving scenarios during vehicle driving are complex and diverse. In order to correct the throttle opening and ensure that the power output meets the actual needs of the driver, the driving scenarios processed in the adaptive mode should be those widely encountered by users and difficult to handle, including the slope scenario of the road, the congestion scenario of the road, and the braking and re-acceleration scenario of the vehicle. Among them, the slope scenario is a further supplement to the congestion scenario and the braking and re-acceleration scenario. That is, in the congestion scenario or the braking and re-acceleration scenario, considering the slope scenario, after the engine management system identifies the above scenarios, it adaptively adjusts the power and makes differential corrections for different degrees of the scenarios. The embodiments of the present invention determine whether the current driving scenario is a congestion scenario or a braking and re-acceleration scenario according to the driving state information and the throttle information, and at the same time determine the slope signal corresponding to the slope scenario.

[0045] In some optional embodiments, in order to correct the throttle opening, it is necessary to determine the initial throttle opening. Different from using the current actual throttle opening as the initial throttle opening, the embodiments of the present invention choose to use the normal mode as a reference and determine the throttle opening corresponding to the throttle map of the current normal mode according to the current driving state information and the throttle information, so as to use it as the initial throttle opening, but this is not limited thereto. Because the throttle map of the normal mode is set after comprehensively considering the common working conditions in daily driving, it can provide a relatively balanced and moderate throttle response characteristic for the driver and meet the needs of most normal driving scenarios. On this basis, subsequent gain adjustments for different scenarios can ensure that the driver can still maintain a basic sense of familiarity with the vehicle's power output in different scenarios and will not have too abrupt changes in the driving feeling due to scenario switching, thus ensuring driving stability and comfort. Moreover, by using the throttle map of the normal mode as the basis for gain adjustment, there is no need to design a set of complex throttle control logics for each scenario separately. Only by making corresponding gain or attenuation adjustments on the existing basic map according to the special needs of different scenarios can the adaptation to different scenarios be easily realized, meeting the personalized driving needs of the driver in diverse scenarios and improving the adaptability of the vehicle and user satisfaction.

[0046] Step S103: Correct the initial throttle opening based on the current driving scenario to obtain the target throttle opening.

[0047] Specifically, in the embodiments of the present invention, as Figure 3As shown, after determining the slope scenario corresponding to the current driving scenario and that the current driving scenario is a congestion scenario or a braking and re-acceleration scenario, first, the initial throttle opening is initially corrected based on the slope signal of the slope scenario to obtain the basic throttle opening. Then, based on the congestion scenario or the braking and re-acceleration scenario, the basic throttle opening is corrected again to obtain the target throttle opening. If the current driving scenario is not a congestion scenario or a braking and re-acceleration scenario, then only the initial throttle opening is corrected based on the slope signal of the slope scenario to obtain the target throttle opening. After determining the target throttle opening, the engine management system controller performs power output control according to the target throttle opening, so as to meet the current actual driving scenario.

[0048] The present invention can extremely accurately determine the current driving scenario in which the vehicle is located by virtue of the real-time driving state information of the vehicle, enabling the vehicle to deeply perceive its own driving condition, correct the throttle opening according to the driving scenario, realize adaptive adjustment of the power output, break the inherent limitation that the power output control in the traditional driving mode is limited to a predetermined mode, obtain a power output more in line with the actual driving situation, thereby improving the accuracy of the power output control, ensuring the smoothness, safety and efficiency of driving, enhancing the driving experience of users, and enabling the driver to feel a more smooth, comfortable and safe driving experience during driving.

[0049] In this embodiment, a method for correcting the throttle opening is provided, which can be used for the engine management system controller of the above vehicle. Figure 4 It is a flowchart of the method for correcting the throttle opening according to an embodiment of the present invention. As Figure 4 shown, the process includes the following steps:

[0050] Step S401, obtain the driving state information and throttle information of the vehicle. For details, please refer to Figure 1 Step S101 of the embodiment shown, which will not be elaborated here.

[0051] Step S402, determine the current driving scenario and the initial throttle opening of the vehicle according to the driving state information and the throttle information.

[0052] Specifically, the above step S402 includes:

[0053] Step S4021, calculate the current slope signal according to the lateral acceleration and the longitudinal acceleration.

[0054] Specifically, in the embodiment of the present invention, when the driver clicks the adaptive driving mode switch, the engine management system receives the driving mode signal sent by the vehicle head unit controller and sets the driving mode signal: 0x0 = adaptive. When entering the adaptive driving mode, the slope signal of the vehicle during driving is calculated in real time directly according to the lateral acceleration and longitudinal acceleration. The calculation process is as follows: Assume that the vehicle is driving on a slope with an angle of θ, and the gravitational acceleration is g = 9.81m / s 2 . The gravitational acceleration is decomposed into two components along the driving direction (longitudinal) and perpendicular to the driving direction (lateral) of the vehicle. The longitudinal acceleration a y is jointly determined by the acceleration generated by the driving force of the vehicle itself and the component of the gravitational acceleration along the longitudinal direction. Ignoring other resistances (such as frictional force, air resistance, etc.) during the vehicle driving process, the component of the gravitational acceleration along the longitudinal direction is gsinθ. If the vehicle is driving uphill, the longitudinal acceleration is a y = a 驱 - gsinθ; if the vehicle is driving downhill, the longitudinal acceleration a y = a 驱 + gsinθ. When the vehicle is in a uniform driving state (i.e., a 驱 = 0), a y = ± gsinθ, and at this time, the slope can be calculated through the longitudinal acceleration When the vehicle turns on the slope or the road surface has a lateral inclination, a lateral acceleration a x will be generated. Similarly, the gravitational acceleration is decomposed along the lateral direction, and the component of the gravitational acceleration along the lateral direction is gsinα (α is the lateral inclination angle of the road surface). In actual situations, the slope of the vehicle driving is a composite slope composed of the longitudinal slope and the lateral slope. Assume that the vehicle's movement on the plane has only two directions, longitudinal and lateral. According to the Pythagorean theorem, the relationship between the resultant acceleration and the longitudinal acceleration and the lateral acceleration is At this time, the slope θ 总 corresponding to the vehicle satisfies Then The above calculation process is a theoretical situation, and the dynamic characteristics of the vehicle can also be specifically considered, which will not be limited here.

[0055] Step S4022: Determine the number of braking times according to the current vehicle speed and the position of the brake pedal, and judge whether the current driving scenario is a congestion scenario according to the number of braking times.

[0056] Specifically, in the embodiments of the present invention, the slope signal corresponding to the slope scenario can be directly calculated, while the determination of the congestion scenario or the braking and re-acceleration scenario requires the current vehicle speed as a precondition for differentiation. If the current vehicle speed is less than the first preset speed threshold v0, the determination of the congestion scenario is entered. If the current vehicle speed is greater than or equal to the first preset speed threshold v0, the determination of the braking and re-acceleration scenario is entered.

[0057] In some alternative embodiments, the above step S4022 includes:

[0058] Step a1, determine whether the current vehicle speed is less than the first preset speed threshold. If the current vehicle speed is less than the first preset speed threshold, then determine whether the current vehicle speed is less than the second preset speed threshold, and the second preset speed threshold is less than the first preset speed threshold.

[0059] Step a2, if the current vehicle speed is less than the second preset speed threshold, then accumulate the number of brakes according to the brake pedal position, and accumulate the driving distance according to the current vehicle speed.

[0060] Step a3, if the current vehicle speed is less than or equal to the second preset speed threshold, and the number of brakes is greater than or equal to the first threshold, or the driving distance is less than or equal to the preset distance threshold, and the number of brakes is greater than or equal to the second threshold, then determine that the current driving scenario is a congestion scenario.

[0061] Specifically, in the embodiments of the present invention, as Figure 5 shown, the current vehicle speed is obtained in real time. The engine management system controller monitors whether the current vehicle speed is less than the first preset speed threshold v0. If it is less, the precondition F1 of the congestion scenario is met. At the same time, it is judged whether the current speed is less than the second preset speed threshold v1, and at this time, to avoid the frequent exit of the precondition F1, it is necessary to ensure that v1 < v0 to facilitate stable brake counting. Thereafter, the number of brakes is accumulated according to the brake pedal position, and the driving distance is accumulated according to the current vehicle speed from this. If during the accumulation process, the current vehicle speed is greater than or equal to the second preset speed threshold v1, and the number of brakes is less than the first threshold x0, or the driving distance is greater than the preset distance threshold S0, and the number of brakes is less than the second threshold x1, then the number of brakes and the driving distance are cleared. However, if the current vehicle speed is less than or equal to the second preset speed threshold v1, and the number of brakes is greater than or equal to the first threshold x0, or the driving distance is less than or equal to the preset distance threshold S0, and the number of brakes is greater than or equal to the second threshold x1, then it is determined that the current driving scenario is a congestion scenario. During the judgment process, if the current vehicle speed is greater than the third preset speed threshold v2, then it is determined that the current driving scenario is not a congestion scenario, and the determination of the congestion scenario is exited. At this time, to ensure the stability of the precondition, it is necessary to ensure that v2 > v0.

[0062] Step S4023: Determine whether the current driving scenario is a braking and then accelerating scenario based on the current vehicle speed, brake cylinder pressure, accelerator pedal change rate, and current accelerator opening.

[0063] Specifically, in the embodiment of the present invention, the engine management system controller determines whether the precondition F2 for the braking and then accelerating scenario is met based on the current speed and brake cylinder pressure, so as to enter the determination of the braking and then accelerating scenario.

[0064] Specifically, in the embodiment of the present invention, the above step S4023 includes:

[0065] Step b1: Determine whether the current speed is greater than the first preset speed threshold and whether the brake cylinder pressure is within the preset pressure range.

[0066] Step b2: If the current speed is greater than the first preset speed threshold and the brake cylinder pressure is within the preset pressure range, then accumulate the duration and determine whether the accelerator pedal change rate is greater than the preset change rate threshold and whether the current accelerator opening is greater than the preset opening threshold.

[0067] Step b3: If the accelerator pedal change rate is greater than the preset change rate threshold and / or the current accelerator opening is greater than the preset opening threshold, then determine that the current driving scenario is a braking and then accelerating scenario.

[0068] Specifically, in the embodiment of the present invention, as Figure 6 shown, the current vehicle speed and brake cylinder pressure are obtained in real time. The engine management system controller monitors the current vehicle speed and brake cylinder pressure. If the current vehicle speed is greater than or equal to the first preset speed threshold v0 and the brake cylinder pressure is greater than 0 and less than ε, then the precondition F2 for the braking and then accelerating scenario is met. At this time, the duration of meeting the precondition F2 is accumulated, and during this process, the accelerator pedal change rate and accelerator opening are monitored. If at least one of the accelerator pedal change rate is greater than the preset change rate threshold μ and the current accelerator opening is greater than the preset opening threshold λ is satisfied, then determine that the current driving scenario is a braking and then accelerating scenario. During this process, considering that the normal braking and then accelerating scenario is completed within a certain time, the duration of meeting the precondition is used as the exit condition, that is, if the duration is greater than the preset time threshold t0 and the above conditions are not met, then exit the determination of the braking and then accelerating scenario.

[0069] Step S403: Modify the initial accelerator opening based on the current driving scenario to obtain the target accelerator opening. For details, please refer to Figure 1 step S103 of the embodiment shown here, which will not be elaborated here.

[0070] The present invention can accurately determine the current driving scenario of the vehicle based on the real-time driving state information of the vehicle, enabling the vehicle to deeply perceive its own driving condition, correct the throttle opening according to the driving scenario, and achieve adaptive adjustment of the power output. It breaks the inherent limitation that the power output control in the traditional driving mode is limited to a predetermined mode, obtains a power output more in line with the actual driving situation, thereby improving the accuracy of the power output control, ensuring the smoothness, safety and efficiency of driving, enhancing the user's driving experience, and enabling the driver to feel a more smooth, comfortable and safe driving experience during driving.

[0071] In this embodiment, a method for correcting the throttle opening is provided, which can be used for the engine management system controller of the above vehicle. Figure 7 It is a flowchart of the method for correcting the throttle opening according to an embodiment of the present invention, as Figure 7 shown. The process includes the following steps:

[0072] Step S701, obtain the driving state information and throttle information of the vehicle. For details, please refer to Figure 4 step S401 of the embodiment shown, which will not be elaborated here.

[0073] Step S702, determine the current driving scenario and the initial throttle opening of the vehicle according to the driving state information and throttle information.

[0074] Specifically, the above step S702 includes:

[0075] Step S7021, obtain the throttle map of the vehicle in the preset driving mode.

[0076] Specifically, in the embodiments of the present invention, the Pedal Map, also known as the throttle pedal characteristic curve or throttle pedal mapping, describes the correspondence between the throttle pedal position (opening) and the engine output. By converting the degree to which the driver steps on the throttle pedal (usually expressed as a percentage, 0% indicating the throttle is fully closed and 100% indicating the throttle is fully open) into a control signal for the engine, it further affects the torque, power output, etc. of the engine. Automobiles often have multiple driving modes, such as economy mode, normal mode, sport mode, etc., and each mode corresponds to a different throttle map. The throttle map in economy mode usually makes the throttle response relatively sluggish, that is, a larger throttle pedal opening is required to make the engine output a larger torque, which can encourage the driver to adopt a more gentle driving style, thus saving fuel; the throttle map in sport mode makes the throttle response more sensitive, and a smaller throttle pedal opening can make the engine output a larger torque to provide more powerful acceleration performance to meet the driver's pursuit of power. For the throttle map in normal mode, the throttle response of the vehicle is the most balanced, the handling feeling is simpler and more comfortable, easy to get started, and it can achieve a good balance between economy and power. The vehicle suspension is of moderate hardness, and the throttle response is also relatively sensitive. Therefore, the throttle map in normal mode is used as the reference benchmark in the embodiments of the present invention.

[0077] Step S7022, search in the throttle map according to the throttle pedal position and the current vehicle speed to determine the initial throttle opening.

[0078] Specifically, in the embodiments of the present invention, in the electronic control system of the vehicle, the throttle map is pre-set in advance to establish the correspondence between the throttle pedal position, vehicle speed, and throttle opening. When the vehicle is running, the sensor will obtain the throttle pedal position information (reflecting the power demand desired by the driver) and the current vehicle speed (representing the operating state of the vehicle) in real time. Then, the ECU will search and match in the stored throttle map according to these two input information. Through a specific algorithm or data retrieval method, find the point corresponding to the current throttle pedal position and vehicle speed in the map, and the throttle opening value corresponding to this point is determined as the initial throttle opening in the embodiments of the present invention.

[0079] Step S703, correct the initial throttle opening based on the current driving scenario to obtain the target throttle opening.

[0080] Specifically, the above step S703 includes:

[0081] Step S7031, obtain the pre-set first correction coefficient table, determine the first correction coefficient according to the current slope signal and the first correction coefficient table; perform a primary correction on the initial throttle opening based on the first correction coefficient to obtain the basic throttle opening.

[0082] Specifically, in the embodiments of the present invention, a first correction coefficient table is determined in advance according to the actual running conditions of the vehicle. The first correction coefficient table is a slope correction coefficient table, which describes the corresponding relationship between different slope signals and different correction coefficients. Therefore, in actual operation, the first correction coefficient table is looked up according to the current slope signal to obtain the first correction coefficient, that is, the slope correction coefficient, and the initial throttle opening determined above is initially corrected based on the slope correction coefficient to obtain the basic throttle opening.

[0083] Step S7032: If the current driving scenario is a congestion scenario, obtain a pre-set second correction coefficient table, determine a second correction coefficient according to the current vehicle speed and the second correction coefficient table, and re-correct the basic throttle opening based on the second correction coefficient to obtain the target throttle opening.

[0084] Specifically, in the embodiments of the present invention, a second correction coefficient table is determined in advance according to the actual running conditions of the vehicle. The second correction coefficient table is a congestion correction coefficient table, which describes the corresponding relationship between different vehicle speeds and different correction coefficients in a congestion scenario. Therefore, as Figure 3 shown, after it is determined that the vehicle is in a congestion scenario, the second correction coefficient table is looked up according to the current vehicle speed to obtain the second correction coefficient, that is, the congestion correction coefficient, and the basic throttle opening obtained after the initial correction above is re-corrected based on the congestion correction coefficient to obtain the target throttle opening.

[0085] Step S7033: If the current driving scenario is a braking and re-acceleration scenario, obtain a pre-set third correction coefficient table, determine a third correction coefficient according to the current vehicle speed and the third correction coefficient table, and re-correct the basic throttle opening based on the third correction coefficient to obtain the target throttle opening.

[0086] Specifically, in the embodiments of the present invention, a third correction coefficient table is determined in advance according to the actual running conditions of the vehicle. The third correction coefficient table is a congestion correction coefficient table, which describes the corresponding relationship between different vehicle speeds and different correction coefficients in a braking and re-acceleration scenario. Therefore, as Figure 3 shown, after it is determined that the vehicle is in a braking and re-acceleration scenario, the third correction coefficient table is looked up according to the current vehicle speed to obtain the third correction coefficient, that is, the braking and re-acceleration correction coefficient, and the basic throttle opening obtained after the initial correction above is re-corrected based on the braking and re-acceleration correction coefficient to obtain the target throttle opening.

[0087] The present invention can accurately determine the current driving scenario in which the vehicle is located based on the real-time driving state information of the vehicle, enabling the vehicle to deeply perceive its own driving conditions, correct the throttle opening according to the driving scenario, and achieve adaptive adjustment of the power output. By breaking the inherent limitation that the power output control in the traditional driving mode is limited to a predetermined mode, a power output more in line with the actual driving situation is obtained, thereby improving the accuracy of the power output control, ensuring the smoothness, safety and efficiency of driving, enhancing the user's driving experience, and enabling the driver to feel a more smooth, comfortable and safe driving experience during driving.

[0088] In this embodiment, a throttle opening correction device is further provided. This device is used to implement the above-mentioned embodiments and preferred implementation manners, and those that have been described will not be repeated. As used hereinafter, the term "module" can be a combination of software and / or hardware that can achieve a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware is also possible and contemplated.

[0089] This embodiment provides a throttle opening correction device, as Figure 8 shown, including:

[0090] An information acquisition module 801, configured to acquire the driving state information and throttle information of the vehicle.

[0091] A scenario recognition module 802, configured to determine the current driving scenario and the initial throttle opening of the vehicle based on the driving state information and the throttle information.

[0092] A throttle correction module 803, configured to correct the initial throttle opening based on the current driving scenario to obtain the target throttle opening.

[0093] In some alternative implementation manners, the driving state information includes: lateral acceleration, longitudinal acceleration, current vehicle speed, brake pedal position, brake cylinder pressure; the throttle information includes: throttle pedal change rate and current throttle opening; the current driving scenario includes: a congestion scenario or a braking and re-acceleration scenario, and the scenario recognition module 802 includes:

[0094] A slope scenario calculation unit, configured to calculate the current slope signal according to the lateral acceleration and the longitudinal acceleration.

[0095] A congestion scenario determination unit, configured to determine the number of braking times according to the current vehicle speed and the brake pedal position, and determine whether the current driving scenario is a congestion scenario according to the number of braking times.

[0096] A braking and re-acceleration scenario determination unit, configured to determine whether the current driving scenario is a braking and re-acceleration scenario according to the current vehicle speed, the brake cylinder pressure, the throttle pedal change rate and the current throttle opening.

[0097] In some alternative embodiments, the congestion scenario determination unit includes:

[0098] A first precondition judgment subunit, configured to judge whether the current vehicle speed is less than a first preset speed threshold. If the current vehicle speed is less than the first preset speed threshold, then judge whether the current vehicle speed is less than a second preset speed threshold, and the second preset speed threshold is less than the first preset speed threshold.

[0099] A first accumulation subunit, configured to, if the current vehicle speed is less than the second preset speed threshold, accumulate the number of braking times according to the brake pedal position, and accumulate the driving distance according to the current vehicle speed.

[0100] A braking times judgment subunit, configured to, if the current vehicle speed is less than or equal to the second preset speed threshold and the number of braking times is greater than or equal to a first threshold, or the driving distance is less than or equal to a preset distance threshold and the number of braking times is greater than or equal to a second threshold, determine that the current driving scenario is a congestion scenario.

[0101] In some alternative embodiments, the congestion scenario determination unit includes:

[0102] A second precondition judgment subunit, configured to judge whether the current speed is greater than the first preset speed threshold and whether the brake cylinder pressure is within a preset pressure range.

[0103] A second accumulation subunit, configured to, if the current speed is greater than the first preset speed threshold and the brake cylinder pressure is within the preset pressure range, accumulate the duration, and judge whether the accelerator pedal change rate is greater than a preset change rate threshold and whether the current accelerator opening is greater than a preset opening threshold.

[0104] An accelerator information judgment subunit, configured to, if the accelerator pedal change rate is greater than the preset change rate threshold, and / or the current accelerator opening is greater than the preset opening threshold, determine that the current driving scenario is a braking and then accelerating scenario.

[0105] In some alternative embodiments, the accelerator information further includes: the accelerator pedal position; the scenario recognition module 802 further includes:

[0106] A map acquisition unit, configured to acquire the accelerator map of the vehicle in a preset driving mode.

[0107] An accelerator opening determination unit, configured to search in the accelerator map according to the accelerator pedal position and the current vehicle speed to determine the initial accelerator opening.

[0108] In some alternative embodiments, the accelerator correction module 803 includes:

[0109] The initial revision unit is used to obtain a preset first correction coefficient table, determine a first correction coefficient according to the current slope signal and the first correction coefficient table, and perform an initial correction on the initial throttle opening based on the first correction coefficient to obtain a basic throttle opening.

[0110] The first re-revision unit is used to, if the current driving scenario is a congestion scenario, obtain a preset second correction coefficient table, determine a second correction coefficient according to the current vehicle speed and the second correction coefficient table, and perform a re-revision on the basic throttle opening based on the second correction coefficient to obtain a target throttle opening.

[0111] The second re-revision unit is used to, if the current driving scenario is a braking and re-acceleration scenario, obtain a preset third correction coefficient table, determine a third correction coefficient according to the current vehicle speed and the third correction coefficient table, and perform a re-revision on the basic throttle opening based on the third correction coefficient to obtain a target throttle opening.

[0112] The further function descriptions of the above-mentioned various modules and units are the same as those in the corresponding embodiments above, and will not be elaborated here.

[0113] The correction device for the throttle opening in this embodiment is presented in the form of functional units. Here, the unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and a memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0114] The embodiment of the present invention also provides a computer device having the above Figure 8 shown correction device for the throttle opening.

[0115] Please refer to Figure 9 , Figure 9 which is a schematic structural diagram of a computer device provided by an optional embodiment of the present invention. As Figure 9 shown, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including a high-speed interface and a low-speed interface. Each component communicates with each other using different buses and can be installed on a common main board or installed in other ways as needed. The processor can process instructions executed within the computer device, including instructions stored in the memory or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (such as an array of servers, a set of blade servers, or a multi-processor system).Figure 9 Take a processor 10 as an example.

[0116] The processor 10 can be a central processing unit, a network processor, or a combination thereof. Among them, the processor 10 can further include a hardware chip. The above-mentioned hardware chip can be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The above-mentioned programmable logic device can be a complex programmable logic device, a field-programmable gate array, a generic array logic, or any combination thereof.

[0117] Among them, the memory 20 stores instructions executable by at least one processor 10, so that at least one processor 10 executes the method shown in the above embodiments.

[0118] The memory 20 can include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created according to the use of the computer device, etc. In addition, the memory 20 can include a high-speed random access memory, and can also include a non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some alternative embodiments, the memory 20 can optionally include a memory remotely set relative to the processor 10, and these remote memories can be connected to the computer device through a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an enterprise internal network, a local area network, a mobile communication network, and combinations thereof.

[0119] The memory 20 can include a volatile memory, such as a random access memory; the memory can also include a non-volatile memory, such as a flash memory, a hard disk, or a solid-state drive; the memory 20 can also include a combination of the above types of memories.

[0120] The computer device further includes a communication interface 30 for the computer device to communicate with other devices or a communication network.

[0121] Embodiments of the present invention also provide a computer-readable storage medium. The method according to the embodiments of the present invention can be implemented in hardware, firmware, or be implemented as computer code that can be recorded on a storage medium, or be implemented as computer code that is originally stored in a remote storage medium or a non-transitory machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid-state drive, etc.; further, the storage medium can also include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by the computer, the processor, or the hardware, the method shown in the above embodiments is implemented.

[0122] A part of the present invention can be applied as a computer program product, such as computer program instructions. When executed by a computer, through the operation of the computer, the methods and / or technical solutions according to the present invention can be called or provided. Those skilled in the art should be able to understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executes the instructions, or the computer compiles the instructions and then executes the corresponding compiled program, or the computer reads and executes the instructions, or the computer reads and installs the instructions and then executes the corresponding installed program. Herein, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible by the computer.

[0123] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A method for correcting throttle opening, characterized in that, The method includes: Obtaining the driving state information and throttle information of the vehicle; Determining the current driving scenario and the initial throttle opening of the vehicle according to the driving state information and the throttle information; Based on the current driving scenario, correcting the initial throttle opening to obtain the target throttle opening.

2. The method according to claim 1, wherein The driving state information includes: lateral acceleration, longitudinal acceleration, current vehicle speed, brake pedal position, brake cylinder pressure; the throttle information includes: throttle pedal change rate and current throttle opening; the current driving scenario includes: congestion scenario or braking and re-acceleration scenario; The determining the current driving scenario of the vehicle according to the driving state information and the throttle information includes: Calculating a current slope signal according to the lateral acceleration and the longitudinal acceleration; Determining the number of braking times according to the current vehicle speed and the brake pedal position, and judging whether the current driving scenario is the congestion scenario according to the number of braking times; Judging whether the current driving scenario is the braking and re-acceleration scenario according to the current vehicle speed, the brake cylinder pressure, the throttle pedal change rate and the current throttle opening.

3. The method according to claim 2, characterized in that, The correcting the initial throttle opening based on the current driving scenario to obtain the target throttle opening includes: Obtaining a preset first correction coefficient table, and determining a first correction coefficient according to the current slope signal and the first correction coefficient table; Performing a primary correction on the initial throttle opening based on the first correction coefficient to obtain a basic throttle opening; If the current driving scenario is the congestion scenario, obtaining a preset second correction coefficient table, determining a second correction coefficient according to the current vehicle speed and the second correction coefficient table, and performing a secondary correction on the basic throttle opening based on the second correction coefficient to obtain the target throttle opening; If the current driving scenario is the braking and re-acceleration scenario, obtaining a preset third correction coefficient table, determining a third correction coefficient according to the current vehicle speed and the third correction coefficient table, and performing a secondary correction on the basic throttle opening based on the third correction coefficient to obtain the target throttle opening.

4. The method according to claim 2, wherein The determining the number of braking times according to the current vehicle speed and the brake pedal position, and judging whether the current driving scenario is a congestion scenario according to the number of braking times includes: Judging whether the current vehicle speed is less than a first preset speed threshold, if the current vehicle speed is less than the first preset speed threshold, then judging whether the current vehicle speed is less than a second preset speed threshold, the second preset speed threshold being less than the first preset speed threshold; If the current vehicle speed is less than the second preset speed threshold, then accumulating the number of braking times according to the brake pedal position, and accumulating the driving distance according to the current vehicle speed; If the current vehicle speed is less than or equal to the second preset speed threshold, and the number of braking times is greater than or equal to a first threshold, or the driving distance is less than or equal to a preset distance threshold, and the number of braking times is greater than or equal to a second threshold, then determining that the current driving scenario is the congestion scenario.

5. The method according to claim 2, wherein Determining whether the current driving scenario is the braking and re - accelerating scenario according to the current vehicle speed, the brake cylinder pressure, the accelerator pedal change rate, and the current accelerator opening includes: Determining whether the current speed is greater than a first preset speed threshold and whether the brake cylinder pressure is within a preset pressure range; If the current speed is greater than the first preset speed threshold and the brake cylinder pressure is within the preset pressure range, then accumulate the duration and determine whether the accelerator pedal change rate is greater than a preset change rate threshold and whether the current accelerator opening is greater than a preset opening threshold; If the accelerator pedal change rate is greater than the preset change rate threshold, and / or the current accelerator opening is greater than the preset opening threshold, then determine that the current driving scenario is the braking and re - accelerating scenario.

6. The method according to claim 2, wherein The throttle information further includes: the accelerator pedal position; Determining the initial accelerator opening according to the driving state information and the throttle information includes: Obtaining the throttle map of the vehicle in a preset driving mode; Searching in the throttle map according to the accelerator pedal position and the current vehicle speed to determine the initial accelerator opening.

7. A correction device for throttle opening, characterized in that, The device includes: An information acquisition module, configured to acquire the driving state information and the throttle information of the vehicle; A scenario recognition module, configured to determine the current driving scenario and the initial accelerator opening of the vehicle according to the driving state information and the throttle information; An accelerator correction module, configured to correct the initial accelerator opening based on the current driving scenario to obtain a target accelerator opening.

8. A computer device, characterized in that, Including: A memory and a processor, the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to execute the method for correcting the accelerator opening according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, Computer instructions are stored on the computer - readable storage medium, and the computer instructions are used to cause a computer to execute the method for correcting the accelerator opening according to any one of claims 1 to 6.

10. A computer program product, characterized in that, Including computer instructions, the computer instructions are used to cause a computer to execute the method for correcting the accelerator opening according to any one of claims 1 to 6.

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