Vehicle control method and device, vehicle and storage medium

Abstract

The invention discloses a vehicle control method and device, a vehicle and a storage medium, and relates to the technical field of vehicle control. The vehicle control method comprises the steps that when a vehicle is in a target scene, the accumulated duration of the vehicle in the target scene and a first distance corresponding to the vehicle are obtained, a first torque is determined according to the accumulated duration, a first torque coefficient is determined according to the first distance, and a torque compensation value is determined according to the first torque and the first torque coefficient; and determining an output torque according to the torque compensation value and the basic torque, wherein the output torque is used for controlling the running speed and the running acceleration of the vehicle. Wherein the accumulated time length can represent the adaptation condition of the vehicle to the target scene, the first distance can represent the operation range of torque adjustment of the vehicle, and according to the scheme, the scene where the vehicle is located, the adaptability of the vehicle to the current scene and the operability range of the vehicle are integrated; therefore, the power control of the vehicle under the complex road condition is more accurate and stable, and the overall driving experience is improved.

Description

Technical Field

[0001] This application relates to the technical field of vehicle control, and particularly to a vehicle control method, device, vehicle, and storage medium. Background Art

[0002] With the continuous development of autonomous driving technology, vehicle control methods play an important role in improving driving comfort and passability.

[0003] Among them, during the use of autonomous driving functions, many complex and changeable scenarios will be faced, such as slope change scenarios, including changing from uphill to downhill, from downhill to uphill, from downhill to flat road, etc. Another example is scenarios with unobvious features such as potholed roads.

[0004] Due to the fact that in complex road conditions, the output torque provided by the vehicle cannot meet the vehicle's requirements, problems such as vehicle motion lag, vehicle motion interruption, and uneven motion will occur. Summary of the Invention

[0005] This application provides a vehicle control method, device, vehicle, and storage medium, which can ensure that the output torque provided by the vehicle can meet the actual requirements of the vehicle, and avoid problems such as vehicle motion lag, vehicle motion interruption, and uneven motion.

[0006] In a first aspect, an embodiment of this application provides a vehicle control method, which includes: When the vehicle is in a target scenario, obtain the cumulative duration of the vehicle in the target scenario and the first distance corresponding to the vehicle. The cumulative duration indicates the adaptation of the vehicle to the target scenario, and the first distance indicates the operation range for torque adjustment of the vehicle; Determine the first torque according to the cumulative duration, determine the first torque coefficient according to the first distance, and determine the torque compensation value according to the first torque and the first torque coefficient; Determine the output torque according to the torque compensation value and the base torque. The output torque is used to control the driving speed and driving acceleration of the vehicle.

[0007] Through the above technical solution, when the vehicle is in the target scenario, the control enhancement strategy is triggered, and the first torque and the first torque coefficient are respectively determined based on the cumulative duration of the vehicle in the target scenario and the first distance. Among them, the cumulative duration can represent the adaptation of the vehicle to the target scenario, and the first distance can represent the operation range for the vehicle to adjust the torque. Then, the two are combined to obtain the torque compensation value, and finally, it is superimposed on the basic torque to form the output torque. This solution comprehensively considers the scenario where the vehicle is located, the vehicle's adaptability to the current scenario, and the vehicle's operability range, making the power control of the vehicle more accurate and stable under complex road conditions, ensuring that the output torque provided by the vehicle can meet the actual needs of the vehicle, and avoiding problems such as vehicle movement lag, vehicle movement interruption, and uneven movement.

[0008] In one embodiment, the vehicle control method further includes: obtaining vehicle driving information, where the vehicle driving information includes the target speed, target acceleration, actual speed, actual acceleration, and vehicle pitch angle; Determine the speed deviation according to the target speed and the actual speed, and determine the acceleration deviation according to the target acceleration and the actual acceleration; Determine the working mode in which the vehicle is currently located according to the target speed and the target acceleration, and the working mode includes the creep mode and the motion mode; Determine the road environment in which the vehicle is currently located according to the speed deviation, acceleration deviation, and vehicle pitch angle; Determine whether the vehicle is in the target scenario according to the working mode in which the vehicle is currently located and the road environment in which the vehicle is currently located.

[0009] Through the above technical solution, by comprehensively analyzing parameters such as the speed deviation, acceleration deviation, and vehicle pitch angle to judge the road environment, and combining the current working mode of the vehicle for target scenario determination, the accuracy of scenario recognition is improved, avoiding misjudgment or missed judgment, and providing a reliable decision-making basis for subsequent torque compensation.

[0010] In one embodiment, before obtaining the cumulative duration of the vehicle in the target scenario, the vehicle control method further includes: When it is first determined that the vehicle enters the target scenario, start the timing module to start timing; Obtaining the cumulative duration of the vehicle in the target scenario includes: Obtain the cumulative duration from the timing module.

[0011] Through the above technical solution, by setting the torque change rules corresponding to different cumulative duration intervals, the longer the vehicle stays in the target scenario, the smaller the torque adjustment amplitude, thereby achieving a smoother power output and preventing the poor driving experience caused by overcompensation. In one embodiment, determining the first torque according to the cumulative duration includes: Obtain preset information, where the preset information includes the correspondence between different duration intervals and torque, and the different duration intervals are negatively correlated with the magnitude of the torque. Determine the target duration interval in which the cumulative duration is located according to the preset information and the cumulative duration, and determine the torque corresponding to the target duration interval as the first torque.

[0012] In the above technical solution, the first torque is the initial compensation torque amount, and the cumulative duration indicates the adaptation of the vehicle to the target scenario. By dynamically adjusting the first torque according to the cumulative time, the real-time state of the vehicle can be fully considered, and more flexible and accurate control and adjustment of the vehicle can be achieved in a complex operating environment.

[0013] In one embodiment, the first distance includes a preset distance or the remaining distance between the vehicle and the target traffic participant. Obtaining the first distance corresponding to the vehicle includes: When a target traffic participant is detected within the detection range, obtain the remaining distance and use the remaining distance as the first distance; When no target traffic participant is detected within the detection range, obtain the preset distance and use the preset distance as the first distance.

[0014] In the embodiments of the present application, the remaining distance can be used to evaluate whether the current vehicle is approaching the target traffic participant, so as to decide whether to take braking or acceleration measures, and can prepare for the vehicle control strategy that may be executed to cope with the influence of the target traffic participant in the future. By dynamically judging whether there is a target traffic participant and adjusting the first torque coefficient accordingly, different traffic environments can be more flexibly coped with, the vehicle power output can be optimized on the premise of ensuring safety, and the overall control accuracy can be improved.

[0015] In one embodiment, the vehicle control method further includes: When no target traffic participant is detected within the detection range, obtain the second torque coefficient; Determine the torque compensation value according to the first torque and the second torque coefficient.

[0016] In one embodiment, the vehicle control method further includes: When the first distance includes the remaining distance and the remaining distance is less than the preset distance threshold, set the torque compensation value to a preset constant.

[0017] In the embodiments of the present application, after the vehicle obtains the remaining distance, it can compare the remaining distance with the preset distance threshold. When the remaining distance is less than the preset distance threshold, it means that the distance between the vehicle and the target traffic participant is small. In this case, in order to avoid overshoot of the vehicle caused by the control enhancement strategy, the vehicle will stop calculating the torque compensation value and directly set the torque compensation value to a preset constant. In addition, the vehicle will also exit the enhanced control strategy.

[0018] In one embodiment, determining a torque compensation value according to a first torque and a first torque coefficient includes: Invoking a preset torque compensation model, inputting the first torque and the first torque coefficient into the torque compensation model, and obtaining the torque compensation value output by the torque compensation model.

[0019] In one embodiment, the vehicle control method further includes: Performing an integral operation on a speed deviation to obtain an acceleration resistance; Calculating a total driving force based on the acceleration resistance, and determining a base torque according to the total driving force.

[0020] The base torque is the output torque calculated by a conventional longitudinal closed-loop control strategy, and is mainly used to maintain the normal driving state of the vehicle on a general road surface. The base torque does not include additional adjustments for special scenarios and is the basic basis for vehicle control.

[0021] In one embodiment, determining an output torque according to the torque compensation value and the base torque includes: Determining a speed deviation according to a target speed and an actual speed. If the speed deviation is greater than a first deviation threshold, adding the torque compensation value and the base torque to obtain the output torque, where the first deviation threshold is greater than 0; if the speed deviation is less than a second deviation threshold, subtracting the torque compensation value from the base torque to obtain the output torque, where the second deviation threshold is less than 0.

[0022] In the embodiments of the present application, the first deviation threshold is greater than 0, and the second deviation threshold is less than 0. It is possible to determine whether to increase or decrease the torque according to the speed deviation. When the target speed is greater than the actual speed, the torque is increased, and when the target speed is less than the actual speed, the torque is decreased, so as to maintain the continuity and stability of the vehicle output power and ensure the driving stability of the vehicle.

[0023] In one embodiment, before determining the output torque according to the torque compensation value and the base torque, the vehicle control method further includes: Determining a speed deviation according to a target speed and an actual speed, and determining a torque compensation threshold according to the speed deviation; When the torque compensation value exceeds the torque compensation threshold, using the torque compensation threshold as the torque compensation value.

[0024] By setting the torque compensation threshold, the amplitude of the compensation torque can be effectively limited, avoiding adverse effects on vehicle driving caused by excessive torque changes, thereby improving the stability and safety of the system.

[0025] In a second aspect, an embodiment of the present application provides a vehicle control device, and the device includes: A processing module, configured to obtain the cumulative duration of the vehicle in the target scenario and the first distance corresponding to the vehicle when the vehicle is in the target scenario; the cumulative duration indicates the adaptation of the vehicle to the target scenario, and the first distance indicates the operation range for the vehicle to adjust the torque. A torque calculation module, configured to determine a first torque according to the cumulative duration, determine a first torque coefficient according to the first distance, and determine a torque compensation value according to the first torque and the first torque coefficient; A compensation module, configured to determine an output torque according to the torque compensation value and the base torque, and the output torque is used to control the driving speed and driving acceleration of the vehicle.

[0026] In a third aspect, an embodiment of the present application provides a vehicle, including: a processor, a memory, and a computer program stored on the memory and capable of running on the processor. When the computer program is executed by the processor, the steps of the vehicle control method described in any one of the above first aspects are implemented.

[0027] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle control method described in any one of the above first aspects are implemented.

[0028] Advantages of the embodiments of the present application: The embodiments of the present application provide an enhanced control strategy. The vehicle control method includes two parts: scenario recognition and torque compensation. Among them, the role of scenario recognition is to identify the current environment of the vehicle and determine whether to trigger this enhanced control strategy. The role of the torque compensation module is to comprehensively determine the torque compensation value based on the scenario where the vehicle is located, the vehicle's adaptability to the current scenario, and the distance range for the vehicle to adjust the torque, and superimpose the torque compensation value on the base torque to obtain the output torque, so that the power control of the vehicle under complex road conditions is more accurate and stable, ensuring that the output torque provided by the vehicle can meet the actual needs of the vehicle and avoiding problems such as vehicle movement lag, vehicle movement interruption, and uneven movement.

[0029] It should be understood that the above general description and subsequent detailed description are only exemplary and explanatory, and do not limit the technical solutions of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 Shows a schematic diagram of a vehicle control method; Figure 2 Shows a schematic diagram of a scenario recognition method; Figure 3 Shows a flowchart of a method for determining a first torque; Figure 4 Shows a schematic flowchart of a vehicle control method; Figure 5 shows a logic block diagram of a vehicle control device; Figure 6 shows a block diagram of a vehicle control device; Figure 7 shows a schematic diagram of the hardware structure of a vehicle control device. Detailed implementation manners

[0031] In order to be able to understand the features and technical content of the embodiments of the present application in more detail, the implementation of the embodiments of the present application will be described in detail below with reference to the accompanying drawings. The accompanying drawings are only for reference and illustration purposes and are not used to limit the embodiments of the present application.

[0032] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0033] In the following description, reference is made to "some embodiments", which describe a subset of all possible embodiments. However, it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments and can be combined with each other without conflict.

[0034] It should also be noted that the terms "first / second / third" involved in the embodiments of the present application are only used to distinguish similar objects and do not represent a specific order for the objects. It can be understood that "first / second / third" can be interchanged with a specific order or sequence when permitted, so that the embodiments of the present application described here can be implemented in an order other than that illustrated or described here.

[0035] In addition, the mention of "embodiments" in this article means that the specific features, structures or characteristics described in connection with the embodiments can be included in at least one embodiment of the present application. The appearance of this phrase in various positions in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments.

[0036] The related technologies of the present application will be introduced below.

[0037] During the use of the autonomous driving function, many relatively complex and changeable scenarios will be faced. Therefore, it is necessary to flexibly control the output torque of the vehicle.

[0038] In a scenario, when the vehicle is in a low-speed control state, its output torque is small. If the road environment where the vehicle is located is relatively complex at this time, for example, the vehicle is in a variable slope environment or a potholed road surface; then the vehicle needs a relatively large output torque to move, otherwise the vehicle movement will be interrupted.

[0039] In another scenario, the vehicle is in a standard motion mode and its output torque is large. If the road environment where the vehicle is located is relatively complex at this time, resulting in an increase in the actual speed and actual acceleration of the vehicle under the influence of the road environment, this will lead to problems such as uneven movement of the vehicle control, such as suddenly fast and suddenly slow.

[0040] To solve the above technical problems, the embodiment of the present application provides a vehicle control method. In this vehicle control method, when it is determined that the vehicle is in a target scenario, a torque compensation mechanism is started, and a first torque and a first torque coefficient are respectively determined based on the cumulative duration and the first distance of the vehicle in the target scenario, and they are combined to generate a torque compensation value, which is finally superimposed on the basic torque to form the output torque, improving the vehicle's adaptability to complex scenarios, improving the smoothness and passability of vehicle driving, and at the same time avoiding the response delay problem caused by too small a power rise gradient in the traditional control strategy.

[0041] The vehicle control method provided by the embodiment of the present application can be applied to multi-wheeled vehicles, including but not limited to driverless vehicles, traditional fuel vehicles, motorcycles, electric vehicles, hybrid vehicles, electric motorcycles, and so on.

[0042] Next, in conjunction with the accompanying drawings, the vehicle control method provided by the embodiment of the present application will be described.

[0043] Please refer to Figure 1 , Figure 1 which shows a schematic diagram of a vehicle control method. The vehicle control method includes the following steps: Step 101, when the vehicle is in a target scenario, obtain the cumulative duration of the vehicle in the target scenario and the first distance corresponding to the vehicle.

[0044] In the embodiment of the present application, when the vehicle is in a target scenario, the vehicle can be triggered to execute an enhanced control strategy, and the enhanced control strategy includes obtaining the cumulative duration of the vehicle in the target scenario and obtaining the first distance corresponding to the vehicle.

[0045] Next, the process of obtaining the cumulative duration in the target scenario will be described first.

[0046] Among them, the cumulative duration refers to the length of time that the vehicle continuously remains in the target scenario after first entering the target scenario. The cumulative duration can be timed in seconds or milliseconds. The cumulative duration can be used to indicate the vehicle's adaptation to the target scenario.

[0047] In the embodiments of the present application, the timing module refers to a time recording unit that is activated when the vehicle first enters a target scenario (such as a slope change, a potholed road surface, etc.). The timing module is usually integrated in the vehicle control system. When it is first determined that the vehicle enters the target scenario, the vehicle control system can start the timing module to start timing; the timing module is used to continuously calculate the residence time of the vehicle in the target scenario to assist in the execution of subsequent control strategies. When the vehicle confirms leaving the target scenario, the vehicle control system can control the timing module to stop timing. During the timing of the timing module, the vehicle will periodically determine whether it is in the target scenario based on the vehicle driving information, and when the vehicle is in the target scenario, obtain the accumulated duration from the timing module.

[0048] The accumulated duration can be used to determine whether the vehicle has adapted to the current scenario. For example, when the vehicle first enters a potholed road surface, the accumulated duration is short, and at this time, the vehicle control system may need a higher torque output to overcome the resistance brought by the uneven road surface; while when the accumulated duration is long, it means that the vehicle has been running in the current scenario for a period of time, and at this time, the vehicle control system can appropriately reduce the torque output to avoid unnecessary power waste.

[0049] By introducing the timing module and obtaining the accumulated duration, the embodiments of the present application can dynamically adjust the torque output strategy of the vehicle, so as to more accurately match the requirements of different stages, improve the passing performance and stability of the vehicle in complex scenarios, and reduce unnecessary energy consumption.

[0050] The process of obtaining the first distance corresponding to the vehicle will be described below.

[0051] Among them, the first distance includes a preset distance or the remaining distance between the vehicle and the target traffic participant. The first distance indicates the operation range for the vehicle to adjust the torque.

[0052] In the embodiments of the present application, during the driving process of the vehicle, various detection devices such as radar, camera, and sensors can be used to detect the surrounding environment of the vehicle to identify the target traffic participant. If the target traffic participant is detected within the detection range, the remaining distance between the vehicle and the target traffic participant is obtained; if the target traffic participant is not detected within the detection range, the preset distance is obtained.

[0053] Among them, the detection range refers to the effective area where the detection device can identify the surrounding environment information. The size of the detection range depends on the performance parameters of the detection device and the processing ability of the system.

[0054] Among them, traffic participants refer to entities that may affect the driving of vehicles on the road, including but not limited to other vehicles, pedestrians, bicycles, cones, roadblocks, parking fences, etc. Traffic participants have dynamic or static characteristics and may affect the driving path or speed of the current vehicle. During the vehicle control process, the presence of traffic participants will affect the vehicle's following strategy, deceleration requirements and acceleration adjustment. In the embodiment of the present application, the target traffic participant can be understood as a traffic participant detected by the detection equipment that may interfere with the vehicle's driving status.

[0055] When the detection equipment of the vehicle detects the target traffic participant, it means that the vehicle may be affected by the target traffic participant. In this case, the remaining distance between the vehicle and the target traffic participant can be calculated.

[0056] In some implementations, if there is only one target traffic participant, the actual distance between the vehicle and the target traffic participant is the remaining distance. This remaining distance can be used to assess the vehicle's proximity to the target traffic participant and to prepare for subsequent vehicle control strategies to address the impact of the target traffic participant. For example, in a parking scenario, if the distance from the vehicle to the parking fence is short, the vehicle's output torque may need to be reduced to prevent the vehicle's actual parking position from missing the fence.

[0057] In other implementations, multiple target traffic participants may be detected. In this case, the actual distance between the vehicle and each target traffic participant can be calculated to obtain the actual distance corresponding to each target traffic participant. The shortest of these multiple actual distances is then used as the remaining distance. This is because the shorter the distance between the vehicle and the target traffic participant, the greater the impact of the target traffic participant on the vehicle. Therefore, the shortest distance is used as the remaining distance to determine whether braking or acceleration measures are necessary.

[0058] The following describes the process of determining whether a vehicle is in a target scene in an embodiment of the present application.

[0059] In one implementation, the vehicle can determine whether it is in the target scene based on a preset judgment logic. In another implementation, the vehicle can collect vehicle driving information and report it to the cloud, which then determines whether the vehicle is in the target scene.

[0060] This embodiment of the application provides a method for identifying whether a vehicle is in a target scene, please refer to Figure 2 , Figure 2 A schematic diagram of a scene recognition method is shown. The vehicle control method can be applied to the vehicle side or the cloud. The vehicle control method includes the following steps: Step 201: Acquire vehicle driving information.

[0061] The vehicle driving information includes the target speed, target acceleration, actual speed, actual acceleration, and vehicle pitch angle.

[0062] When this vehicle control method is applied to the vehicle end, the vehicle can collect the vehicle driving information and process it by itself. When this vehicle control method is applied to the cloud end, the vehicle can send the vehicle driving information to the cloud end, so that the cloud end can obtain the vehicle driving information. It should be noted that determining whether the vehicle is in the target scenario based on the cloud end and sending the judgment result to the vehicle end can reduce the computing pressure on the vehicle end.

[0063] Step 202, determine the speed deviation according to the target speed and the actual speed, and determine the acceleration deviation according to the target acceleration and the actual acceleration.

[0064] In the embodiments of the present application, the actual speed refers to the actual driving speed of the vehicle at present, usually measured by a vehicle speed sensor; the target speed is the driving speed that the vehicle-mounted control system expects the vehicle to reach based on the driving strategy. In the embodiments of the present application, subtracting the actual speed from the target speed can obtain the speed deviation, and the speed deviation is used to measure the deviation degree between the current speed of the vehicle and the expected speed.

[0065] The actual acceleration is the instantaneous acceleration of the vehicle at present, which can be calculated according to the change rate of the actual speed; the target acceleration is the acceleration that the vehicle-mounted control system expects the vehicle to reach based on the driving strategy. In the embodiments of the present application, subtracting the actual acceleration from the target acceleration can obtain the acceleration deviation, and the acceleration deviation reflects the deviation degree between the current acceleration of the vehicle and the expected acceleration.

[0066] Step 203, determine the working mode of the vehicle according to the target speed and the target acceleration.

[0067] Among them, the working modes include the creep mode and the motion mode.

[0068] When the vehicle is in the creep mode, the vehicle control speed is relatively low and the output torque is small. Usually, the vehicle is in the creep mode when starting, stopping, or passing through narrow roads or bumpy roads.

[0069] The motion mode is applicable to application scenarios such as high-speed driving or having high requirements for the vehicle power response performance.

[0070] In the embodiment of the present application, the target speed and target acceleration reflect the current driving intention and dynamic behavior of the vehicle. By analyzing these two parameters, the target speed and target acceleration can be determined to determine the current operating mode of the vehicle. For example, when the target speed is greater than or equal to the first speed threshold, and the target acceleration is greater than or equal to the first acceleration threshold, it can be determined that the vehicle is in an accelerated state and is traveling at a higher speed, and therefore it can be determined that the vehicle is in a motion mode. Conversely, when the target speed is less than the first speed threshold, and the target acceleration is less than the first acceleration threshold, it can be determined that the vehicle is moving at a lower speed, and therefore it can be determined that the vehicle is in a creeping mode.

[0071] Step 204 : Determine the road environment of the vehicle based on the speed deviation, acceleration deviation, and vehicle pitch angle.

[0072] When a vehicle travels on a bumpy road, the actual speed may differ from the target speed due to the road conditions. For example, on a sunken surface, the actual speed may be greater than the target speed. On a raised surface, the actual speed may be less than the target speed. The greater the impact of road conditions on vehicle speed, the greater the speed deviation. The same principle applies to acceleration deviation.

[0073] In the embodiment of the present application, the speed deviation is used to measure the degree of deviation between the current speed of the vehicle and the expected speed. The acceleration deviation reflects the degree of deviation between the current acceleration of the vehicle and the expected acceleration. The pitch angle of the vehicle refers to the angle formed by the change in height of the front and rear axles of the vehicle during driving, which is usually obtained by the vehicle height sensor or inertial measurement unit (IMU). When the vehicle enters a slope-changing area, the pitch angle will change significantly. For example, when turning from uphill to downhill, the front wheels sink and the rear wheels rise, and the pitch angle becomes a negative value; otherwise, it becomes a positive value. The parameter of the vehicle pitch angle can assist in determining whether the vehicle is in complex terrain such as slope changes or potholes, and can serve as one of the important bases for scene recognition.

[0074] In one implementation, when the speed deviation is greater than or equal to a speed deviation threshold and the pitch angle of the vehicle continues to change within a certain period of time, it is determined that the road environment in which the vehicle is located is a complex environment.

[0075] In another implementation, when the acceleration deviation fluctuates frequently and the vehicle pitch angle is small, it is determined that the road environment in which the vehicle is located is a complex environment.

[0076] In another implementation, when the speed deviation is greater than or equal to the speed deviation threshold, the acceleration deviation is greater than or equal to the acceleration deviation threshold, and the vehicle pitch angle continues to change within a certain period of time, the road environment in which the vehicle is located is determined to be a complex environment; otherwise, the road environment in which the vehicle is located is determined to be a non-complex environment.

[0077] Step 205: Determine whether the vehicle is in a target scenario according to the current working mode of the vehicle and the current road environment where the vehicle is located.

[0078] In the embodiments of the present application, the driving intention of the vehicle can be determined according to the working mode of the vehicle. On this basis, combined with the road environment where the vehicle is located, it is determined whether the vehicle is in a scenario that requires enhanced control, that is, the target scenario. The target scenario refers to a specific type of driving environment defined by the system, such as a potholed road surface, a variable slope section, a road surface with a low adhesion coefficient, etc.

[0079] When the vehicle is in the creeping mode and the current road environment where the vehicle is located is a complex environment, then it is determined that the vehicle is in the target scenario; otherwise, the vehicle is not in the target scenario.

[0080] In the embodiments of the present application, the current road environment is judged by the speed deviation, the acceleration deviation, and combined with the vehicle pitch angle. Finally, it is jointly judged according to the working mode and the road environment whether the vehicle is in the target scenario. Through the above method, complex road conditions can be identified more accurately, so that the enhanced control strategy can be started in time, and further, the passability and stability of the vehicle in a complex environment can be effectively improved, thereby improving the user's autonomous driving experience.

[0081] Step 102: Determine the first torque according to the cumulative duration, determine the first torque coefficient according to the first distance, and determine the torque compensation value according to the first torque and the first torque coefficient.

[0082] In the embodiments of the present application, the process of determining the first torque according to the cumulative duration includes the following content: Among them, the first torque is an initial compensation torque amount calculated based on the cumulative duration, and the magnitude of this torque is negatively correlated with the cumulative duration. That is to say, the longer the vehicle stays in the target scenario, it means that the vehicle has been running in the current scenario for a period of time. At this time, the vehicle control system can appropriately reduce the torque output to avoid unnecessary power waste.

[0083] In one implementation, the cumulative duration can be input into a preset torque estimation model to obtain the first torque output by the torque estimation model, where the torque estimation model uses the cumulative duration as the dependent variable.

[0084] In another implementation, please refer to Figure 3 , Figure 3 shows a flowchart of a method for determining the first torque, and this method includes the following steps: Step 301: Obtain preset information.

[0085] Among them, the preset information includes the corresponding relationship between different duration intervals and torques, and the magnitudes of the torques in different duration intervals are negatively correlated.

[0086] In the embodiment of the present application, the preset information refers to a series of pre-set control parameters used to guide the torque output of the vehicle within different cumulative duration intervals. The parameters in the preset information are usually set by researchers based on experimental data or historical experience, and these parameters include the mapping relationships between multiple duration intervals and corresponding torque values. Exemplarily, the total duration of 500 seconds can be divided into a first duration interval [1, 100], a second duration interval [101, 300], and a third duration interval [301, 500]. Among them, the torque corresponding to the first duration interval can be set to 20 Nm, for example, the torque corresponding to the second duration interval can be set to 15 Nm, and the torque corresponding to the third duration interval can be set to 10 Nm. The torque decreases as the duration increases. It should be noted that the above total duration, each duration interval, and the torque corresponding to each duration interval are all exemplary examples and do not limit the solution provided by the embodiment of the present application.

[0087] Step 302, determine the target duration interval in which the cumulative duration is located according to the preset information and the cumulative duration, and determine the torque corresponding to the target duration interval as the first torque.

[0088] In the embodiment of the present application, the vehicle can find the corresponding duration interval according to the cumulative duration and determine the magnitude of the output torque based on the parameters set for the target duration interval. Exemplarily, the cumulative duration is 80 seconds. Continuing with the above example, it can be determined according to the preset information that the target duration interval in which the cumulative duration is located is the first duration interval. In this case, the 20 Nm corresponding to the first duration interval can be determined as the first torque. Since there is a negative correlation between the target duration interval and the torque, when the cumulative duration is small, the first torque is large; as the cumulative duration increases, the first torque gradually decreases.

[0089] The above design solution based on the negative correlation between the target duration interval and the torque helps to provide sufficient driving force when the vehicle just enters a complex scenario, and gradually reduces the output torque after the vehicle adapts to the scenario, avoiding excessive intervention.

[0090] In the embodiment of the present application, by dynamically adjusting the first torque according to the cumulative time, the present application can more flexibly and accurately determine the initial compensation torque amount in a complex operating environment, thereby improving the control performance of the vehicle and enhancing driving comfort.

[0091] In the embodiment of the present application, the process of determining the first torque coefficient according to the first distance includes the following content: The first torque coefficient is a scaling factor calculated based on the first distance, and this scaling factor is used to adjust the amplification factor of the first torque. For example, when the remaining distance is small, the torque compensation coefficient may be reduced to prevent the vehicle from crashing through an obstacle or colliding due to excessive torque; specifically, the system avoids interference with the vehicle's driving caused by excessive torque by reducing the torque compensation coefficient. Conversely, when the remaining distance is large, the torque compensation coefficient can be appropriately increased to accelerate the vehicle's response speed, thereby enhancing the driving experience and safety.

[0092] In the embodiments of the present application, the first distance includes a preset distance and the remaining distance between the vehicle and the traffic participant. The preset distance is a safety distance threshold preset by the system, usually set according to factors such as road type and speed limit; the remaining distance refers to the actual distance between the current vehicle and the target traffic participant.

[0093] In the embodiments of the present application, when a target traffic participant is detected within the detection range, the first torque coefficient is determined based on the remaining distance. If no target traffic participant is detected within the detection range, the first torque coefficient is determined based on the preset distance.

[0094] Among them, the process of determining the first torque coefficient based on the remaining distance includes: Obtain the mapping relationship between the distance and the torque coefficient. For example, when the distance falls within the range of [50, 80) (unit: meters), the corresponding torque coefficient is 0.8; when the distance falls within the range of [30, 50), the corresponding torque coefficient is 0.6; when the distance falls within the range of [20, 30), the corresponding torque coefficient is 0.3, where the magnitude of the distance is positively correlated with the magnitude of the torque coefficient. That is to say, the larger the remaining distance, the larger the first torque coefficient, and the smaller the remaining distance, the smaller the first torque coefficient. Generally, the first torque coefficient is greater than 0 and less than 1.

[0095] In another implementation, after the vehicle obtains the remaining distance, it can also compare the remaining distance with the preset distance threshold. When the remaining distance is less than the preset distance threshold, it means that the distance from the vehicle to the target traffic participant is small. In this case, to avoid the vehicle overshooting caused by the control enhancement strategy, the vehicle will stop calculating the torque compensation value and directly set the torque compensation value to a preset constant. Optionally, the preset constant can be 0. Optionally, the preset constant can also be a negative number. In addition, the vehicle will exit the enhanced control strategy.

[0096] Exemplarily, the preset distance threshold can be set to 15 meters. That is to say, when the remaining distance is less than 15 meters, no torque compensation is performed.

[0097] In some cases, there may be a situation where the target traffic participant cannot be detected. For example, when a vehicle is driving on an open road, it may detect multiple traffic participants, but none of them will affect the driving state of the vehicle. In this case, the vehicle can obtain a preset distance and use this preset distance as the first distance.

[0098] In the embodiments of the present application, the preset distance is a reference distance set to maintain a reasonable driving rhythm when the vehicle does not detect the target traffic participant. The preset distance is usually set based on historical data, driving habits, or the requirements of specific scenarios. For example, on an empty section of the road, the preset distance can be set to 300 meters.

[0099] By setting the preset distance, in the embodiments of the present application, when the target traffic participant is not detected, a reasonable first torque coefficient can still be output, so that a stable torque compensation value can be provided under various driving conditions.

[0100] In another implementation, when the target traffic participant is not detected within the detection range, the vehicle can directly obtain the second torque coefficient. Among them, the second torque coefficient is usually a constant. That is to say, when the target traffic participant is not detected within the detection range, the vehicle will use a fixed value as the second torque coefficient. Optionally, the second torque coefficient can be 1.

[0101] Among them, the process of determining the first torque coefficient based on the preset distance includes: In the embodiments of the present application, the first torque coefficient corresponding to the preset distance is a constant. That is to say, when the target traffic participant is not detected within the detection range, the vehicle will use a fixed value as the first torque coefficient. Optionally, the first torque coefficient determined based on the preset distance can be 1.

[0102] In the embodiments of the present application, the vehicle calculates the corresponding first torque coefficient according to the first distance detected in real time and applies the first torque coefficient to the subsequent calculation of the torque compensation value, which can achieve more refined power control.

[0103] In the embodiments of the present application, the process of determining the torque compensation value according to the first torque and the first torque coefficient includes the following: In the embodiments of the present application, the torque compensation value is an additional torque amount that is calculated after the vehicle enters the target scenario and is used to make up for the deviation between the actual output torque and the required torque caused by hysteresis in the conventional closed-loop control. The torque compensation value is calculated by multiplying the first torque by the first torque coefficient.

[0104] In one implementation, a preset torque compensation model can be called, and the first torque and the first torque coefficient are input into the torque compensation model to obtain the torque compensation value output by the torque compensation model.

[0105] In the embodiment of the present application, the mathematical expression corresponding to the torque compensation model may include: ; in, is the torque compensation value, is the first torque; is the first torque coefficient.

[0106] In one implementation, in an embodiment of the present application, in order to avoid vehicle overshoot or vehicle motion interruption caused by an excessively large torque compensation value, it is necessary to further limit the torque compensation value.

[0107] In an embodiment of the present application, a correspondence between different speed deviations and different torque compensation thresholds is pre-set. Based on this correspondence, the torque compensation threshold corresponding to the current speed deviation can be determined. The torque compensation threshold is used to limit the maximum value of the torque compensation amount to prevent the vehicle power output from being unstable or out of control due to excessive compensation.

[0108] When setting the torque compensation threshold, the complexity of the current road environment and the vehicle's responsiveness must be considered to ensure the compensation amount improves passability without compromising driving comfort and safety. For example, when a vehicle encounters a pothole, the uneven surface causes the vehicle's speed to drop, and the speed deviation gradually increases. In this situation where the vehicle encounters a pothole and the speed deviation increases, the control system will increase the torque compensation threshold accordingly. This allows for a higher compensation torque output, enabling faster recovery of vehicle speed and preventing the vehicle from stalling.

[0109] In the embodiment of the present application, after the torque compensation value is obtained, the torque compensation value can be compared with a torque compensation threshold. If the torque compensation value is greater than the torque compensation threshold, the torque compensation threshold is used as the torque compensation value. If the torque compensation value is less than the torque compensation threshold, normal execution is performed.

[0110] Step 103: Determine the output torque according to the torque compensation value and the basic torque.

[0111] The output torque is used to control the vehicle's driving speed and acceleration.

[0112] In this embodiment, the base torque is the output torque calculated by the conventional longitudinal closed-loop control strategy and is primarily used to maintain the vehicle's normal driving state on general roads. The base torque does not include additional adjustments for special scenarios and is the basic basis for vehicle control.

[0113] An embodiment of the present application provides a method for determining a base torque, the method comprising: Step S1: Integrate the velocity deviation to obtain the acceleration resistance.

[0114] In step S2 , the total driving force is calculated based on the acceleration resistance, and the basic torque is determined according to the total driving force.

[0115] In the embodiment of the present application, the acceleration resistance can be calculated by the following formula (1): (1); in, is the acceleration resistance, is the proportional term coefficient, is the integral term coefficient, is the speed deviation.

[0116] Getting the acceleration resistance On the basis of , it is also necessary to obtain friction resistance, slope force component, and wind resistance, wherein friction resistance, slope force component, and wind resistance can be the result of real-time calculation or empirical value. This application does not limit this.

[0117] In the embodiment of the present application, the total driving force can be calculated by the following formula (2): (2); in, is the total driving force, is the acceleration resistance, is the frictional resistance, is the slope component, Wind resistance.

[0118] In the embodiment of the present application, the base torque can be calculated by the following formula (3): (3); is the base torque, is the total driving force, is the wheel radius.

[0119] In this embodiment of the present application, output torque is the total torque ultimately applied to the vehicle's drive system, derived by combining the base torque with the torque compensation value. Output torque determines the vehicle's driving force, thereby affecting the vehicle's speed and acceleration.

[0120] In one implementation, the base torque and the torque compensation value may be added together to obtain the output torque.

[0121] In one implementation, embodiments of the present application also propose to determine whether to increase or decrease torque based on the speed deviation. Exemplarily, in embodiments of the present application, the speed deviation can be obtained by subtracting the actual speed from the target speed. Among them, if the speed deviation is greater than 0 and greater than the first deviation threshold, it indicates an increase in torque. In this case, the torque compensation value can be determined to be positive. Correspondingly, the torque compensation value and the base torque can be added to obtain the output torque.

[0122] If the speed deviation is less than 0 and less than the second deviation threshold, it indicates that torque needs to be reduced. In this case, the torque compensation value can be determined to be negative. Correspondingly, the output torque can be obtained by subtracting the torque compensation value from the base torque.

[0123] In embodiments of the present application, the vehicle usually sends the output torque to the powertrain control module, and the powertrain control module adjusts the output power of the engine or motor, thereby achieving precise control of the vehicle speed and acceleration, and ensuring the vehicle travels smoothly and safely under complex road conditions.

[0124] The vehicle control method provided by the embodiments of the present application first determines whether the vehicle enters the target scenario through vehicle driving information, and when the vehicle enters the target scenario, starts the enhanced control strategy, calculates the first torque based on the cumulative duration of the current scenario, determines the first torque compensation coefficient based on the remaining distance between the vehicle and the target traffic participant, and then comprehensively operates these two factors, the first torque and the torque compensation coefficient, to calculate the specific torque compensation value. Finally, the torque compensation value is superimposed on the base torque to generate the output torque for driving the motor. This makes the power control of the vehicle more precise and stable under complex road conditions, thereby improving the overall driving experience.

[0125] Based on the above embodiments, embodiments of the present application also provide a vehicle control method. Please refer to Figure 4 , Figure 4 which shows a schematic flowchart of a vehicle control method. The method includes: Step 401, start the autonomous driving function.

[0126] Embodiments of the present application are applied to vehicles that support autonomous driving functions or assisted driving functions, where the autonomous driving function or assisted driving function, for example, refers to automatic parking, moving out of a parking space, etc.

[0127] Step 402, determine whether the torque compensation condition is met.

[0128] If yes, go to step 403; if no, go to step 407.

[0129] In the embodiments of the present application, the vehicle may determine whether the vehicle is in a target scenario based on the vehicle driving information. If the vehicle is in the target scenario, that is, the torque compensation condition is satisfied, the control enhancement strategy is triggered. If the vehicle is not in the target scenario, the torque compensation condition is not satisfied.

[0130] Step 403: Determine whether to adjust the torque according to the speed deviation and the threshold interval.

[0131] If yes, go to step 404; if no, go to step 407.

[0132] In the embodiments of the present application, the threshold interval can be expressed as (the second deviation threshold, the first deviation threshold), where the first deviation threshold is greater than 0 and the second threshold deviation is less than 0. Among them, if the speed deviation is within this threshold interval, it is determined not to adjust the torque.

[0133] Step 404: Determine whether the speed deviation exceeds the upper limit of the threshold interval.

[0134] The upper limit of the threshold interval is the first deviation threshold.

[0135] If yes, go to step 405; if not, go to step 406.

[0136] Step 405: Add the base torque and the torque compensation value to obtain the output torque. Return to step 402.

[0137] Step 406: Subtract the torque compensation value from the base torque to obtain the output torque. Return to step 402.

[0138] Step 407: Use the base torque as the output torque. Return to step 402.

[0139] Based on the above embodiments, please refer to Figure 5 , Figure 5 shows a logic block diagram of a vehicle control device. The vehicle control device includes a torque closed-loop control module 501, an information acquisition module 502, a scenario recognition module 503, an auxiliary torque control 504, and a torque accumulation module 505. Among them, The torque closed-loop control module 501 outputs the base torque based on the torque closed-loop control strategy.

[0140] Among them, the implementation method of outputting the base torque can refer to the content disclosed in the previous embodiments.

[0141] The information acquisition module 502 acquires the vehicle driving information.

[0142] The vehicle driving information includes the target speed, target acceleration, actual speed, actual acceleration, and vehicle pitch angle.

[0143] In some cases, the vehicle driving information may also include chassis signals, planned path information, etc. The vehicle driving information also includes the collection of traffic participant information in the surrounding environment.

[0144] The scene recognition module 503 processes the vehicle driving information to obtain a scene flag.

[0145] Among them, the scene recognition module 503 can execute a preset recognition logic based on the actual speed, actual acceleration, target speed, target acceleration of the vehicle, and output a recognition result. In one implementation, the recognition result is represented by a scene flag. For example, when the scene recognition module outputs a scene flag of 1, it means that the vehicle is in the target scene. When the scene recognition module outputs a scene flag of 0, it means that the vehicle is not in the target scene.

[0146] When it is recognized that the vehicle is in the target scene, the auxiliary torque control 504 triggers an auxiliary torque control strategy and outputs a torque compensation value. The implementation manner of outputting the torque compensation value can refer to the content disclosed in the foregoing embodiments.

[0147] The torque accumulation module 505 accumulates the torque compensation value and the base torque to obtain the output torque.

[0148] In the embodiment of the present application, the auxiliary torque control strategy is triggered only after the scene recognition module is started.

[0149] Based on the above embodiments, the embodiment of the present application further provides a vehicle control device. Please refer to Figure 6 , Figure 6 which shows a block diagram of a vehicle control device. The vehicle control device includes a processing module 601, a torque calculation module 602, and a compensation module 603, where: The processing module 601 is configured to, when the vehicle is in the target scene, obtain the cumulative duration of the vehicle in the target scene and the first distance corresponding to the vehicle. The cumulative duration indicates the adaptation situation of the vehicle to the target scene, and the first distance indicates the operation range for the vehicle to adjust the torque; The torque calculation module 602 is configured to determine a first torque according to the cumulative duration, determine a first torque coefficient according to the first distance, and determine a torque compensation value according to the first torque and the first torque coefficient; The compensation module 603 is configured to determine the output torque according to the torque compensation value and the base torque, and the output torque is used to control the driving speed and driving acceleration of the vehicle.

[0150] In an embodiment of the present application, the processing module 601 is further configured to: Obtain vehicle driving information, where the vehicle driving information includes a target speed, a target acceleration, an actual speed, an actual acceleration, and a vehicle pitch angle; Determine the speed deviation based on the target speed and the actual speed, and determine the acceleration deviation based on the target acceleration and the actual acceleration; Determine the working mode in which the vehicle is currently located according to the target speed and the target acceleration, and the working modes include a creeping mode and a moving mode; Determine the road environment in which the vehicle is currently located according to the speed deviation, the acceleration deviation, and the vehicle pitch angle; Determine whether the vehicle is in the target scenario according to the working mode in which the vehicle is currently located and the road environment in which the vehicle is currently located.

[0151] In an embodiment of the present application, the processing module 601 is specifically configured to: When it is first determined that the vehicle enters the target scenario, start the timing module to start timing; Obtain the cumulative duration of the vehicle in the target scenario, including: Obtain the cumulative duration from the timing module.

[0152] In an embodiment of the present application, the processing module 601 is specifically configured to: Obtain preset information, where the preset information includes the corresponding relationship between different duration intervals and torques, and the sizes of different duration intervals and torques are negatively correlated; Determine the target duration interval in which the cumulative duration is located according to the preset information and the cumulative duration, and determine the torque corresponding to the target duration interval as the first torque.

[0153] In an embodiment of the present application, the first distance includes a preset distance or the remaining distance between the vehicle and the target traffic participant, and the processing module 601 is specifically configured to: When a target traffic participant is detected within the detection range, obtain the remaining distance and use the remaining distance as the first distance; When a target traffic participant is not detected within the detection range, obtain the preset distance and use the preset distance as the first distance.

[0154] In an embodiment of the present application, the processing module 601 is specifically configured to: When the first distance includes the remaining distance and the remaining distance is less than the preset distance threshold, set the torque compensation value to a preset constant.

[0155] In an embodiment of the present application, the torque calculation module 602 is specifically configured to: Call a preset torque compensation model, input the first torque and the first torque coefficient into the torque compensation model, and obtain the torque compensation value output by the torque compensation model.

[0156] In an embodiment of the present application, the compensation module 603 is further configured to: Perform an integral operation on the speed deviation to obtain the acceleration resistance; Calculate the total driving force based on the acceleration resistance, and determine the basic torque according to the total driving force.

[0157] In an embodiment of the present application, the compensation module 603 is further configured to: Determine the speed deviation according to the target speed and the actual speed. If the speed deviation is greater than the first deviation threshold, add the torque compensation value and the basic torque to obtain the output torque; the first deviation threshold is greater than 0. If the speed deviation is less than 0 and less than the second deviation threshold, subtract the torque compensation value from the basic torque to obtain the output torque, and the second deviation threshold is less than 0.

[0158] In an embodiment of the present application, the compensation module 603 is further configured to: Determine the speed deviation according to the target speed and the actual speed, and determine the torque compensation threshold according to the speed deviation; When the torque compensation value exceeds the torque compensation threshold, use the torque compensation threshold as the torque compensation value.

[0159] In summary, the vehicle control method provided by the embodiments of the present application compensates the basic torque through scenario recognition and torque compensation, and can effectively cope with complex road environments such as variable slopes and potholes. Specifically, when the vehicle enters the target scenario, the processing module and the torque calculation module calculate the first torque and the first torque coefficient according to the cumulative duration and the first distance respectively, and determine the torque compensation value in combination with the preset model. Finally, the compensation module superimposes the torque compensation value on the basic torque to form the output torque to control the vehicle to drive. Through the above method, not only the passability of the vehicle under complex road conditions is improved, but also the driving smoothness and comfort are significantly improved.

[0160] Please refer to Figure 7 , Figure 7 shows a schematic hardware structure diagram of a vehicle. The vehicle includes a processor, a memory, and a communication bus. Among them, the vehicle control device may include a communication interface 701, a memory 702, and a processor 703; each component is coupled together through a bus system 704. It can be understood that the bus system 704 is used to realize the connection and communication between these components. In addition to the data bus, the bus system 704 also includes a power bus, a control bus, and a status signal bus. However, for the sake of clarity, in Figure 7 all kinds of buses are labeled as the bus system 704.

[0161] In the embodiment of the present application, the communication interface 701 is used for receiving and sending signals during the process of receiving and sending information with other external devices; the memory 702 is used for storing a computer program that can run on the processor 703; the processor 703 is used for executing the steps of the vehicle control method described in any one of the foregoing embodiments when running the computer program.

[0162] It is understood that the memory 702 of the embodiment of the present application can be a volatile memory or a non-volatile memory, or can include both volatile and non-volatile memories. Among them, the non-volatile memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory can be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate synchronous DRAM (DDRSDRAM), enhanced synchronous DRAM (ESDRAM), synchronous link DRAM (SLDRAM), and direct RAM (DRRAM). The memory 702 of the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0163] Processor 703 may be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method may be completed by hardware integrated logic circuits or software instructions within processor 703. The processor 703 may be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component. It may implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application may be directly implemented and executed by a hardware decoding processor, or by a combination of hardware and software modules within the decoding processor. The software modules may be located in a storage medium known in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory 702. Processor 703 reads information from memory 702 and, in conjunction with its hardware, completes the steps of the above method.

[0164] It is also understood that the embodiments described herein may be implemented using hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit may be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, or other electronic units configured to perform the functions described herein, or a combination thereof.

[0165] For software implementation, the technologies described herein can be implemented by modules (such as procedures, functions, etc.) that execute the functions described herein. The software code can be stored in a memory and executed by a processor. The memory can be implemented within the processor or outside the processor. Among them, if it is implemented in the form of a software functional module and not sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the embodiments of the present application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to execute all or part of the steps of the method described in this embodiment. And the aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs that can store program codes.

[0166] Therefore, this embodiment provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of the vehicle control method described in the foregoing embodiment.

[0167] In another embodiment of the present application, the embodiments of the present application further provide a computer program product, including a computer program or instructions. When the computer program or instructions are executed by a processor, they implement the steps of the vehicle control method described in the foregoing embodiment.

[0168] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a device, an apparatus, or a computer program product. Therefore, the present application can adopt the form of a hardware embodiment, a software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk memories and optical memories, etc.) that contain computer-usable program codes.

[0169] This application is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to the embodiments of the present application. It should be understood that each flow and / or block in the flowchart and / or block diagram, and the combination of flows and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices generate for implementation in the processFigure 1 means for a process or processes and / or blocks Figure 1 means for the functions specified in a block or blocks.

[0170] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to operate in a particular manner, such that the instructions stored in the computer-readable memory produce a manufacture including an instruction means that implements the functions in a process Figure 1 a process or processes and / or blocks Figure 1 specified in a block or blocks.

[0171] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus, such that a series of operational steps are performed on the computer or other programmable apparatus to produce a computer-implemented process, whereby the instructions executed on the computer or other programmable apparatus provide steps for implementing the functions in a process Figure 1 a process or processes and / or blocks Figure 1 specified in a block or blocks.

[0172] It should be noted that, in this application, the terms "include", "comprise" or any other variation thereof are intended to cover a non-exclusive inclusion, such that a process, method, article or apparatus including a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or apparatus. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, article or apparatus including such element.

[0173] The serial numbers of the embodiments of the present application are merely for description and do not represent the superiority or inferiority of the embodiments.

[0174] The methods disclosed in several method embodiments provided in this application may be arbitrarily combined without conflict to obtain new method embodiments.

[0175] The features disclosed in several product embodiments provided in this application may be arbitrarily combined without conflict to obtain new product embodiments.

[0176] The features disclosed in several method or apparatus embodiments provided in this application may be arbitrarily combined without conflict to obtain new method embodiments or apparatus embodiments.

[0177] As described above, it is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that, The vehicle control method includes: When the vehicle is in a target scenario, obtaining the cumulative duration of the vehicle in the target scenario and a first distance corresponding to the vehicle; the cumulative duration indicates the adaptation of the vehicle to the target scenario, and the first distance indicates the operation range for torque adjustment of the vehicle; Determining a first torque according to the cumulative duration, determining a first torque coefficient according to the first distance, and determining a torque compensation value according to the first torque and the first torque coefficient; Determining an output torque according to the torque compensation value and a base torque, where the output torque is used to control the driving speed and driving acceleration of the vehicle.

2. The vehicle control method according to claim 1, wherein The vehicle control method further includes: Obtaining vehicle driving information, where the vehicle driving information includes a target speed, a target acceleration, an actual speed, an actual acceleration, and a vehicle pitch angle; Determining a speed deviation according to the target speed and the actual speed, and determining an acceleration deviation according to the target acceleration and the actual acceleration; Determining the working mode in which the vehicle is currently located according to the target speed and the target acceleration, where the working mode includes a creep mode and a motion mode; Determining the road environment in which the vehicle is currently located according to the speed deviation, the acceleration deviation, and the vehicle pitch angle; Determining whether the vehicle is in the target scenario according to the working mode in which the vehicle is currently located and the road environment in which the vehicle is currently located.

3. The vehicle control method according to claim 1, wherein The determining the first torque according to the cumulative duration includes: Obtaining preset information, where the preset information includes the correspondence between different duration intervals and torques, and the different duration intervals are negatively correlated with the magnitudes of the torques; Determining the target duration interval in which the cumulative duration is located according to the preset information and the cumulative duration, and determining the torque corresponding to the target duration interval as the first torque.

4. The vehicle control method according to claim 1, wherein The first distance includes a preset distance or the remaining distance between the vehicle and a target traffic participant. Obtaining the first distance corresponding to the vehicle includes: When the target traffic participant is detected within the detection range, obtaining the remaining distance between the vehicle and the target traffic participant, and using the remaining distance as the first distance; ​ 5. The vehicle control method according to claim 4, wherein ​ ​ 6. The vehicle control method according to any one of claims 1-5, characterized in that, ​ ​ ​ 7. The vehicle control method according to any one of claims 1-5, characterized in that, ​ Determine the speed deviation based on the target speed and the actual speed, and determine the torque compensation threshold according to the speed deviation; When the torque compensation value exceeds the torque compensation threshold, use the torque compensation threshold as the torque compensation value.

8. A vehicle control device, characterized in that, The vehicle control device includes: A processing module, configured to obtain the cumulative duration of the vehicle in the target scenario and the first distance corresponding to the vehicle when the vehicle is in the target scenario; the cumulative duration indicates the adaptation of the vehicle to the target scenario, and the first distance indicates the operation range for the vehicle to perform torque adjustment; A torque calculation module, configured to determine a first torque according to the cumulative duration, determine a first torque coefficient according to the first distance, and determine a torque compensation value according to the first torque and the first torque coefficient; A compensation module, configured to determine an output torque according to the torque compensation value and the base torque, and the output torque is used to control the driving speed and driving acceleration of the vehicle.

9. A vehicle, characterized in that, Including: A processor, a memory, and a computer program stored on the memory and capable of running on the processor, and when the computer program is executed by the processor, it implements the vehicle control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, A computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, it implements the vehicle control method according to any one of claims 1 to 7.

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