Vehicle control method and device, vehicle and storage medium

Abstract

The application 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 following steps: when the vehicle is in a target scene, acquiring an accumulated time length of the vehicle in the target scene and a first distance corresponding to the vehicle; determining a first torque according to the accumulated time length; 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. The output torque is determined according to the torque compensation value and a basic torque, and the output torque is used to control the driving speed and the driving acceleration of the vehicle. The accumulated time length can represent the adaptation of the vehicle to the target scene, and the first distance can represent the operation range of the torque adjustment of the vehicle. The scheme comprehensively considers the scene in which the vehicle is located, the adaptability of the vehicle to the current scene and the operability range of the vehicle, so that the power control of the vehicle in the complex road condition is more accurate and stable, and the overall driving experience is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and particularly relates to a vehicle control method and device, a vehicle and a storage medium. BACKGROUND

[0002] With the continuous development of automatic driving technology, the vehicle control method plays an important role in improving driving comfort and passability.

[0003] Among them, the automatic driving function will face many complex and variable scenes in the process of use, such as variable slope scenes, including turning from uphill to downhill, turning from downhill to uphill, turning from downhill to flat road, etc. For example, the scene of the potholed road and the like.

[0004] Because in complex road conditions, the output torque provided by the vehicle cannot meet the demand of the vehicle, it will cause the vehicle to have problems such as movement lag, vehicle movement interruption, and unstable movement. SUMMARY

[0005] The present 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 demand of the vehicle, and avoid problems such as vehicle movement lag, vehicle movement interruption, and unstable movement.

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method, which comprises:

[0007] When the vehicle is in a target scene, the cumulative time length of the vehicle in the target scene and the first distance corresponding to the vehicle are obtained, the cumulative time length indicates the adaptation of the vehicle to the target scene, and the first distance indicates the operation range of the torque adjustment of the vehicle.

[0008] The first torque is determined according to the cumulative time length, the first torque coefficient is determined according to the first distance, and the torque compensation value is determined according to the first torque and the first torque coefficient.

[0009] The output torque is determined according to the torque compensation value and the basic torque, and the output torque is used to control the driving speed and the driving acceleration of the vehicle.

[0010] By the technical scheme, when the vehicle is in the target scene, the control enhancement strategy is triggered, the first torque and the first torque coefficient are determined based on the accumulated time length and the first distance of the vehicle in the target scene respectively, the accumulated time length can represent the adaptability of the vehicle to the target scene, the first distance can represent the operation range of the vehicle for torque adjustment, and then the torque compensation value is obtained by combining the two, and finally the output torque is obtained by superimposing the torque compensation value on the basic torque. The scheme comprehensively considers the scene where the vehicle is located, the adaptability of the vehicle to the current scene and the operability range of the vehicle, so that the power control of the vehicle in complex road conditions is more accurate and stable, and it is ensured that the output torque provided by the vehicle can meet the actual needs of the vehicle, avoiding problems such as vehicle motion delay, vehicle motion interruption and unstable motion.

[0011] In one of the embodiments, the vehicle control method further comprises: obtaining vehicle driving information, the vehicle driving information comprising a target speed, a target acceleration, an actual speed, an actual acceleration and a vehicle pitch angle;

[0012] 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;

[0013] determining a working mode of the vehicle currently located according to the target speed and the target acceleration, the working mode comprising a peristalsis mode and a motion mode;

[0014] determining a road environment where the vehicle currently locates according to the speed deviation, the acceleration deviation and the vehicle pitch angle;

[0015] determining whether the vehicle is in the target scene according to the working mode of the vehicle currently located and the road environment where the vehicle currently locates.

[0016] The above technical scheme comprehensively analyzes the speed deviation, the acceleration deviation and the vehicle pitch angle and other parameters to determine the road environment, and determines the target scene in combination with the working mode of the vehicle currently located, thereby improving the accuracy of scene recognition, avoiding misjudgment or omission, and providing a reliable decision basis for subsequent torque compensation.

[0017] In one of the embodiments, before obtaining the accumulated time length of the vehicle in the target scene, the vehicle control method further comprises:

[0018] when it is first determined that the vehicle enters the target scene, starting a timing module to start timing;

[0019] obtaining the accumulated time length of the vehicle in the target scene, comprising:

[0020] obtaining the accumulated time length from the timing module.

[0021] The technical solution has the advantages that the torque change rule corresponding to different accumulated time intervals is set, so that the longer the vehicle stays in the target scene, the smaller the torque adjustment range, thereby achieving more stable power output and preventing adverse driving experience caused by excessive compensation.

[0022] In one of the embodiments, the first torque is determined according to the accumulated time, including:

[0023] The preset information includes a corresponding relationship between different time intervals and torques, and the torques are negatively related to the time intervals;

[0024] The target time interval in which the accumulated time is located is determined according to the preset information and the accumulated time, and the torque corresponding to the target time interval is determined as the first torque.

[0025] The technical solution has the advantages that the first torque is an initial compensation torque, the accumulated time indicates the adaptation of the vehicle to the target scene, and the first torque is dynamically adjusted according to the accumulated time, so that the real-time state of the vehicle can be fully considered, and the vehicle can be more flexibly and accurately controlled and adjusted in a complex operating environment.

[0026] In one of the embodiments, the first distance includes a preset distance or a remaining distance between the vehicle and the target traffic participant, and the first distance of the vehicle is obtained, including:

[0027] When the target traffic participant is detected in the detection range, the remaining distance is obtained, and the remaining distance is taken as the first distance;

[0028] When the target traffic participant is not detected in the detection range, the preset distance is obtained, and the preset distance is taken as the first distance.

[0029] In the embodiments, the remaining distance can be used to evaluate whether the current vehicle is close to the target traffic participant, so as to determine whether braking or acceleration measures need to be taken, and to prepare for the vehicle control strategy that may be executed to cope with the influence of the target traffic participant. By dynamically judging whether the target traffic participant exists and adjusting the first torque coefficient accordingly, different traffic environments can be more flexibly coped with, the vehicle power output is optimized under the premise of safety, and the overall control precision is improved.

[0030] In one of the embodiments, the vehicle control method further includes:

[0031] When the target traffic participant is not detected in the detection range, the second torque coefficient is obtained;

[0032] The torque compensation value is determined according to the first torque and the second torque coefficient.

[0033] In one of the embodiments, the vehicle control method further comprises:

[0034] When the first distance comprises a remaining distance and the remaining distance is less than a preset distance threshold, the torque compensation value is set as a preset constant.

[0035] In the embodiments of the present application, after the vehicle obtains the remaining distance, the vehicle can compare the remaining distance with the preset distance threshold. When the remaining distance is less than the preset distance threshold, it indicates that the distance between the vehicle and the target traffic participant is small. In this case, in order to avoid the control enhancement strategy causing the vehicle to overshoot, the vehicle stops calculating the torque compensation value, and directly sets the torque compensation value as a preset constant. In addition, the vehicle also exits the enhanced control strategy.

[0036] In one of the embodiments, the torque compensation value is determined according to the first torque and the first torque coefficient, comprising:

[0037] The preset torque compensation model is 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.

[0038] In one of the embodiments, the vehicle control method further comprises:

[0039] The speed deviation is integrated to obtain an acceleration resistance;

[0040] The total driving force is calculated based on the acceleration resistance, and the basic torque is determined according to the total driving force.

[0041] The basic torque is an 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 basic torque does not contain additional adjustments for special scenarios, and is the basic basis for vehicle control.

[0042] In one of the embodiments, the output torque is determined according to the torque compensation value and the basic torque, comprising:

[0043] The speed deviation is determined according to the target speed and the actual speed. If the speed deviation is greater than a first deviation threshold, the torque compensation value and the basic torque are added to obtain the output torque, and the first deviation threshold is greater than 0. If the speed deviation is less than a second deviation threshold, the basic torque is subtracted by the torque compensation value to obtain the output torque, and the second deviation threshold is less than 0.

[0044] In the embodiments of the present application, the first deviation threshold is greater than 0, and the second deviation threshold is less than 0. The increase or decrease of the torque can be determined according to the speed deviation. In the case that the target speed is greater than the actual speed, the torque is increased, and in the case that 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.

[0045] In one embodiment, before determining the output torque according to the torque compensation value and the base torque, the vehicle control method further comprises:

[0046] determining a speed deviation according to the target speed and the actual speed, and determining the torque compensation threshold according to the speed deviation;

[0047] when the torque compensation value exceeds the torque compensation threshold, taking the torque compensation threshold as the torque compensation value.

[0048] By setting the torque compensation threshold, the amplitude of the compensation torque can be effectively limited, and the adverse effects of excessive torque changes on vehicle driving can be avoided, thereby improving the stability and safety of the system.

[0049] In a second aspect, the embodiments of the present application provide a vehicle control device, which comprises:

[0050] a processing module, configured to acquire a cumulative duration of the vehicle in a target scene and a first distance corresponding to the vehicle when the vehicle is in the target scene; the cumulative duration indicates the adaptation of the vehicle to the target scene, and the first distance indicates an operation range of torque adjustment of the vehicle;

[0051] 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;

[0052] a compensation module, configured to determine an output torque according to the torque compensation value and a base torque, and the output torque is used to control the driving speed and the driving acceleration of the vehicle.

[0053] In a third aspect, the embodiments of the present application provide a vehicle, which comprises a processor, a memory, and a computer program stored in the memory and capable of running on the processor, and the computer program is executed by the processor to implement the steps of the vehicle control method according to any one of the above first aspect.

[0054] In a fourth aspect, the embodiments of the present application provide a computer readable storage medium, and the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the steps of the vehicle control method according to any one of the above first aspect.

[0055] The beneficial effects of the embodiments of the present application are as follows:

[0056] The embodiment of the application provides a kind of enhanced control strategy, the vehicle control method includes scene identification and torque compensation two parts, wherein, the role of scene identification is: identify the environment where the vehicle is currently located, and judge whether to trigger the enhanced control strategy.The role of torque compensation module is: the scene where the vehicle is located, the adaptability of vehicle to the current scene and the distance range of torque adjustment of vehicle are determined to determine torque compensation value, torque compensation value is superimposed on basic torque, to obtain output torque, so that the power control of vehicle in complex road condition is more accurate and stable, ensure that the output torque provided by vehicle can meet the actual demand of vehicle, avoid the problems such as vehicle motion delay, vehicle motion interruption, motion instability.

[0057] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, but not limiting the technical solutions of the application. BRIEF DESCRIPTION OF DRAWINGS

[0058] Figure 1 A schematic diagram of a vehicle control method is shown;

[0059] Figure 2 A schematic diagram of a scene identification method is shown;

[0060] Figure 3 A flow chart of a method for determining a first torque is shown;

[0061] Figure 4 A flow chart of a vehicle control method is shown;

[0062] Figure 5 A logic block diagram of a vehicle control device is shown;

[0063] Figure 6 A block diagram of a vehicle control device is shown;

[0064] Figure 7 A schematic diagram of the hardware structure of a vehicle control device is shown. DETAILED DESCRIPTION

[0065] In order to be able to understand the features and technical contents of the embodiments of the application more fully, the implementation of the embodiments of the application will be described in detail below with reference to the accompanying drawings, the accompanying drawings are only used for reference and are not used to limit the embodiments of the application.

[0066] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the application belongs. The terms used herein are only for the purpose of describing the embodiments of the application, and are not intended to limit the application.

[0067] In the following description, reference is made to "some embodiments", which describe a subset of all possible embodiments, but it is to be understood that "some embodiments" can be the same subset or different subsets as each other and as other embodiments described herein, and can be combined with each other where appropriate without conflict.

[0068] It should also be noted that the terms "first", "second", "third" and the like in the description and in the claims, merely denote similar objects, and do not require a particular ordering, and it is to be understood that the terms "first", "second", "third" and the like can be interchanged with each other in the permitted cases, so that the application described herein can be implemented in an order other than that illustrated or described herein.

[0069] In addition, reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are they necessarily mutually exclusive or alternative embodiments. It is expressly understood that the embodiments described herein are combinable with each other.

[0070] The related technologies of the application are introduced as follows.

[0071] The automatic driving function will face many complex and variable scenarios in use, and therefore, the output torque of the vehicle needs to be flexibly controlled.

[0072] In one scenario, the output torque of the vehicle is small when the vehicle is in a low-speed control state. If the road environment where the vehicle is located is complex at this time, for example, the vehicle is in a variable slope environment or on a bumpy road, the vehicle needs a larger output torque to move, otherwise the vehicle movement will be interrupted.

[0073] In another scenario, the output torque of the vehicle is large when the vehicle is in a standard motion mode. If the road environment where the vehicle is located is complex at this time, the actual speed and actual acceleration of the vehicle increase under the influence of the road environment, which will cause the vehicle control to be unstable, such as fast and slow.

[0074] To solve the above technical problems, the vehicle control method provided by the embodiments of the application includes: when it is determined that the vehicle is in a target scenario, a torque compensation mechanism is started, a first torque and a first torque coefficient are determined based on a cumulative time length and a first distance of the vehicle in the target scenario, respectively, and the first torque and the first torque coefficient are combined to generate a torque compensation value, which is finally superimposed on a basic torque to form an output torque, thereby improving the adaptability of the vehicle to complex scenarios, improving the smoothness and passability of the vehicle driving, and avoiding the response delay problem caused by a too small power rising gradient in the traditional control strategy.

[0075] The vehicle control method provided by the embodiments of the present application can be applied to a multi-wheel vehicle, including but not limited to a self-driving car, a traditional fuel car, a motorcycle, an electric car, a hybrid car, an electric motorcycle, and the like.

[0076] The vehicle control method provided by the embodiments of the present application will be described below with reference to the accompanying drawings.

[0077] Please refer to Figure 1 , Figure 1 A schematic diagram of a vehicle control method is shown. The vehicle control method includes the following steps:

[0078] Step 101, when the vehicle is in a target scene, the cumulative duration of the vehicle in the target scene and the first distance corresponding to the vehicle are obtained.

[0079] In the embodiments of the present application, when the vehicle is in the target scene, the vehicle can be triggered to execute an enhanced control strategy. The enhanced control strategy includes obtaining the cumulative duration of the vehicle in the target scene and obtaining the first distance corresponding to the vehicle.

[0080] First, the process of obtaining the cumulative duration in the target scene will be described.

[0081] The cumulative duration refers to the length of time that the vehicle has been continuously in the target scene since the vehicle first entered the target scene. The cumulative duration can be timed in seconds or milliseconds. The cumulative duration can be used to indicate the adaptation of the vehicle to the target scene.

[0082] In the embodiments of the present application, the timing module refers to a time recording unit activated when the vehicle first enters the target scene (such as a slope, 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 scene, 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 scene to assist the execution of the subsequent control strategy. In the case where the vehicle confirms to leave the target scene, 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 scene according to the vehicle driving information, and obtain the cumulative duration from the timing module in the case where the vehicle is in the target scene.

[0083] The cumulative duration can be used to determine whether the vehicle has adapted to the current scene. For example, when the vehicle first enters a potholed road surface, the cumulative duration is short, and at this time the control system of the vehicle may need a higher torque output to overcome the resistance brought by the uneven road surface; when the cumulative duration is long, it means that the vehicle has been running in the current scene for a period of time, and at this time the control system of the vehicle can appropriately reduce the torque output to avoid unnecessary power waste.

[0084] The embodiment of the application can dynamically adjust the torque output strategy of the vehicle by introducing a timing module and obtaining the cumulative time length, so as to more accurately match the requirements of different stages, improve the passability and stability of the vehicle in complex scenes, and reduce unnecessary energy consumption.

[0085] The process of obtaining the first distance corresponding to the vehicle is described below.

[0086] The first distance includes a preset distance or a remaining distance between the vehicle and the target traffic participant. The first distance indicates the operation range of the torque adjustment of the vehicle.

[0087] In the embodiment of the application, the vehicle can detect the surrounding environment of the vehicle during driving through various detection devices such as radars, cameras, sensors, etc. 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.

[0088] The detection range refers to the effective area in which 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 capability of the system.

[0089] The traffic participant refers to an entity that may affect the driving of the vehicle on the road, including but not limited to other vehicles, pedestrians, bicycles, cones, roadblocks, parking barriers, etc. The traffic participant has dynamic or static characteristics and can affect the driving path or speed of the current vehicle. In the process of vehicle control, the presence of the traffic participant will affect the following strategy, deceleration demand and acceleration adjustment of the vehicle. In the embodiment of the application, the target traffic participant can be understood as a traffic participant detected by the detection device that may interfere with the driving state of the vehicle.

[0090] When the detection device of the vehicle detects the target traffic participant, it indicates 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.

[0091] 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. The remaining distance can be used to assess whether the current vehicle is close to the target traffic participant, and to prepare for the vehicle control strategy that may be executed to cope with the influence of the target traffic participant. For example, in a parking scene, if the distance from the vehicle to the parking barrier is small, the output torque of the vehicle needs to be reduced to avoid the actual parking position of the vehicle missing the parking barrier.

[0092] In some other implementations, it is possible that multiple target traffic participants are detected, in which case, the actual distance between the vehicle and each target traffic participant can be calculated, and the actual distance corresponding to each target traffic participant is obtained, and then the shortest distance among the multiple actual distances is taken as the remaining distance. This is because the shorter the distance between the vehicle and the target traffic participant, the greater the influence of the target traffic participant on the vehicle, and therefore the shortest distance is taken as the remaining distance to determine whether braking or acceleration measures need to be taken.

[0093] The process of determining whether the vehicle is in the target scenario in the embodiments of the present application is described below.

[0094] In one implementation, the vehicle can determine whether it is in the target scenario based on preset judgment logic. In another implementation, the vehicle can collect vehicle driving information and report it to the cloud, and the cloud determines whether the vehicle is in the target scenario.

[0095] The embodiments of the present application provide a method for identifying whether a vehicle is in a target scenario. Please refer to Figure 2 , Figure 2 A schematic diagram of a scenario identification method is shown, and the vehicle control method can be applied to the vehicle end or the cloud end. The vehicle control method includes the following steps:

[0096] Step 201, obtaining vehicle driving information.

[0097] The vehicle driving information includes target speed, target acceleration, actual speed, actual acceleration, and vehicle pitch angle.

[0098] When the vehicle control method is applied to the vehicle end, the vehicle can collect vehicle driving information and process it by itself. When the 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 determination result to the vehicle end can reduce the computational pressure of the vehicle end.

[0099] Step 202, determining the speed deviation according to the target speed and the actual speed, and determining the acceleration deviation according to the target acceleration and the actual acceleration.

[0100] In the embodiments of the present application, the actual speed refers to the current actual driving speed of the vehicle, which is usually measured by a vehicle speed sensor; the target speed is the expected driving speed of the vehicle that can be reached by the vehicle control system based on the driving strategy. In the embodiments of the present application, the target speed minus the actual speed can obtain the speed deviation, which is used to measure the deviation degree of the current speed of the vehicle from the expected speed.

[0101] The actual acceleration is the current instantaneous acceleration of the vehicle, which can be calculated according to the rate of change of the actual speed; the target acceleration is the expected acceleration that the vehicle can reach based on the driving strategy determined by the vehicle control system. In the embodiments of the present application, the acceleration deviation can be obtained by subtracting the actual acceleration from the target acceleration, and the acceleration deviation reflects the deviation degree of the current acceleration of the vehicle from the expected acceleration.

[0102] In step 203, the working mode of the vehicle is determined according to the target speed and the target acceleration.

[0103] The working mode includes a peristaltic mode and a motion mode.

[0104] In the peristaltic mode, the vehicle control speed is low, and the output torque is small. Generally, the vehicle will be in the peristaltic mode during the starting stage, the parking stage, or when passing through a narrow road or a bumpy road.

[0105] The motion mode is suitable for high-speed driving or application scenarios with high requirements for the dynamic response performance of the vehicle.

[0106] In the embodiments of the present application, the target speed and the target acceleration reflect the current driving intention and dynamic behavior of the vehicle. By analyzing the two parameters of the target speed and the target acceleration, the working mode of the vehicle can be determined. For example, in the case where the target speed is greater than or equal to a first speed threshold, and the target acceleration is greater than or equal to a first acceleration threshold, it can be determined that the vehicle is in an acceleration state and travels at a high speed, and therefore it can be determined that the vehicle is in the motion mode. Conversely, in the case where 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 travels at a low speed, and therefore it can be determined that the vehicle is in the peristaltic mode.

[0107] In step 204, the road environment of the vehicle is determined according to the speed deviation, the acceleration deviation, and the pitch angle of the vehicle.

[0108] When the vehicle is driving on a bumpy road, the actual speed of the vehicle will be different from the target speed due to the influence of the road environment. For example, when encountering a concave ground, the actual speed of the vehicle will be greater than the target speed. When encountering a convex ground, the actual speed of the vehicle will be less than the target speed. The greater the influence of the road condition on the speed of the vehicle, the greater the speed deviation. The same applies to the acceleration deviation.

[0109] In the embodiments of the present application, the speed deviation is used to measure the deviation of the current speed of the vehicle from the expected speed. The acceleration deviation reflects the deviation of the current acceleration of the vehicle from the expected acceleration. The vehicle pitch angle refers to the angle formed by the change in the height of the front and rear axes of the vehicle during driving, which is usually obtained by a body height sensor or an inertial measurement unit (IMU). When the vehicle enters a variable slope area, the pitch angle will change significantly, for example, when driving from an uphill to a downhill, the front wheels sink and the rear wheels rise, and the pitch angle becomes negative; otherwise, it is positive. The vehicle pitch angle parameter can assist in determining whether the vehicle is in a variable slope or complex terrain such as potholes, and can be used as one of the important bases for scene recognition.

[0110] In one implementation, when the speed deviation is greater than or equal to the speed deviation threshold, and the vehicle pitch angle changes continuously within a certain time length, it is determined that the road environment in which the vehicle is located is a complex environment.

[0111] 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.

[0112] 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 changes continuously within a certain time length, it is determined that the road environment in which the vehicle is located is a complex environment, otherwise it is determined that the road environment in which the vehicle is located is a non-complex environment.

[0113] In step 205, it is determined whether the vehicle is in a target scene according to the current working mode of the vehicle and the current road environment of the vehicle.

[0114] In the embodiments of the present application, the driving intention of the vehicle can be determined according to the working mode in which the vehicle is located, and on this basis, in combination with the road environment in which the vehicle is located, it is determined whether the vehicle is in a scene that needs to be enhanced control, that is, a target scene. The target scene refers to a specific driving environment defined by the system, such as a potholed road, a variable slope section, a low adhesion coefficient road, etc.

[0115] When the vehicle is in the peristaltic mode and the current road environment of the vehicle is a complex environment, it is determined that the vehicle is in the target scene, otherwise the vehicle is not in the target scene.

[0116] In the embodiments of the present application, the current road environment is judged by the speed deviation, the acceleration deviation, and the vehicle pitch angle, and finally whether the vehicle is in the target scene is determined according to the working mode and the road environment. Through the above method, the complex road conditions can be more accurately identified, so that the enhanced control strategy can be started in time, and the passability and stability of the vehicle in the complex environment can be effectively improved, thereby improving the automatic driving experience of the user.

[0117] At step 102, 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.

[0118] In the embodiments of the present application, the process of determining the first torque according to the accumulated duration includes the following contents:

[0119] The first torque is an initial compensation torque calculated based on the accumulated duration, and the magnitude of the torque is negatively related to the accumulated duration. That is, the longer the vehicle stays in the target scene, the longer the vehicle has been running in the current scene, and at this time the control system of the vehicle can appropriately reduce the torque output to avoid unnecessary power waste.

[0120] In one implementation, the accumulated duration can be input into a preset torque estimation model to obtain a first torque output by the torque estimation model, wherein the torque estimation model takes the accumulated duration as the dependent variable.

[0121] In another implementation, please refer to Figure 3 , Figure 3 A flowchart of a method for determining a first torque is shown, which includes the following steps:

[0122] At step 301, preset information is obtained.

[0123] The preset information includes a corresponding relationship between different duration intervals and torques, and the magnitude of the torque is negatively related to the different duration intervals.

[0124] In the embodiments of the present application, the preset information refers to a series of control parameters set in advance, which is used to guide the torque output of the vehicle in different accumulated 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 relationship between multiple duration intervals and corresponding torque values. For example, 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], wherein the torque corresponding to the first duration interval can be set to 20 Nm, 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. As the duration increases, the torque decreases.

[0125] It should be noted that the above total duration and each duration interval, and the torque corresponding to each duration interval are exemplary examples, and do not limit the scheme provided by the embodiments of the present application.

[0126] At step 302, the target duration interval in which the accumulated duration is located is determined according to the preset information and the accumulated duration, and the torque corresponding to the target duration interval is determined as the first torque.

[0127] In the embodiments of the present application, the vehicle can find the corresponding time interval according to the accumulated time length, and determine the size of the output torque based on the parameters set by the target time interval. For example, the accumulated time length is 80 seconds, and according to the example given above, it can be determined according to the preset information that the target time interval in which the accumulated time length is located is the first time interval. In this case, the 20 Nm corresponding to the first time interval can be determined as the first torque. Since the target time interval and the torque are negatively correlated, when the accumulated time length is small, the first torque is large; as the accumulated time length increases, the first torque gradually decreases.

[0128] The design scheme based on the negative correlation between the target time interval and the torque helps to provide sufficient driving force when the vehicle just enters a complex scene, and gradually reduces the output torque after the vehicle adapts to the scene, avoiding excessive intervention.

[0129] In the embodiments of the present application, by dynamically adjusting the first torque according to the accumulated time, the present application can more flexibly and accurately determine the initial compensation torque in a complex operating environment, thereby improving the control performance of the vehicle and improving the driving comfort.

[0130] In the embodiments of the present application, the process of determining the first torque coefficient according to the first distance includes the following contents:

[0131] The first torque coefficient is a proportional factor calculated according to the first distance, which is used to adjust the amplification multiple of the first torque. For example, when the remaining distance is small, the torque compensation coefficient can be reduced to prevent the vehicle from rushing over obstacles or colliding due to excessive torque; specifically, the system avoids interference of excessive torque on vehicle driving by reducing the torque compensation coefficient. Conversely, when the remaining distance is large, the torque compensation coefficient can be appropriately increased to speed up the response speed of the vehicle, thereby improving the driving experience and safety.

[0132] In the embodiments of the present application, the first distance includes a preset distance and a remaining distance between the vehicle and the traffic participant. The preset distance is a safety distance threshold set by the system in advance, which is usually set according to road type, speed limit and other factors; the remaining distance refers to the actual distance between the current vehicle and the target traffic participant.

[0133] In the embodiments of the present application, when the target traffic participant is detected within the detection range, the first torque coefficient is determined based on the remaining distance. If the target traffic participant is not detected within the detection range, the first torque coefficient is determined based on the preset distance.

[0134] The process of determining the first torque coefficient based on the remaining distance includes:

[0135] The mapping relationship between the distance and the torque coefficient is obtained, for example, when the distance falls within the range of [50, 80] (unit: meter), the corresponding torque coefficient is 0.8; when the distance falls within the range of [30, 50), the corresponding torque coefficient is 0.6; and when the distance falls within the range of [20, 30), the corresponding torque coefficient is 0.3, where the size of the distance is positively correlated with the size of the torque coefficient. That is, the greater the remaining distance, the greater 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.

[0136] In another implementation manner, after obtaining the remaining distance, the vehicle can further compare the remaining distance with a preset distance threshold. When the remaining distance is smaller than the preset distance threshold, it indicates that the distance between the vehicle and the target traffic participant is small. In this case, in order to avoid that the control enhancement strategy causes the vehicle to overshoot, the vehicle stops calculating the torque compensation value, but directly sets the torque compensation value as a preset constant. Optionally, the preset constant can be 0. Optionally, the preset constant can also be a negative number. In addition, the vehicle also exits the enhanced control strategy.

[0137] Exemplarily, the preset distance threshold can be set to 15 meters, that is, when the remaining distance is smaller than 15 meters, the torque compensation is no longer performed.

[0138] In some cases, it may occur that the target traffic participant cannot be detected, for example, when the vehicle is driving on an open road, a plurality of traffic participants can be detected, but none of them will affect the driving state of the vehicle. In this case, the vehicle can obtain a preset distance, and take the preset distance as the first distance.

[0139] In the embodiment of the application, the preset distance is a reference distance set by the vehicle in the case where the target traffic participant is not detected, in order to maintain a reasonable driving rhythm. The preset distance is usually set based on historical data, driving habits or the needs of specific scenarios. For example, on an open road, the preset distance can be set to 300 meters.

[0140] By setting the preset distance, in the case where the target traffic participant is not detected, a reasonable first torque coefficient can still be output in the embodiment of the application, so that a stable torque compensation value can still be provided under various driving conditions.

[0141] In another implementation manner, when no target traffic participant is detected within the detection range, the vehicle can directly obtain a second torque coefficient. The second torque coefficient is usually a constant. That is, when no target traffic participant is detected within the detection range, the vehicle takes a fixed value as the second torque coefficient. Optionally, the second torque coefficient can be 1.

[0142] The process of determining the first torque coefficient based on the preset distance includes:

[0143] In the embodiment of the application, the first torque coefficient corresponding to the preset distance is a constant. That is, when no target traffic participant is detected in the detection range, the vehicle will take a fixed value as the first torque coefficient. Alternatively, the first torque coefficient determined based on the preset distance can be 1.

[0144] In the embodiment of the 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 realize more refined power control.

[0145] In the embodiment of the application, the process of determining the torque compensation value according to the first torque and the first torque coefficient includes the following contents:

[0146] In the embodiment of the application, the torque compensation value is an additional torque amount calculated after the vehicle enters the target scene, which is used to compensate 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.

[0147] In one implementation manner, a preset torque compensation model can be called, the first torque and the first torque coefficient are input into the torque compensation model, and the torque compensation value output by the torque compensation model is obtained.

[0148] In the embodiment of the application, the mathematical expression corresponding to the torque compensation model can include:

[0149] ;

[0150] wherein, is the torque compensation value, is the first torque; is the first torque coefficient.

[0151] In one implementation manner, in the embodiment of the application, in order to avoid that the vehicle overshoots or the vehicle motion is interrupted due to the too large torque compensation value, the torque compensation value needs to be further limited.

[0152] In the embodiment of the application, a corresponding relationship between different speed deviations and different torque compensation thresholds is preset. Based on the corresponding relationship, 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, so as to prevent the problems of unstable or out-of-control vehicle power output caused by excessive compensation.

[0153] When setting the torque compensation threshold, the complexity of the current road environment and the vehicle response capability need to be considered to ensure that the compensation amount can both improve the passability and will not affect the driving comfort and safety. For example, when the vehicle drives into a potholed road, the vehicle driving speed decreases due to the uneven ground, and the speed deviation gradually increases. In the case that the vehicle drives into a potholed road and causes the vehicle speed to decrease and the speed deviation to increase, the control system correspondingly increases the torque compensation threshold. The control system allows higher compensation torque output, thereby realizing the rapid recovery of the vehicle speed and preventing the vehicle from being stuck in a stagnant state.

[0154] In the embodiment of the present application, after the torque compensation value is obtained, the torque compensation value and the torque compensation threshold are compared. If the torque compensation value is greater than the torque compensation threshold, the torque compensation threshold is taken as the torque compensation value. If the torque compensation value is less than the torque compensation threshold, normal execution is performed.

[0155] In step 103, the output torque is determined according to the torque compensation value and the base torque.

[0156] The output torque is used to control the driving speed and driving acceleration of the vehicle.

[0157] In the embodiment of the present application, the base torque is the output torque calculated by a conventional longitudinal closed-loop control strategy, which is mainly used to maintain the normal driving state of the vehicle on general roads. The base torque does not contain additional adjustments for special scenarios and is the basic basis for vehicle control.

[0158] The embodiment of the present application provides a method for determining a base torque, which comprises:

[0159] In step S1, the acceleration resistance is obtained by integrating the speed deviation.

[0160] In step S2, the total driving force is calculated based on the acceleration resistance, and the base torque is determined according to the total driving force.

[0161] In the embodiment of the present application, the acceleration resistance can be calculated by the following formula (1):

[0162] (1);

[0163] Wherein, is the acceleration resistance, is the proportional term coefficient, is the integral term coefficient, is the speed deviation.

[0164] On the basis of obtaining the acceleration resistance , the friction resistance, the slope component force and the wind resistance also need to be obtained. The friction resistance, the slope component force and the wind resistance can be real-time calculation results or empirical values. The present application does not limit this.

[0165] In the embodiments of the present application, the total driving force can be calculated by the following formula (2):

[0166] (2);

[0167] wherein, is the total driving force, is the acceleration resistance, is the friction resistance, is the slope component force, is the wind resistance.

[0168] In the embodiments of the present application, the base torque can be calculated by the following formula (3):

[0169] (3);

[0170] is the base torque, is the total driving force, is the wheel radius.

[0171] In the embodiments of the present application, the output torque is the total torque finally acting on the vehicle driving system, which is obtained by fusing the base torque and the torque compensation value. The output torque determines the driving force of the vehicle, thereby affecting the driving speed and acceleration of the vehicle.

[0172] In one implementation, the base torque and the torque compensation value can be added to obtain the output torque.

[0173] In one implementation, the embodiments of the present application further propose that the increase or decrease of the torque is determined according to the speed deviation. For example, in the embodiments of the present application, the target speed minus the actual speed can be used to obtain the speed deviation, wherein if the speed deviation is greater than 0 and greater than a first deviation threshold, it indicates that the torque needs to be increased, in which case the torque compensation value can be determined as a positive value. Correspondingly, the torque compensation value and the base torque can be added to obtain the output torque.

[0174] If the speed deviation is less than 0 and less than a second deviation threshold, it indicates that the torque needs to be decreased, in which case the torque compensation value can be determined as a negative value. Correspondingly, the base torque minus the torque compensation value can be used to obtain the output torque.

[0175] In the 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 realizing accurate control of the vehicle speed and acceleration, and ensuring the vehicle to travel smoothly and safely under complex road conditions.

[0176] The vehicle control method provided in the embodiments of the present application first determines whether the vehicle enters a target scene through vehicle driving information, and in the case that the vehicle enters the target scene, starts an enhanced control strategy, calculates a first torque based on the accumulated time length of the current scene, determines a first torque compensation coefficient based on the remaining distance between the vehicle and the target traffic participant, then comprehensively operates the first torque and the torque compensation coefficient to calculate a specific torque compensation value. Finally, the torque compensation value is superimposed into the basic torque to generate an output torque for driving the motor. The power control of the vehicle in complex road conditions is more accurate and stable, thereby improving the overall driving experience.

[0177] On the basis of the above-mentioned embodiments, the embodiments of the present application also provide a vehicle control method, please refer to Figure 4 , Figure 4 A flowchart of a vehicle control method is shown, which comprises:

[0178] Step 401, starting the automatic driving function.

[0179] The embodiments of the present application are applied to vehicles supporting automatic driving function or auxiliary driving function, wherein the automatic driving function or auxiliary driving function refers to, for example, automatic parking, moving out of the parking space, etc.

[0180] Step 402, determining whether the torque compensation condition is met.

[0181] If yes, go to step 403, if no, go to step 407.

[0182] In the embodiments of the present application, the vehicle can determine whether the vehicle is in a target scene based on vehicle driving information. If the vehicle is in the target scene, i.e. the torque compensation condition is met, the control enhancement strategy is triggered. If the vehicle is not in the target scene, the torque compensation condition is not met.

[0183] Step 403, determining whether to adjust the torque according to the speed deviation and the threshold interval.

[0184] If yes, go to step 404, if no, go to step 407.

[0185] In the embodiments of the present application, the threshold interval can be represented as (second deviation threshold, first deviation threshold), wherein the first deviation threshold is greater than 0, and the second threshold deviation is less than 0. If the speed deviation is within the threshold interval, it is determined that the torque is not adjusted.

[0186] Step 404, determining whether the speed deviation exceeds the upper limit of the threshold interval.

[0187] The upper limit of the threshold interval is the first deviation threshold.

[0188] If yes, go to step 405, if no, go to step 406.

[0189] Step 405, add the base torque and the torque compensation value to obtain the output torque. Return to step 402.

[0190] Step 406, subtract the base torque from the torque compensation value to obtain the output torque. Return to step 402.

[0191] Step 407, take the base torque as the output torque. Return to step 402.

[0192] On the basis of the above embodiments, please refer to Figure 5 , Figure 5 A logic block diagram of a vehicle control device is shown, which includes a torque closed-loop control module 501, an information acquisition module 502, a scene recognition module 503, an auxiliary torque control 504 and a torque accumulation module 505, wherein,

[0193] The torque closed-loop control module 501 outputs a base torque based on a torque closed-loop control strategy.

[0194] The implementation of the output base torque can refer to the content disclosed in the foregoing embodiments.

[0195] The information acquisition module 502 acquires vehicle driving information.

[0196] The vehicle driving information includes target speed, target acceleration, actual speed, actual acceleration and vehicle pitch angle.

[0197] In some cases, the vehicle driving information can also include chassis signals, planned path information, etc. The vehicle driving information also includes the collection of traffic participant information in the surrounding environment.

[0198] The scene recognition module 503 processes the vehicle driving information to obtain a scene flag.

[0199] The scene recognition module 503 can execute a preset recognition logic based on the actual speed, actual acceleration, target speed and target acceleration of the vehicle, and output a recognition result. In an implementation manner, the recognition result is expressed in the form of a scene flag. For example, when the scene recognition module outputs a scene flag 1, it means that the vehicle is in a target scene. When the scene recognition module outputs a scene flag 0, it means that the vehicle is not in a target scene.

[0200] When it is recognized that the vehicle is in a target scene, the auxiliary torque control 504 triggers an auxiliary torque control strategy to output a torque compensation value. The implementation of the output torque compensation value can refer to the content disclosed in the foregoing embodiments.

[0201] The torque accumulation module 505 accumulates the torque compensation value and the basic torque to obtain an output torque.

[0202] In the embodiment of the application, the auxiliary torque control strategy is triggered only after the scene identification module is started.

[0203] On the basis of the above-mentioned embodiment, the embodiment of the application further provides a vehicle control device, please refer to Figure 6 , Figure 6 A block diagram of a vehicle control device is shown. The vehicle control device includes a processing module 601, a torque calculation module 602 and a compensation module 603, wherein:

[0204] The processing module 601 is configured to, when the vehicle is in a target scene, obtain a cumulative duration of the vehicle in the target scene and a first distance corresponding to the vehicle, the cumulative duration indicating an adaptation of the vehicle to the target scene, and the first distance indicating an operation range of torque adjustment of the vehicle.

[0205] 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.

[0206] The compensation module 603 is configured to determine an output torque according to the torque compensation value and a basic torque, and the output torque is used to control a driving speed and a driving acceleration of the vehicle.

[0207] In an embodiment of the application, the processing module 601 is further configured to:

[0208] Obtain vehicle driving information, the vehicle driving information including a target speed, a target acceleration, an actual speed, an actual acceleration and a vehicle pitch angle;

[0209] Determine a speed deviation according to the target speed and the actual speed, and determine an acceleration deviation according to the target acceleration and the actual acceleration;

[0210] Determine a working mode of the vehicle according to the target speed and the target acceleration, the working mode including a peristalsis mode and a motion mode;

[0211] Determine a road environment of the vehicle according to the speed deviation, the acceleration deviation and the vehicle pitch angle;

[0212] Determine whether the vehicle is in the target scene according to the working mode of the vehicle and the road environment of the vehicle.

[0213] In an embodiment of the application, the processing module 601 is specifically configured to:

[0214] When it is first determined that the vehicle enters the target scene, start a timing module to start timing;

[0215] obtaining a cumulative duration of the vehicle in a target scenario, comprising:

[0216] obtaining the cumulative duration from the timing module.

[0217] In an embodiment of the present application, the processing module 601 is specifically configured to:

[0218] obtaining preset information, the preset information comprising a corresponding relationship between different duration intervals and torques, the torques in different duration intervals being negatively correlated with the duration intervals;

[0219] determining a target duration interval in which the cumulative duration is located according to the preset information and the cumulative duration, and determining a torque corresponding to the target duration interval as the first torque.

[0220] In an embodiment of the present application, the first distance comprises a preset distance or a remaining distance between the vehicle and the target traffic participant, and the processing module 601 is specifically configured to:

[0221] when the target traffic participant is detected in the detection range, obtaining the remaining distance, and taking the remaining distance as the first distance;

[0222] when the target traffic participant is not detected in the detection range, obtaining the preset distance, and taking the preset distance as the first distance.

[0223] In an embodiment of the present application, the processing module 601 is specifically configured to:

[0224] when the first distance comprises the remaining distance and the remaining distance is less than a preset distance threshold, setting the torque compensation value as a preset constant.

[0225] In an embodiment of the present application, the torque calculation module 602 is specifically configured to:

[0226] calling a preset torque compensation model, inputting the first torque and the first torque coefficient into the torque compensation model, and obtaining a torque compensation value output by the torque compensation model.

[0227] In an embodiment of the present application, the compensation module 603 is further configured to:

[0228] integrating the speed deviation to obtain an acceleration resistance;

[0229] calculating a total driving force based on the acceleration resistance, and determining a basic torque according to the total driving force.

[0230] In an embodiment of the present application, the compensation module 603 is further configured to:

[0231] The speed deviation is determined according to the target speed and the actual speed, and if the speed deviation is greater than a first deviation threshold, the output torque is obtained by adding the torque compensation value and the base torque; the first deviation threshold is greater than 0.

[0232] If the speed deviation is less than 0 and less than a second deviation threshold, the output torque is obtained by subtracting the torque compensation value from the base torque, and the second deviation threshold is less than 0.

[0233] In an embodiment of the present application, the compensation module 603 is further configured to:

[0234] The speed deviation is determined according to the target speed and the actual speed, and the torque compensation threshold is determined according to the speed deviation;

[0235] When the torque compensation value exceeds the torque compensation threshold, the torque compensation threshold is taken as the torque compensation value.

[0236] In summary, the vehicle control method provided in the embodiments of the present application can compensate the base torque through scene recognition and torque compensation, and can effectively cope with complex road surface environments such as variable slopes and potholes. Specifically, after the vehicle enters the target scene, the processing module and the torque calculation module calculate the first torque and the first torque coefficient according to the cumulative time length and the first distance respectively, and determine the torque compensation value in combination with the preset model, and the compensation module finally adds the torque compensation value to the base torque to form the output torque to control the vehicle to travel. Through the above method, not only the passability of the vehicle in complex road conditions is improved, but also the stability and comfort of driving are significantly improved.

[0237] Please refer to Figure 7 , Figure 7 A hardware structure diagram of a vehicle is shown, which includes a processor, a memory and a communication bus, wherein the vehicle control device can include a communication interface 701, a memory 702 and a processor 703; various components are coupled together through a bus system 704. It can be understood that the bus system 704 is used to realize the connection communication between these components. In addition to including a 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, all kinds of buses are marked as the bus system 704 in the Figure 7

[0238] In the embodiments of the present application, the communication interface 701 is configured to receive and send signals in the information transceiving process between other external devices; the memory 702 is configured to store computer programs capable of running on the processor 703; the processor 703 is configured to execute the steps of the vehicle control method of any one of the preceding embodiments when running the computer programs.

[0239] ​It is to be appreciated that the memory 702 of the embodiments described herein can be volatile memory or nonvolatile memory, or can include both volatile and nonvolatile memory. In one example, nonvolatile memory can be read only memory (ROM), programmable ROM (PROM), erasable PROM (EPROM), electrically EPROM (EEPROM), or flash memory. Volatile memory can be random access memory (RAM), which acts as 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 SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), SynchBurst SDRAM (SLDRAM), and direct Rambus RAM (DRRAM). The memory 702 of the systems and methods described herein are intended to include, without being limited to, these and any other suitable types of memory.

[0240] The processor 703 can be an integrated circuit chip including a processing unit that is configured to process signals. In implementation, the steps of the above-described methods can be completed by the integrated logic circuits of the processor 703 or by instructions in the form of software. The processor 703 described above can 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 devices, discrete gate or transistor logic devices, discrete hardware components. The methods, steps and logical block diagrams disclosed in the embodiments of the present application can be implemented or executed by the processor 703. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor. The steps of the methods disclosed in conjunction with the embodiments of the present application can be directly embodied in hardware code executed by the processor, or a combination of hardware and software modules in the processor. The software module can be located in the internal memory shown in the memory 702, and the processor 703 reads information in the memory 702 and combines it with the hardware to complete the steps of the above-described methods.

[0241] It can also be understood that the embodiments described herein can be implemented in hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing units can be implemented within 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), processors, controllers, micro-controllers, microprocessors, other electronic units designed to perform the functions described herein, or a combination thereof.

[0242] For software implementation, the techniques described herein can be implemented with a module (for example, procedures, functions, and so on) that performs the functions described herein. The software codes can be stored in a memory and executed by a processor. The memory can be implemented within the processor or implemented outside the processor. In the latter case, it can communicate with the processor through various means as known in the art. Based on the understanding such that the technical solutions of the embodiments of the present application, in essence, or the parts that make contributions to the prior art, or the whole or part of the technical solutions can be embodied in the form of software product, the computer software product is stored in a storage medium, including a plurality of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor execute all or part of the steps of the method described in the embodiments. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0243] Therefore, the embodiments of the present application provide a computer readable storage medium, which stores a computer program. The computer program is executed by a processor to implement the steps of the vehicle control method described in the foregoing embodiments.

[0244] In another embodiment of the present application, the embodiments of the present application further provide a computer program product, which includes a computer program or instructions. The computer program or instructions are executed by a processor to implement the steps of the vehicle control method described in the foregoing embodiments.

[0245] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, device, equipment, or computer program product. Therefore, the present application can be in the form of hardware embodiments, software embodiments, or embodiments combining software and hardware aspects. Moreover, the present application can be in the form of a computer program product implemented on one or more computer usable storage media (including but not limited to disk storage and optical storage, etc.) containing computer usable program codes.

[0246] The present application is described with reference to flowcharts and / or block diagrams of the method, device (system), and computer program product according to the embodiments of the present application. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of the flows and / or blocks can be implemented by computer program instructions. These computer program instructions can be provided to a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing equipment to produce a machine, so that the instructions executed by the computer or other programmable data processing equipment produce a machine that implements the functions described in the flowcharts and / or block diagrams.Figure 1 means for performing the function specified by the flow or flows and / or blocks Figure 1

[0247] These computer program instructions can also be stored in a computer readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer readable memory produce an article of manufacture including instructions which implement the flow Figure 1 means for performing the function specified by the flow or flows and / or blocks Figure 1

[0248] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the flow Figure 1 means for performing the function specified by the flow or flows and / or blocks Figure 1

[0249] It should be noted that, in the present application, the terms "comprising", "containing" or any other variant thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not only include those elements, but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without more limitations, an element defined by the phrase "comprising a" does not exclude the existence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0250] The above-mentioned sequence numbers of the embodiments of the present application are only for description, and do not represent the advantages or disadvantages of the embodiments.

[0251] The methods disclosed in the several method embodiments provided by the present application can be combined arbitrarily without conflict, to obtain new method embodiments.

[0252] The features disclosed in the several product embodiments provided by the present application can be combined arbitrarily without conflict, to obtain new product embodiments.

[0253] The features disclosed in the several method or device embodiments provided by the present application can be combined arbitrarily without conflict, to obtain new method embodiments or device embodiments.

[0254] ​​​The above merely provides the specific implementation of the present application, but the protection scope of the present application is not limited to this. Any person skilled in the art can easily think of the changes or replacements within the technical range disclosed by the present application, which should be covered in 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 scene, obtaining a cumulative time of the vehicle in the target scene and a first distance corresponding to the vehicle; the cumulative time indicates the vehicle's adaptation to the target scene, and the first distance indicates an operating range for torque adjustment of the vehicle; the first distance includes a remaining distance between the vehicle and a target traffic participant; determining a first torque based on the accumulated time, obtaining a mapping relationship between a remaining distance and a first torque coefficient, determining a first torque coefficient based on the remaining distance and the mapping relationship, and determining a torque compensation value based on the first torque and the first torque coefficient; the first torque coefficient being a proportional factor calculated based on the first distance, the proportional factor being used to adjust a magnification of the first torque; An output torque is determined according to the torque compensation value and the basic torque, and the output torque is used to control a driving speed and a driving acceleration of the vehicle.

2. The vehicle control method according to claim 1, characterized in that: The vehicle control method further includes: Acquiring vehicle driving information, wherein 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 a current operating mode of the vehicle according to the target speed and the target acceleration, the operating mode including a creeping mode and a motion mode; determining a current road environment of the vehicle according to the speed deviation, the acceleration deviation, and the vehicle pitch angle; Determine whether the vehicle is in the target scene based on the current working mode of the vehicle and the current road environment of the vehicle.

3. The vehicle control method according to claim 1, characterized in that: The determining the first torque according to the accumulated time includes: Acquiring preset information, the preset information including a correspondence between different time intervals and torques, wherein the different time intervals are negatively correlated with the magnitude of the torque; A target duration interval in which the accumulated duration falls is determined according to the preset information and the accumulated duration, and a torque corresponding to the target duration interval is determined as the first torque.

4. The vehicle control method according to claim 1, wherein: The first distance includes a preset distance, and obtaining the first distance corresponding to the vehicle includes: When the target traffic participant is not detected within the detection range, the preset distance is acquired and used as the first distance.

5. The vehicle control method according to claim 1, characterized in that: The vehicle control method further includes: When the first distance includes the remaining distance and the remaining distance is less than a preset distance threshold, the torque compensation value is set to a preset constant.

6. The vehicle control method according to any one of claims 1 to 5, characterized in that: The determining the output torque according to the torque compensation value and the basic torque includes: determining a speed deviation based on a target speed and an actual speed, and if the speed deviation is greater than a first deviation threshold, adding the torque compensation value to the base torque to obtain the output torque; the first deviation threshold is greater than 0; If the speed deviation is less than a second deviation threshold, the output torque is obtained by subtracting the torque compensation value from the base torque, and the second deviation threshold is less than 0.

7. The vehicle control method according to any one of claims 1 to 5, characterized in that: Before determining the output torque according to the torque compensation value and the basic torque, the vehicle control method further includes: determining a speed deviation according to the target speed and the actual speed, and determining a torque compensation threshold according to the speed deviation; When the torque compensation value exceeds the torque compensation threshold, the torque compensation threshold is used as the torque compensation value.

8. A vehicle control device, characterized in that: The vehicle control device comprises: a processing module configured to, when a vehicle is in a target scene, obtain a cumulative duration of the vehicle in the target scene and a first distance corresponding to the vehicle; the cumulative duration indicating the vehicle's adaptation to the target scene, and the first distance indicating an operating range for torque adjustment of the vehicle; the first distance including a remaining distance between the vehicle and a target traffic participant; a torque calculation module, configured to determine a first torque based on the accumulated time, obtain a mapping relationship between a remaining distance and a first torque coefficient, determine the first torque coefficient based on the remaining distance and the mapping relationship, and determine a torque compensation value based on the first torque and the first torque coefficient; the first torque coefficient is a proportional factor calculated based on the first distance, and the proportional factor is used to adjust a magnification factor of the first torque; The compensation module is used to determine an output torque according to the torque compensation value and a basic torque, wherein the output torque is used to control a driving speed and a driving acceleration of the vehicle.

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

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

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