Vehicle control method and device, vehicle and medium

Abstract

The invention relates to a vehicle control method and device, a vehicle and a medium, and relates to the technical field of control. The control method comprises the steps that according to the first pedal opening degree of an accelerator pedal of the vehicle, the acceleration intention of a driver of the vehicle is determined; according to the acceleration intention and the running speed of the vehicle corresponding to the first pedal opening degree, a correction coefficient corresponding to the first pedal opening degree is determined; determining a second pedal opening degree according to the correction coefficient and the first pedal opening degree; and performing acceleration control on the vehicle according to the second pedal opening degree. According to the technical scheme, the energy utilization rate of the vehicle can be increased.

Description

Technical Field

[0001] The present disclosure relates to the field of control technology, and in particular to a vehicle control method, device, vehicle, and medium. Background Art

[0002] As the global energy crisis deepens and environmental issues become increasingly severe, vehicles that combine energy conservation, environmental protection, and intelligence have become key to the green and low-carbon development of the automotive industry. Within this trend, effectively improving vehicle energy efficiency has become a core challenge in the research and development process.

[0003] In the related art, vehicle acceleration is controlled according to the driver's acceleration intention to improve the energy utilization rate of the vehicle. Summary of the Invention

[0004] The inventors of the present disclosure have discovered that the above-mentioned related art has the following problem: the energy utilization rate of the vehicle is low.

[0005] In order to solve the above problems, the embodiments of the present disclosure provide the following solutions.

[0006] According to some embodiments of the present disclosure, a vehicle control method is provided, comprising: determining the acceleration intention of the driver of the vehicle based on a first pedal opening of an accelerator pedal of the vehicle; determining a correction coefficient corresponding to the first pedal opening based on the acceleration intention and the driving speed of the vehicle corresponding to the first pedal opening; determining a second pedal opening based on the correction coefficient and the first pedal opening; and performing acceleration control on the vehicle based on the second pedal opening.

[0007] In some embodiments, determining the correction coefficient corresponding to the first pedal opening based on the acceleration intention and the driving speed of the vehicle corresponding to the first pedal opening includes: taking the acceleration intention and the driving speed as inputs of a fuzzy controller to solve the correction coefficient through the fuzzy controller, wherein the fuzzy control rules of the fuzzy controller include that the correction coefficient is inversely correlated with the driving speed and positively correlated with the acceleration intention.

[0008] In some embodiments, the membership function of the fuzzy controller is a triangular function.

[0009] In some embodiments, the acceleration intention is positively correlated with the pedal opening change rate of the accelerator pedal, and the acceleration intention includes a first acceleration intention, a second acceleration intention, and a third acceleration intention, in which the pedal opening change rate of the accelerator pedal increases from small to large. Determining the second pedal opening according to the correction coefficient and the first pedal opening includes: in response to determining that the acceleration intention is the first acceleration intention or the third acceleration intention, determining the second pedal opening according to the correction coefficient and the first pedal opening; in response to determining that the acceleration intention is the second acceleration intention, determining the first pedal opening as the second pedal opening.

[0010] In some embodiments, determining the second pedal opening based on the correction coefficient and the first pedal opening includes: using the correction coefficient to correct the first pedal opening to obtain a third pedal opening; judging whether the third pedal opening is greater than or equal to a specified threshold; and determining the second pedal opening based on the result of the judgment.

[0011] In some embodiments, determining the second pedal opening based on the judgment result includes: in response to the judgment result that the third pedal opening is greater than or equal to the specified threshold, determining the maximum pedal opening of the accelerator pedal as the second pedal opening; in response to the judgment result that the third pedal opening is less than the specified threshold, determining the third pedal opening as the second pedal opening.

[0012] In some embodiments, determining the acceleration intention of the driver of the vehicle based on the first pedal opening of the vehicle's accelerator pedal includes: determining the pedal opening change rate corresponding to the first pedal opening based on the first pedal opening; inputting the first pedal opening and the pedal opening change rate corresponding to the first pedal opening into a driving intention recognition model to obtain the output of the driving intention recognition model as the acceleration intention.

[0013] In some embodiments, the driving intention recognition model includes a driving intention recognition model based on a support vector machine.

[0014] In some embodiments, the accelerating control of the vehicle according to the second pedal opening includes: determining a target driving torque of the vehicle according to the second pedal opening and the driving speed; and accelerating the vehicle based on the target driving torque.

[0015] In some embodiments, determining the target torque of the vehicle based on the second pedal opening and the driving speed includes: obtaining the correspondence between the pedal opening of the accelerator pedal, the driving torque of the vehicle and the driving speed; and determining the target driving torque of the vehicle based on the correspondence, the driving speed and the second pedal opening.

[0016] According to other embodiments of the present disclosure, a control device for a vehicle is provided, comprising: a determination module configured to determine the acceleration intention of the driver of the vehicle based on a first pedal opening of an accelerator pedal of the vehicle; determine a correction coefficient corresponding to the first pedal opening based on the acceleration intention and the driving speed of the vehicle corresponding to the first pedal opening; and determine a second pedal opening based on the correction coefficient and the first pedal opening; and a control module configured to perform acceleration control on the vehicle based on the second pedal opening.

[0017] According to some further embodiments of the present disclosure, a vehicle control device is provided, comprising: a memory; and a processor coupled to the memory, wherein the processor is configured to execute the vehicle control method in any one of the above embodiments based on instructions stored in the memory device.

[0018] According to some further embodiments of the present disclosure, a vehicle is provided, comprising the vehicle control device in any one of the above embodiments.

[0019] According to some further embodiments of the present disclosure, a computer-readable storage medium is provided, on which computer instructions are stored. When the instructions are executed by a processor, the vehicle control method in any of the above embodiments is implemented.

[0020] According to some further embodiments of the present disclosure, a computer program product is provided, comprising instructions, which, when executed by a processor, enable the processor to execute the vehicle control method according to any one of the above embodiments.

[0021] In the above embodiment, a pedal travel correction mechanism is introduced. When determining the correction coefficient used to correct the pedal travel, the driver's acceleration intention and the vehicle speed corresponding to the first pedal travel are taken into consideration. This allows the second pedal travel, determined based on the correction coefficient and the first pedal travel, to both conform to the driver's acceleration intention and dynamically adapt to the vehicle's operating conditions. Consequently, precise control of the vehicle's acceleration process based on the second pedal travel allows the vehicle's acceleration response to accurately align with the driver's acceleration intention and fully adapt to the vehicle's operating conditions, thereby improving the vehicle's energy efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0023] The present disclosure can be more clearly understood from the following detailed description with reference to the accompanying drawings, in which: Figure 1 A flowchart showing a method for controlling a vehicle according to some embodiments of the present disclosure; Figure 2 A schematic diagram illustrating a fuzzy control rule base according to some embodiments of the present disclosure is shown; Figure 3 A flowchart showing a method for controlling a vehicle according to other embodiments of the present disclosure; Figure 4 A graph showing changes in vehicle speed and driving torque according to some embodiments of the present disclosure; Figure 5 A graph showing changes in vehicle speed and driving torque according to other embodiments of the present disclosure is shown; Figure 6 A graph showing changes in vehicle speed and driving torque according to yet other embodiments of the present disclosure; Figure 7 A block diagram showing a control device of a vehicle according to some embodiments of the present disclosure; Figure 8 A block diagram showing a control device of a vehicle according to other embodiments of the present disclosure; Figure 9 A block diagram illustrating a control device of a vehicle according to further embodiments of the present disclosure is shown. DETAILED DESCRIPTION

[0024] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present disclosure.

[0025] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0026] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0027] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0028] It should be noted that like reference numerals and letters refer to like items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0029] The acceleration process of a vehicle has a great impact on the energy utilization rate of the vehicle.

[0030] For example, if a driver has an aggressive driving style, they may press the accelerator pedal aggressively to meet their need for rapid acceleration. However, if the vehicle accelerates slowly and fails to respond to their acceleration intention, the driver may repeatedly press the accelerator pedal in search of more power.

[0031] For example, if a driver has a conservative driving style, they may apply small amounts of accelerator pedal pressure to achieve smooth, gradual acceleration. However, if the driver maintains a certain pedal opening and the vehicle's acceleration is still slow, resulting in an excessively sluggish acceleration process, the driver may repeatedly adjust the accelerator pedal to achieve more predictable acceleration, resulting in redundant pedal operation.

[0032] It can be seen from this that if the vehicle's acceleration process cannot accurately meet the driver's acceleration needs, it will not only reduce the driver's driving experience, but also cause unnecessary energy waste, resulting in low energy utilization of the vehicle.

[0033] The inventors of the present disclosure have discovered through research that, although the driver's acceleration needs can be reflected to a certain extent by identifying the driver's acceleration intention, controlling the vehicle's acceleration process solely by relying on the identification of the driver's acceleration intention ignores the current state of the vehicle during the driver's operation of the accelerator pedal, resulting in the control of the vehicle's acceleration process being unable to accurately meet the driver's actual acceleration needs, thereby resulting in low energy utilization of the vehicle.

[0034] In light of this, the present disclosure proposes a vehicle control method that controls the vehicle's acceleration process by taking into account the driver's acceleration intention and the vehicle's speed corresponding to the degree of accelerator pedal movement. By integrating the recognition of the driver's intention and the vehicle's speed during the driver's accelerator pedal movement to control the vehicle's acceleration process, the vehicle's acceleration process can be controlled to accurately meet the driver's actual acceleration needs, thereby improving the vehicle's energy efficiency.

[0035] Figure 1 A flowchart illustrating a method for controlling a vehicle according to some embodiments of the present disclosure is shown.

[0036] like Figure 1As shown, in step 110 , the acceleration intention of the driver of the vehicle is determined based on a first pedal opening of the accelerator pedal of the vehicle.

[0037] In some embodiments, the first pedal opening is the current pedal opening reached by the driver controlling the accelerator pedal.

[0038] In some embodiments, a pedal opening change rate corresponding to the first pedal opening is determined based on the first pedal opening, and then the driver's acceleration intention is determined based on the pedal opening change rate corresponding to the first pedal opening. For example, the pedal displacement corresponding to the first pedal opening can be differentiated to obtain the pedal opening change rate corresponding to the first pedal opening.

[0039] In some embodiments, acceleration intention is positively correlated with the rate of change of the accelerator pedal's pedal opening. For example, a greater rate of change of the accelerator pedal's pedal opening indicates a stronger driver's acceleration intention (e.g., rapid acceleration); a smaller rate of change of the accelerator pedal's pedal opening indicates a weaker driver's acceleration intention (e.g., slow acceleration).

[0040] In some embodiments, the rate of change of the pedal opening of the accelerator pedal varies within a specified interval.

[0041] For example, the acceleration intention may include multiple acceleration intentions that are positively correlated with the rate of change of the accelerator pedal opening. The designated interval may include multiple consecutive subintervals. Each of the multiple subintervals corresponds to each of the multiple acceleration intentions. A target subinterval to which the rate of change of the pedal opening corresponding to the first pedal opening belongs may be determined, and the acceleration intention corresponding to the target subinterval may be determined as the driver's acceleration intention.

[0042] For example, the pedal opening change rate of a given accelerator pedal varies within a specified interval [0-10], and the specified interval [0-10] is divided into multiple sub-intervals, such as three sub-intervals [0-3.4], (3.4-6.8], and (6.8-10]. When the pedal opening change rate corresponding to the first pedal opening belongs to the sub-interval [0-3.4], the driver's acceleration intention is determined to be a first acceleration intention (for example, slow acceleration); when the pedal opening change rate corresponding to the first pedal opening belongs to the sub-interval (3.4-6.8], the driver's acceleration intention is determined to be a second acceleration intention (for example, normal acceleration); when the pedal opening change rate corresponding to the first pedal opening belongs to the sub-interval (6.8-10], the driver's acceleration intention is determined to be a third acceleration intention (for example, sudden acceleration).

[0043] In some embodiments, the acceleration intention of the driver of the vehicle can be determined based on the driving intention recognition model and the first pedal opening. For example, the first pedal opening is input into the driving intention recognition model to obtain the output of the driving intention recognition model as the acceleration intention.

[0044] In some embodiments, a pedal opening change rate corresponding to the first pedal opening is determined based on the first pedal opening, and the first pedal opening and the pedal opening change rate corresponding to the first pedal opening are then input into a driving intention recognition model to obtain an output of the driving intention recognition model as the acceleration intention. For example, the driving intention recognition model may be a trained machine learning model.

[0045] It should be noted that the accelerator pedal's pedal travel refers to the degree to which the accelerator pedal is depressed. For example, the pedal travel can be expressed as a percentage (e.g., 0% represents fully released, and 100% represents fully depressed). For example, the pedal travel can be quantified using pedal displacement, which refers to the distance the accelerator pedal moves from its initial position to its rest position as the driver depresses or releases the accelerator pedal. Changes in the accelerator pedal's pedal displacement can be converted into an electrical signal and transmitted to the vehicle's control system to control the vehicle's motor's output power and drive torque.

[0046] The accelerator pedal's opening angle reflects the amount of power the driver desires. For example, a higher opening angle indicates the driver desires more power, such as for quick overtaking or a quick start; a lower opening angle indicates the driver prefers a smoother, more gradual acceleration process.

[0047] Pedal travel rate refers to the change in pedal travel per unit time, or in other words, the speed at which the accelerator pedal moves from one position to another. The pedal travel rate reflects how quickly the pedal position changes over time as the driver presses or releases the pedal, and can be used to measure the speed at which the driver operates the pedal. For example, a high pedal travel rate (quick pedal application or release) indicates an urgent driver's need for acceleration, such as during an emergency overtaking maneuver. Conversely, a low pedal travel rate (slow pedal application or release) indicates a more gradual driver's need for acceleration, seeking a smoother driving experience.

[0048] This shows that the accelerator pedal's pedal position and pedal position change rate each reflect different driving behavior characteristics. By combining pedal position and pedal position change rate to identify the driver's acceleration intention, we can more comprehensively and accurately determine the driver's acceleration intention, thereby optimizing the vehicle's acceleration control process and effectively improving the vehicle's energy efficiency.

[0049] In some embodiments, the driving intention recognition model may include one based on a support vector machine (SVM). This driving intention recognition model, trained using the SVM's machine learning algorithm, can more accurately identify the driver's acceleration intention, enabling subsequent vehicle acceleration control to more accurately meet the driver's actual acceleration needs, thereby helping to improve the vehicle's energy efficiency. This will be further explained below with reference to some embodiments.

[0050] In step 120 , a correction coefficient corresponding to the first pedal opening is determined based on the acceleration intention and the driving speed corresponding to the first pedal opening.

[0051] It should be understood that the driving speed corresponding to the first pedal opening represents the current driving speed of the vehicle when the driver controls the accelerator pedal to reach the first pedal opening.

[0052] In some embodiments, fuzzy control may be performed on the acceleration intention and the driving speed corresponding to the first pedal opening to determine a correction coefficient corresponding to the first pedal opening.

[0053] In step 130 , a second pedal opening is determined based on the correction coefficient and the first pedal opening.

[0054] In some embodiments, the second pedal opening may be determined based on a correction coefficient, the first pedal opening, and the driver's acceleration intention.

[0055] In some embodiments, whether the first pedal opening needs to be corrected using a correction coefficient may be determined based on the driver's acceleration intention.

[0056] If it is determined that the first pedal opening needs to be corrected using the correction coefficient, the first pedal opening is corrected using the correction coefficient to obtain a third pedal opening. The second pedal opening is then determined based on the third pedal opening and the driver's acceleration intention. If it is determined that the first pedal opening does not need to be corrected using the correction coefficient, the first pedal opening can be determined as the second pedal opening. This will be further explained below.

[0057] In this way, when controlling the vehicle's acceleration process, the first pedal opening angle is not necessarily corrected using a correction coefficient. Instead, the first pedal opening angle can be flexibly modified based on the driver's acceleration intention. This approach allows the driver to freely control the vehicle based on their driving habits, increasing the flexibility of vehicle acceleration control. This improves the vehicle's energy efficiency while enhancing the driver's driving experience.

[0058] In step 140 , the vehicle is accelerated according to the second pedal opening.

[0059] In some embodiments, a target driving torque (also called demanded torque) for the vehicle can be determined based on the second pedal opening, and vehicle acceleration can then be controlled based on this target driving torque. For example, the vehicle can be an electric vehicle. The target driving torque can be sent to a motor controller to control the torque output of the motor to control vehicle acceleration. This precise control of the vehicle's driving torque allows for dynamic regulation of vehicle acceleration, improving vehicle energy efficiency.

[0060] In the above embodiment, the driver's driving intention is determined based on a first pedal opening of the vehicle's accelerator pedal. A correction factor is then determined based on the driver's acceleration intention and the vehicle's speed corresponding to the first pedal opening. A second pedal opening for accelerating the vehicle is then determined based on the correction factor and the first pedal opening.

[0061] This approach introduces a pedal travel correction mechanism. When determining the correction coefficient for the pedal travel, the driver's acceleration intention and the vehicle speed corresponding to the first pedal travel are taken into account. This ensures that the second pedal travel, determined based on the correction coefficient and the first pedal travel, is both consistent with the driver's acceleration intention and dynamically adapts to the vehicle's operating conditions. Consequently, precise control of the vehicle's acceleration process based on the second pedal travel ensures that the vehicle's acceleration response accurately matches the driver's acceleration intention and fully adapts to the vehicle's operating conditions, thereby improving the vehicle's energy efficiency.

[0062] The following is an illustrative description of the method for determining the correction coefficient with reference to some embodiments.

[0063] In some embodiments, a fuzzy controller may process the driver's acceleration intention and the vehicle's speed corresponding to the first pedal opening to determine a correction coefficient corresponding to the first pedal opening. For example, the acceleration intention and the vehicle's speed may be used as inputs to the fuzzy controller to determine the correction coefficient.

[0064] It should be noted that the fuzzy control algorithm is an intelligent control technology based on fuzzy logic. The fuzzy control method usually includes three steps: fuzzification, fuzzy reasoning and defuzzification.

[0065] Fuzzification is the process of converting precise, continuous input variables (such as vehicle speed, pedal opening, etc.) into fuzzy sets, that is, using linguistic variables (such as "high", "medium", "low") and membership functions to describe the fuzzy state of the input value, where the membership function is used to determine the degree to which the input value belongs to each fuzzy set.

[0066] Fuzzy reasoning is the process of performing logical deduction on the fuzzified input based on the established fuzzy control rules using fuzzy logic operations (such as fuzzy "and", "or", and "not") to obtain fuzzy output results.

[0067] Defuzzification is the process of converting the fuzzy output of fuzzy inference into an accurate, controllable variable (e.g., expressed in numerical form). For example, defuzzification methods include one or more of the following: the centroid method, the maximum membership average method, and the weighted average method.

[0068] In some embodiments, the fuzzy control rule of the fuzzy controller includes a correction coefficient that is inversely correlated with the vehicle's driving speed and positively correlated with the driver's acceleration intention.

[0069] For example, under different acceleration intentions, the stronger the acceleration intention (such as rapid acceleration), the larger the correction coefficient; conversely, the weaker the acceleration intention (such as slow acceleration), the smaller the correction coefficient. For example, under the same acceleration intention, the faster the vehicle's speed, the smaller the correction coefficient; conversely, the slower the vehicle's speed, the larger the correction coefficient.

[0070] Figure 2 A schematic diagram illustrating a fuzzy control rule base according to some embodiments of the present disclosure is shown.

[0071] like Figure 2 As shown, A represents the driver's acceleration intention (also called the driving intention identification result), Y represents the correction coefficient (also called the pedal virtual displacement coefficient), and V represents the vehicle's driving speed.

[0072] The fuzzy subsets of acceleration intention A are divided into S (slow acceleration), N (normal acceleration), and F (fast acceleration); the fuzzy subsets of vehicle speed V are divided into L (low speed), LL (low), M (medium), LH (high), and H (high); the fuzzy subsets of correction coefficient B are divided into S (small), LS (small), M (medium), LB (large), and B (large).

[0073] Based on the fuzzy control rule that "the correction coefficient is negatively correlated with the vehicle's speed and positively correlated with the driver's acceleration intention", we can get Figure 5 The fuzzy control rule base shown.

[0074] For example, see Figure 2, when the vehicle speed V is L (low speed) and the acceleration intention A is S (slow acceleration), the corresponding correction coefficient Y is S (small). This means that if the driver's acceleration intention is slow acceleration and the current pedal opening corresponds to a low vehicle speed, the correction coefficient should be as small as possible. When the vehicle speed V is L (low speed) and the acceleration intention A is F (fast acceleration), the corresponding correction coefficient Y is B (large). This means that if the driver's acceleration intention is fast acceleration and the current pedal opening corresponds to a low vehicle speed, the correction coefficient should be as large as possible. And so on.

[0075] In the above embodiment, the correction coefficient is set to be positively correlated with the driver's acceleration intention. This means that when the driver expresses a stronger acceleration demand, the correction coefficient can be increased to enhance the vehicle's dynamic response, thereby more accurately matching the driver's driving needs. Setting the correction coefficient to be inversely correlated with vehicle speed means that, while the driver's acceleration demand remains unchanged, the correction coefficient automatically decreases as vehicle speed increases, appropriately suppressing the amplitude of power output. This mechanism effectively avoids potential safety hazards such as unstable handling caused by overly sensitive dynamic response at high speeds, thereby improving driving safety. In this way, by integrating the correction coefficient with vehicle speed and the driver's acceleration intention for collaborative design, intelligent adjustment of dynamic response is achieved, improving vehicle energy efficiency and enhancing driving safety.

[0076] In some embodiments, the membership function of the fuzzy controller is a triangular function, which can help reduce the processor burden and improve the response speed of the fuzzy controller due to its simple mathematical expression and fast calculation speed.

[0077] In some embodiments, the acceleration intention includes a first acceleration intention, a second acceleration intention, and a third acceleration intention in which the rate of change of the pedal opening of the accelerator pedal increases from small to large.

[0078] In response to determining that the acceleration intention is the first acceleration intention or the third acceleration intention, the second pedal opening is determined based on the correction coefficient and the first pedal opening; in response to determining that the acceleration intention is the second acceleration intention, the first pedal opening is determined as the second pedal opening.

[0079] For example, the first acceleration intention is slow acceleration, the second acceleration intention is regular acceleration, and the third acceleration intention is sudden acceleration. In the slow and sudden acceleration cases, a correction factor is introduced to dynamically correct the first pedal opening. In the regular acceleration case, the first pedal opening is kept unchanged without additional correction.

[0080] In this way, considering that the acceleration intention is moderate (for example, the pedal opening rate of change is at an intermediate value), it means that the driver has a good expectation of the power output. In most cases, the driver's control of the accelerator pedal can meet the driver's acceleration needs. In this case, if correction is still applied, it may cause the vehicle's power response to be too sensitive, affecting driving stability.

[0081] Therefore, under the above method, the vehicle's acceleration process is actively optimized in the case of higher and lower acceleration intentions to enhance the vehicle's dynamic response, while the driver's autonomous control is not interfered with in the case of medium acceleration intention. This improves the vehicle's energy utilization rate and the vehicle's flexible adaptability to different acceleration requirements, thereby improving the driver's driving experience.

[0082] The following is an illustrative description of the method for determining the second pedal opening with reference to some embodiments.

[0083] In some embodiments, the first pedal opening is corrected using a correction coefficient to obtain a third pedal opening. A determination is made as to whether the third pedal opening is greater than or equal to a specified threshold, and then the second pedal opening is determined based on the determination result. For example, the correction coefficient can be a value between 0 and 1. For example, the product of the correction coefficient and the first pedal opening can be used as the third pedal opening.

[0084] In the above embodiment, considering that in certain special working conditions (such as acceleration in a curve), if the vehicle is accelerated directly using the corrected increased pedal opening, it may cause wheel slippage and thus have an adverse effect on driving stability.

[0085] Therefore, even if the first pedal position can be modified based on the driver's acceleration intention and the vehicle's operating state, a dynamic decision can still be made whether to use the modified pedal position to control the vehicle's acceleration process. This allows the vehicle to choose not to use the modified pedal position even if the driver has a strong acceleration intention. Compared to unconditionally using the modified pedal position, this effectively prevents power output from exceeding the vehicle's physical limits, improving vehicle stability and safety.

[0086] In some embodiments, in response to the judgment result that the third pedal opening is greater than or equal to a specified threshold, the maximum pedal opening of the accelerator pedal is determined as the second pedal opening; in response to the judgment result that the third pedal opening is less than the specified threshold, the third pedal opening is determined as the second pedal opening.

[0087] In the above embodiment, taking into account the potential safety hazards caused by some operations approaching the performance limit of the vehicle (such as overtaking on a curve with sharp acceleration), the vehicle acceleration is controlled by utilizing the maximum pedal opening, so that the vehicle power output remains within a controllable range, rather than increasing the vehicle power output without limit. This effectively improves the vehicle's driving safety while improving the vehicle's energy utilization efficiency. In some embodiments, a target driving torque of the vehicle is determined based on the second pedal opening and the driving speed corresponding to the first pedal opening, and then acceleration control of the vehicle is performed based on the target driving torque.

[0088] For example, a correspondence between the accelerator pedal opening, the driving speed, and the vehicle's driving torque can be obtained. Then, based on this correspondence, the driving speed corresponding to the first pedal opening, and the second pedal opening, the target driving torque of the vehicle can be determined. For example, the correspondence between the accelerator pedal opening, the driving speed, and the vehicle's driving torque can be pre-calibrated through full vehicle testing.

[0089] In this way, based on the driving speed corresponding to the second pedal opening and the first pedal opening, an acceleration control strategy based on the target driving torque is established, so that the vehicle's power output not only meets the driver's expectations but also adapts to the vehicle's operating status, thereby reducing unnecessary energy consumption and improving the vehicle's energy utilization rate.

[0090] Figure 3 A flowchart illustrating a method for controlling a vehicle according to other embodiments of the present disclosure is shown.

[0091] like Figure 3 As shown, this control method can be used as Figure 1 A specific implementation of the method shown is performed.

[0092] In step 310 , a first pedal opening R of an accelerator pedal of a vehicle and a pedal opening change rate corresponding to the first pedal opening are obtained.

[0093] In step 320 , the first pedal opening and the pedal opening change rate corresponding to the first pedal opening are input into a driving intention recognition model (also called a driving prediction model) to obtain the driver's acceleration intention A.

[0094] In some embodiments, a machine learning model based on an SVM can be used as the driving intention recognition model. Based on SVM theory, a mapping function nonlinearly maps sample data from a low-dimensional input space to a high-dimensional feature space. An optimal classification hyperplane is constructed within this space, effectively improving the classification performance of the machine learning model and resulting in more accurate recognition results.

[0095] In some embodiments, the SVM-based driving intention recognition model may be trained as follows.

[0096] The pedal opening and pedal opening change rate of the accelerator pedal are selected as characteristic parameters. For example, the pedal opening change range is set to 0 to 1, and the pedal opening change rate change range is set to 0 to 10.

[0097] Driving demands are categorized into three types: slow acceleration, regular acceleration, and sudden acceleration. For example, category label 1 can represent slow acceleration, category label 2 represents regular acceleration, and category label 3 represents sudden acceleration. The sample data extracted from the experiment is divided into a training set and a validation set in proportion. The training set is used to train the SVM-based driving intention recognition model, and the validation set is used to evaluate the model's generalization ability and classification accuracy.

[0098] The classification performance of the SVM-based driving intention recognition model is highly dependent on the optimization of two key parameters: the penalty factor C and the mapping function parameter g. To find the optimal parameter combination (C, g), a grid search algorithm can be used for cross-validation. For example, a grid of candidate values ​​for C and g can be set within a preset range. For each parameter combination (C, g), the SVM-based driving intention recognition model is trained and the classification accuracy corresponding to each parameter combination (C, g) is calculated using cross-validation. The parameter combination (C, g) that achieves the highest classification accuracy is selected as the final model parameter combination. For example, the optimal parameters are C = 16 and g = 0.5.

[0099] The trained SVM-based driving intention recognition model was tested using a validation set to evaluate its classification performance. The results showed that the model, built based on the optimal parameters, effectively distinguished between different intentions, such as slow acceleration, regular acceleration, and sudden acceleration, achieving high classification accuracy and robustness.

[0100] In step 330 , the driver's acceleration intention and the vehicle's travel speed V corresponding to the first pedal opening are processed by a fuzzy controller to determine a correction coefficient Y corresponding to the first pedal opening.

[0101] If the driver's acceleration intention is slow acceleration or fast acceleration, step 340 is executed. If the driver's driving intention is normal acceleration, the vehicle is accelerated according to the first pedal opening.

[0102] In step 340 , the product of the correction coefficient and the first pedal opening is determined as the third pedal opening. For example, the third pedal opening R′=the first pedal opening R×the correction coefficient Y.

[0103] In step 350 , it is determined whether the third pedal opening is greater than or equal to a specified threshold.

[0104] For example, the designated threshold may be 100%, that is, it is determined whether the third pedal opening is greater than or equal to a set maximum pedal opening.

[0105] In response to a yes result in step 350, step 360 is executed. In response to a no result in step 350, step 370 is executed.

[0106] In step 360, the maximum pedal opening of the accelerator pedal is determined as the second pedal opening. For example, the second pedal opening is represented by R''=100%.

[0107] In step 370 , the third pedal opening is determined as the second pedal opening. For example, the second pedal opening is expressed as R′′=R′=R×Y.

[0108] In step 380 , the corresponding relationship among the pedal opening r of the accelerator pedal, the driving speed v, and the driving torque T of the vehicle is obtained as T=f(r, v).

[0109] In step 390 , the target driving torque of the vehicle is determined to be T=f(R″, V) based on the corresponding relationship T=f(r, v), the driving speed V corresponding to the first pedal opening, and the second pedal opening R″.

[0110] about Figure 3 More embodiments of the method shown can be found in the previous Figure 1 The description in the relevant embodiments will not be repeated here.

[0111] The control effect of the control method proposed in the present disclosure is exemplified below with reference to some embodiments.

[0112] To verify the effectiveness of the control method proposed in this disclosure, three typical operating conditions were selected: the original pedal opening was 15% (representing slow acceleration), 80% (representing normal acceleration), and 100% (representing rapid acceleration). The vehicle acceleration process was controlled by combining the corresponding corrected pedal openings, and a full vehicle test was carried out. During the test, the change curves of vehicle speed and driving torque were collected for comparison. The results are as follows: Figure 4 、 Figure 5 and Figure 6 The experimental value curve represents the test result of acceleration control using the modified pedal opening; the simulation value curve represents the simulation result of control based on the original pedal opening.

[0113] from Figures 4 to 6As can be seen, under both slow acceleration (15%) and hard acceleration (100%) conditions, the vehicle's dynamic response is significantly optimized by dynamically adjusting the original pedal opening using a correction factor, which is then used to calculate the target drive torque. This allows the vehicle's speed changes to more closely align with the driver's intended operation. However, under normal acceleration (80%), the speed trend corresponding to the corrected pedal opening is essentially consistent with that corresponding to the original pedal opening, and the corresponding target drive torque also closely matches the drive torque corresponding to the original pedal opening. This demonstrates that even under moderate acceleration intentions, good acceleration control can be achieved without additional correction.

[0114] Therefore, the control method proposed in the present disclosure can not only accurately identify and respond to acceleration intentions of different intensities, but also adaptively adjust power output, effectively avoiding unnecessary energy consumption while ensuring the driving experience, thereby effectively improving the energy utilization rate of the vehicle.

[0115] Figure 7 A block diagram illustrating a control device of a vehicle according to some embodiments of the present disclosure is shown.

[0116] like Figure 7 As shown, the first control device 700 of the vehicle includes a determination module 701 and a control module 702 .

[0117] The determination module 701 is configured to determine the acceleration intention of the vehicle driver based on the first pedal opening of the vehicle's accelerator pedal; determine the correction coefficient corresponding to the first pedal opening based on the acceleration intention and the vehicle's driving speed corresponding to the first pedal opening; and determine the second pedal opening based on the correction coefficient and the first pedal opening.

[0118] The control module 702 is configured to control the acceleration of the vehicle according to the second pedal opening.

[0119] In some embodiments, the first control device 700 of the vehicle may further include a method for executing the above Figures 1 to 6 Other modules for other operations in the illustrated embodiments.

[0120] Figure 8 A block diagram illustrating a control device of a vehicle according to other embodiments of the present disclosure is shown.

[0121] like Figure 8 As shown, the second control device 800 of the vehicle of this embodiment includes: a first memory 801 and a first processor 802 coupled to the first memory 801, and the first processor 802 is configured to execute the vehicle control method in any one embodiment of the present disclosure based on instructions stored in the first memory 801.

[0122] The first memory 801 may include, for example, a system memory, a fixed non-volatile storage medium, etc. The system memory may store, for example, an operating system, an application program, a boot loader, a database, and other programs.

[0123] Figure 9 A block diagram illustrating a control device of a vehicle according to further embodiments of the present disclosure is shown.

[0124] like Figure 9 As shown, the third control device 900 of the vehicle of this embodiment includes: a second memory 901 and a second processor 902 coupled to the second memory 901, and the second processor 902 is configured to execute the vehicle control method in any one of the aforementioned embodiments based on instructions stored in the second memory 901.

[0125] The second memory 901 may include, for example, a system memory, a fixed non-volatile storage medium, etc. The system memory may store, for example, an operating system, application programs, a boot loader, and other programs.

[0126] The vehicle's third control device 900 may also include an input / output interface 903, a network interface 904, a storage interface 905, and the like. These interfaces 903, 904, and 905, as well as the second memory 901 and the second processor 902, may be connected, for example, via a bus 906. The input / output interface 903 provides a connection interface for input / output devices such as a display, mouse, keyboard, touch screen, microphone, and speakers. The network interface 904 provides a connection interface for various networked devices. The storage interface 905 provides a connection interface for external storage devices such as SD cards and USB flash drives.

[0127] The embodiments of the present disclosure further provide a vehicle, comprising the vehicle control device of any one of the above embodiments (eg, the first control device 700 / the second control device 800 / the third control device 900 ).

[0128] An embodiment of the present disclosure further provides a computer-readable storage medium, comprising computer program instructions, which implement the method of any one of the above embodiments when executed by a processor.

[0129] The embodiments of the present disclosure further provide a computer program product, including a computer program, which implements the method of any one of the above embodiments when executed by a processor.

[0130] Those skilled in the art will appreciate that embodiments of the present disclosure may be provided as methods, systems, or computer program products. Thus, the present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present disclosure may take the form of a computer program product implemented on one or more computer-usable, non-transitory storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0131] Thus far, the vehicle control technology solution according to the present disclosure has been described in detail. To avoid obscuring the concept of the present disclosure, some details known in the art have been omitted. Based on the above description, those skilled in the art will fully understand how to implement the technology disclosed herein.

[0132] The methods and systems of the present disclosure may be implemented in many ways. For example, the methods and systems of the present disclosure may be implemented by software, hardware, firmware, or any combination of software, hardware, and firmware. The above order of steps for the method is for illustration only, and the steps of the method of the present disclosure are not limited to the order specifically described above unless otherwise specified. In addition, in some embodiments, the present disclosure may also be implemented as programs recorded in a recording medium, which include machine-readable instructions for implementing the methods according to the present disclosure. Thus, the present disclosure also covers recording media that store programs for executing the methods according to the present disclosure.

[0133] Although some specific embodiments of the present disclosure have been described in detail by way of examples, those skilled in the art will appreciate that the above examples are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Those skilled in the art will appreciate that modifications may be made to the above embodiments without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims

1. A vehicle control method, comprising: determining an acceleration intention of a driver of the vehicle based on a first pedal opening of an accelerator pedal of the vehicle; determining a correction coefficient corresponding to the first pedal opening according to the acceleration intention and the vehicle speed corresponding to the first pedal opening; determining a second pedal opening according to the correction coefficient and the first pedal opening; The vehicle is accelerated according to the second pedal opening.

2. The control method according to claim 1, wherein: Determining the correction coefficient corresponding to the first pedal opening according to the acceleration intention and the vehicle speed corresponding to the first pedal opening includes: The acceleration intention and the driving speed are used as inputs of a fuzzy controller to solve the correction coefficient through the fuzzy controller, wherein the fuzzy control rule of the fuzzy controller includes that the correction coefficient is inversely correlated with the driving speed and positively correlated with the acceleration intention.

3. The control method according to claim 2, wherein: The membership function of the fuzzy controller is a triangular function.

4. The control method according to claim 1, wherein: The acceleration intention is positively correlated with the pedal opening change rate of the accelerator pedal, and the acceleration intention includes a first acceleration intention, a second acceleration intention, and a third acceleration intention, the pedal opening change rates of the accelerator pedal being from small to large. Determining the second pedal opening according to the correction coefficient and the first pedal opening includes: In response to determining that the acceleration intention is the first acceleration intention or the third acceleration intention, determining a second pedal opening according to the correction coefficient and the first pedal opening; In response to determining that the acceleration intention is the second acceleration intention, the first pedal opening degree is determined to be the second pedal opening degree.

5. The control method according to any one of claims 1 to 4, wherein: Determining the second pedal opening according to the correction coefficient and the first pedal opening includes: Correcting the first pedal opening by using the correction coefficient to obtain a third pedal opening; determining whether the third pedal opening is greater than or equal to a specified threshold; The second pedal opening is determined according to the result of the determination.

6. The control method according to claim 5, wherein: Determining the second pedal opening according to the judgment result includes: In response to the determination that the third pedal opening is greater than or equal to the specified threshold, determining the maximum pedal opening of the accelerator pedal as the second pedal opening; In response to the determination that the third pedal opening is smaller than the prescribed threshold, the third pedal opening is determined as the second pedal opening.

7. The control method according to any one of claims 1 to 4, wherein: Determining the acceleration intention of the driver of the vehicle based on a first pedal opening of an accelerator pedal of the vehicle includes: determining a pedal opening change rate corresponding to the first pedal opening according to the first pedal opening; The first pedal opening and a pedal opening change rate corresponding to the first pedal opening are input into a driving intention recognition model to obtain an output of the driving intention recognition model as the acceleration intention.

8. The control method according to claim 7, wherein: The driving intention recognition model includes a driving intention recognition model based on a support vector machine.

9. The control method according to any one of claims 1 to 4, wherein: The accelerating control of the vehicle according to the second pedal opening comprises: determining a target driving torque of the vehicle according to the second pedal opening and the driving speed; The vehicle is accelerated based on the target driving torque.

10. The control method according to claim 9, wherein: The determining the target torque of the vehicle according to the second pedal opening and the driving speed includes: Obtaining a correspondence between a pedal opening of the accelerator pedal, a driving torque of the vehicle, and a driving speed; The target driving torque of the vehicle is determined according to the correspondence, the driving speed, and the second pedal opening.

11. A vehicle control device, comprising: a determination module configured to determine an acceleration intention of a driver of the vehicle based on a first pedal opening of an accelerator pedal of the vehicle; determining a correction coefficient corresponding to the first pedal opening according to the acceleration intention and the vehicle speed corresponding to the first pedal opening; and determining a second pedal opening according to the correction coefficient and the first pedal opening; The control module is configured to control acceleration of the vehicle according to the second pedal opening.

12. A vehicle control device comprising: Memory; and A processor coupled to the memory, wherein the processor is configured to execute the control method according to any one of claims 1 to 10 based on instructions stored in the memory.

13. A vehicle comprising: The vehicle control device according to claim 11 or 12.

14. A computer-readable storage medium having computer instructions stored thereon, wherein when the instructions are executed by a processor, the control method according to any one of claims 1 to 10 is implemented.

15. A computer program product comprising instructions, which, when executed by a processor, cause the processor to perform the control method according to any one of claims 1 to 10.

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