Control method and device of vehicle, vehicle and medium

Abstract

The present disclosure relates to a control method and device of a vehicle, the vehicle and a medium, and relates to the technical field of control. The control method comprises: determining an acceleration intention of a driver of the vehicle according to a first pedal opening degree of an accelerator pedal of the vehicle; determining a correction coefficient corresponding to the first pedal opening degree according to the acceleration intention and a driving speed of the vehicle corresponding to the first pedal opening degree; 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. The technical solution of the present disclosure can improve the energy utilization rate of the vehicle.

Description

TECHNICAL FIELD

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

[0002] With the deepening of global energy crisis and the increasingly serious environmental problems, energy-saving and environment-friendly vehicles combined with intelligence have become the key to the green and low-carbon development of the vehicle industry. Under this trend, how to effectively improve the energy utilization rate of the vehicle has become one of the core challenges in the research and development process.

[0003] In the related art, the vehicle is accelerated according to the acceleration intention of the driver to improve the energy utilization rate of the vehicle. SUMMARY

[0004] The present inventor finds that the above-mentioned related art has the following problems: the energy utilization rate of the vehicle is low.

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

[0006] According to some embodiments of the present disclosure, a control method of a vehicle is provided, including: determining an acceleration intention of a driver of the vehicle according to a first pedal opening degree of an acceleration pedal of the vehicle; determining a correction coefficient corresponding to the first pedal opening degree according to the acceleration intention and a running speed of the vehicle corresponding to the first pedal opening degree; 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.

[0007] In some embodiments, the determining of the correction coefficient corresponding to the first pedal opening degree according to the acceleration intention and the running speed of the vehicle corresponding to the first pedal opening degree includes: taking the acceleration intention and the running speed as inputs of a fuzzy controller to solve the correction coefficient by the fuzzy controller, wherein a fuzzy control rule of the fuzzy controller includes that the correction coefficient is inversely related to the running speed and positively related to 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 a pedal opening rate change of the accelerator pedal, the acceleration intention includes a first acceleration intention, a second acceleration intention and a third acceleration intention with the pedal opening rate change of the accelerator pedal from small to large, and the 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; and 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, the determining the second pedal opening according to the correction coefficient and the first pedal opening includes: correcting the first pedal opening by the correction coefficient to obtain a third pedal opening; determining whether the third pedal opening is greater than or equal to a specified threshold; and determining the second pedal opening according to a result of the determination.

[0011] In some embodiments, the determining the second pedal opening according to the result of the determination includes: in response to the result of the determination being that the third pedal opening is greater than or equal to the specified threshold, determining a maximum pedal opening of the accelerator pedal as the second pedal opening; and in response to the result of the determination being 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, the determining the acceleration intention of the driver of the vehicle according to the first pedal opening of the accelerator pedal of the vehicle includes: determining a pedal opening rate change corresponding to the first pedal opening according to the first pedal opening; and inputting the first pedal opening and the pedal opening rate change corresponding to the first pedal opening into a driving intention recognition model to obtain an 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 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, the determining the target torque of the vehicle according to the second pedal opening and the running speed comprises: obtaining a correspondence between a pedal opening of the accelerator pedal, a driving torque of the vehicle and a running speed; and determining the target driving torque of the vehicle according to the correspondence, the running speed and the second pedal opening.

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

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

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

[0019] According to some other embodiments of the present disclosure, a computer readable storage medium is provided, having computer instructions stored thereon, the instructions being executed by a processor to implement the control method of the vehicle in any one of the above embodiments.

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

[0021] In the above embodiments, a correction mechanism of pedal opening is introduced, and in the process of determining the correction coefficient for correcting the pedal opening, the acceleration intention of the driver and the vehicle speed corresponding to the first pedal opening are considered together, so that the second pedal opening determined according to the correction coefficient and the first pedal opening can meet the acceleration intention of the driver and dynamically adapt to the running state of the vehicle. Therefore, the acceleration process of the vehicle is accurately controlled based on the second pedal opening, which can make the acceleration response of the vehicle not only accurately fit the acceleration intention of the driver, but also fully adapt to the running state of the vehicle, thereby improving the energy utilization rate of the vehicle. BRIEF DESCRIPTION OF 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 and appreciated from the following detailed description, taken in conjunction with the following drawings of which:

[0024] Figure 1 A flow chart illustrating a control method of a vehicle according to some embodiments of the present disclosure is shown;

[0025] Figure 2 A schematic diagram illustrating a fuzzy control rule base according to some embodiments of the present disclosure is shown;

[0026] Figure 3 A flow chart illustrating a control method of a vehicle according to some embodiments of the present disclosure is shown;

[0027] Figure 4 A graph illustrating variations of vehicle speed and driving torque according to some embodiments of the present disclosure is shown;

[0028] Figure 5 A graph illustrating variations of vehicle speed and driving torque according to some embodiments of the present disclosure is shown;

[0029] Figure 6 A graph illustrating variations of vehicle speed and driving torque according to some embodiments of the present disclosure is shown;

[0030] Figure 7 A block diagram illustrating a control device of a vehicle according to some embodiments of the present disclosure is shown;

[0031] Figure 8 A block diagram illustrating a control device of a vehicle according to some embodiments of the present disclosure is shown;

[0032] Figure 9 A block diagram illustrating a control device of a vehicle according to some embodiments of the present disclosure is shown. DETAILED DESCRIPTION

[0033] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. Note that the relative arrangement, numerical expressions, and numerical values of components and steps set forth in these embodiments are not limiting to the scope of the present disclosure unless otherwise specifically stated.

[0034] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way limiting to the scope of the present disclosure and its applications or uses.

[0035] Techniques, methods, and devices known to those of ordinary skill in the relevant art can not be discussed in detail herein, but should be considered as part of the description if appropriate.

[0036] In all of the examples shown and discussed herein, any specific values should be interpreted as merely exemplary, and not as a limitation. Thus, other examples of the exemplary embodiments can have different values.

[0037] It should be noted that like reference numerals and letters refer to like items throughout the attached drawings, and thus once an item is defined in one drawing, it is not necessary that it be further discussed in subsequent drawings.

[0038] The acceleration process of a vehicle has a great impact on the energy utilization of the vehicle.

[0039] For example, if the driving style of the driver is aggressive, the driver can operate the acceleration pedal of the vehicle substantially to meet his / her demand for rapid acceleration. However, if the acceleration process of the vehicle is slow and cannot respond to the driver's acceleration intention in time, the driver can repeatedly press the acceleration pedal to seek stronger power output.

[0040] For example, if the driving style of the driver is conservative, the driver can operate the acceleration pedal slightly to achieve a smooth and gradual acceleration process. However, if the acceleration of the vehicle is still slow despite the driver has maintained a certain pedal opening, resulting in a too slow acceleration process, the driver can repeatedly fine-tune the acceleration pedal to try to obtain more predictable acceleration, causing pedal operation redundancy.

[0041] Therefore, if the acceleration process of the vehicle cannot accurately meet the driver's acceleration demand, not only the driving experience of the driver is reduced, but also unnecessary energy waste is caused, resulting in a low energy utilization of the vehicle.

[0042] The inventors of the present disclosure have found that, although the driver's acceleration intention can reflect the driver's acceleration demand to some extent, only relying on the identification of the driver's acceleration intention to control the acceleration process of the vehicle ignores the current state of the vehicle during the driver's operation of the acceleration pedal, resulting in that the control of the acceleration process of the vehicle cannot accurately meet the actual acceleration demand of the driver, thereby causing a low energy utilization of the vehicle.

[0043] Therefore, the present disclosure proposes a control method of a vehicle, which combines the driver's acceleration intention and the driving speed of the vehicle corresponding to the pedal opening of the driver controlling the acceleration pedal to control the acceleration process of the vehicle. In this way, the acceleration process of the vehicle is controlled by fusing the identification of the driving intention and the vehicle speed during the driver's operation of the acceleration pedal, so that the control of the acceleration process of the vehicle can accurately meet the actual acceleration demand of the driver, thereby improving the energy utilization of the vehicle.

[0044] Figure 1A flowchart of a control method of a vehicle according to some embodiments of the present disclosure is shown.

[0045] As shown in FIG. 1, in step 110, an acceleration intention of a driver of the vehicle is determined according to a first pedal opening of an accelerator pedal of the vehicle. Figure 1

[0046] In some embodiments, the first pedal opening is a current pedal opening reached by the driver controlling the accelerator pedal.

[0047] In some embodiments, a pedal opening rate corresponding to the first pedal opening is determined according to the first pedal opening, and then the acceleration intention of the driver is determined according to the pedal opening rate corresponding to the first pedal opening. For example, the pedal opening rate corresponding to the first pedal opening can be obtained by differentiating the pedal displacement corresponding to the first pedal opening.

[0048] In some embodiments, the acceleration intention is positively correlated with the pedal opening rate of the accelerator pedal. For example, the greater the pedal opening rate of the accelerator pedal, the stronger the acceleration intention of the driver (e.g., rapid acceleration); the smaller the pedal opening rate of the accelerator pedal, the weaker the acceleration intention of the driver (e.g., slow acceleration).

[0049] In some embodiments, the pedal opening rate of the accelerator pedal varies within a specified interval.

[0050] For example, the acceleration intention can include multiple acceleration intentions positively correlated with the pedal opening rate of the accelerator pedal. The specified interval can include multiple continuous sub-intervals. Each of the multiple sub-intervals corresponds to each of the multiple acceleration intentions. A target sub-interval to which the pedal opening rate corresponding to the first pedal opening belongs can be determined, and then the acceleration intention corresponding to the target sub-interval is determined as the acceleration intention of the driver.

[0051] For example, given that the pedal opening rate of the accelerator pedal varies within a specified interval [0-10], 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]. In the case where the pedal opening rate corresponding to the first pedal opening belongs to the sub-interval [0-3.4], the acceleration intention of the driver is determined to be a first acceleration intention (e.g., slow acceleration); in the case where the pedal opening rate corresponding to the first pedal opening belongs to the sub-interval (3.4-6.8], the acceleration intention of the driver is determined to be a second acceleration intention (e.g., regular acceleration); in the case where the pedal opening rate corresponding to the first pedal opening belongs to the sub-interval (6.8-10], the acceleration intention of the driver is determined to be a third acceleration intention (e.g., rapid acceleration).

[0052] ​In some embodiments, the acceleration intention of the driver of the vehicle can be determined according to 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.

[0053] In some embodiments, the pedal opening change rate corresponding to the first pedal opening is determined according to the first pedal opening, and then the first pedal opening and the pedal opening change rate corresponding to the first pedal opening are input into the driving intention recognition model to obtain the output of the driving intention recognition model as the acceleration intention. For example, the driving intention recognition model can be a trained machine learning model.

[0054] It should be noted that the pedal opening of the accelerator pedal refers to the degree of depression of the accelerator pedal, for example, the pedal opening can be expressed in percentage form (for example, 0% represents complete release, and 100% represents complete depression). For example, the pedal opening can be quantified by pedal displacement, which refers to the distance between the initial position and the stop position of the accelerator pedal during the process of the driver depressing or releasing the accelerator pedal. The change of the pedal displacement of the accelerator pedal can be converted into an electrical signal and transmitted to the control system of the vehicle to control the output power and driving torque of the motor of the vehicle.

[0055] The pedal opening of the accelerator pedal can reflect the size of the power that the driver wants to obtain. For example, a higher pedal opening means that the driver wants to obtain stronger power output, such as rapid overtaking or rapid starting; a lower pedal opening means that the driver tends to have a more gradual and progressive acceleration process.

[0056] The pedal opening change rate refers to the change amount of the pedal opening per unit time, that is, the speed of the accelerator pedal moving from one position to another position. The pedal opening change rate reflects the speed of the pedal position changing with time during the process of the driver depressing or releasing the pedal, and can be used to measure the speed of the driver operating the pedal. For example, a higher pedal opening change rate (rapid depression or release of the pedal) indicates that the driver's acceleration demand is more urgent, such as emergency overtaking. On the contrary, a lower pedal opening change rate (slow depression or release of the pedal) means that the driver's acceleration demand is more gentle, and pursues a more smooth driving experience.

[0057] As can be seen, the pedal opening and the pedal opening change rate of the accelerator pedal each reflect different driving behavior characteristics. By combining the pedal opening and the pedal opening change rate to identify the acceleration intention of the driver, the acceleration intention of the driver can be more comprehensively and accurately determined, and the acceleration control process of the vehicle can be optimized accordingly, which can effectively improve the energy utilization rate of the vehicle.

[0058] In some embodiments, the driving intention recognition model can comprise a driving intention recognition model based on a support vector machine (SVM). In this way, the driving intention recognition model trained by the machine learning algorithm of the support vector machine can more accurately recognize the acceleration intention of the driver, so that the subsequent control of the acceleration process of the vehicle can more accurately meet the actual acceleration demand of the driver, thereby helping to improve the energy utilization rate of the vehicle. This will be further described below in connection with some embodiments.

[0059] In step 120, a correction coefficient corresponding to the first pedal opening is determined according to the acceleration intention and the running speed corresponding to the first pedal opening.

[0060] It should be understood that the running speed corresponding to the first pedal opening represents the current running speed of the vehicle when the driver controls the accelerator pedal to reach the first pedal opening. Hereinafter, the "running speed of the vehicle" is also referred to as "vehicle speed".

[0061] In some embodiments, the acceleration intention and the running speed corresponding to the first pedal opening can be subjected to fuzzy control to determine the correction coefficient corresponding to the first pedal opening.

[0062] In step 130, a second pedal opening is determined according to the correction coefficient and the first pedal opening.

[0063] In some embodiments, the second pedal opening can be determined according to the correction coefficient, the first pedal opening and the acceleration intention of the driver.

[0064] In some embodiments, it can be determined according to the acceleration intention of the driver whether the first pedal opening needs to be corrected by using the correction coefficient.

[0065] In the case where it is determined that the first pedal opening needs to be corrected by using the correction coefficient, the first pedal opening is corrected by using the correction coefficient to obtain a third pedal opening, and then the second pedal opening is determined according to the third pedal opening and the acceleration intention of the driver. In the case where it is determined that the first pedal opening does not need to be corrected by using the correction coefficient, the first pedal opening can be determined as the second pedal opening. This will be further described below.

[0066] In this way, in the process of controlling the acceleration process of the vehicle, the first pedal opening is not necessarily corrected by using the correction coefficient, but whether the first pedal opening is corrected is flexibly selected according to the acceleration intention of the driver. In this way, the driver is allowed to freely control the vehicle according to his own driving habits, improving the flexibility of the acceleration control of the vehicle, thereby improving the driving experience of the driver on the basis of improving the energy utilization rate of the vehicle.

[0067] In step 140, the vehicle is accelerated according to the second pedal opening degree.

[0068] In some embodiments, a target driving torque (also referred to as a demand torque) of the vehicle can be determined according to the second pedal opening degree, and then the vehicle is accelerated according to the target driving torque. For example, the vehicle can be an electric vehicle. The vehicle can send the target driving torque to a motor controller to control the acceleration of the vehicle by controlling the torque output generated by the motor. In this way, by precisely regulating the driving torque of the vehicle, dynamic adjustment of the acceleration of the vehicle is achieved, and the energy utilization of the vehicle is improved.

[0069] In the above embodiments, the driving intention of the driver is determined according to the first pedal opening degree of the accelerator pedal of the vehicle, and then a corresponding correction coefficient is determined according to the acceleration intention of the driver and the running speed of the vehicle corresponding to the first pedal opening degree. Then, the second pedal opening degree for accelerating the vehicle is determined according to the correction coefficient and the first pedal opening degree.

[0070] In this way, a correction mechanism for pedal opening degree is introduced. In the process of determining the correction coefficient for correcting the pedal opening degree, the acceleration intention of the driver and the vehicle speed corresponding to the first pedal opening degree are considered together, so that the second pedal opening degree determined according to the correction coefficient and the first pedal opening degree can not only meet the acceleration intention of the driver but also dynamically adapt to the running state of the vehicle. Therefore, precise regulation of the acceleration process of the vehicle based on the second pedal opening degree can make the acceleration response of the vehicle not only accurately match the acceleration intention of the driver but also fully adapt to the running state of the vehicle, thereby improving the energy utilization of the vehicle.

[0071] The way of determining the correction coefficient will be exemplarily described below in combination with some embodiments.

[0072] In some embodiments, the acceleration intention of the driver and the running speed of the vehicle corresponding to the first pedal opening degree can be processed by a fuzzy controller to determine the correction coefficient corresponding to the first pedal opening degree. For example, the acceleration intention and the running speed can be taken as inputs of the fuzzy controller to solve the correction coefficient by the fuzzy controller.

[0073] 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.

[0074] Fuzzification is the process of converting precise and continuous input variables (such as the running speed of the vehicle, the pedal opening degree, etc.) into fuzzy sets, i.e., using linguistic variables (such as "high", "medium", "low") and membership functions to describe the fuzzy state of the input value, wherein the membership function is used to determine the degree to which the input value belongs to each fuzzy set.

[0075] Fuzzy reasoning is the process of logically deducing fuzzy output results by using fuzzy logic operations (such as fuzzy "AND", "OR", and "NOT") on fuzzified inputs according to established fuzzy control rules.

[0076] Defuzzification is the process of converting the fuzzy output obtained from fuzzy inference into a precise control quantity (e.g., represented in numerical form) that can be used for control. For example, defuzzification methods include one or more of the following: centroid method, maximum membership degree averaging method, and weighted average method.

[0077] In some embodiments, the fuzzy control rules of the fuzzy controller include a correction coefficient that is inversely correlated with the vehicle's speed and positively correlated with the driver's acceleration intention.

[0078] For example, under different acceleration intentions, the stronger the acceleration intention (e.g., rapid acceleration), the larger the correction coefficient; conversely, the weaker the acceleration intention (e.g., gradual acceleration), the smaller the correction coefficient. For example, under the same acceleration intention, the greater the vehicle speed, the smaller the correction coefficient; conversely, the lower the vehicle speed, the larger the correction coefficient.

[0079] Figure 2 A schematic diagram of a fuzzy control rule library according to some embodiments of the present disclosure is shown.

[0080] like Figure 2 As shown, A represents the driver's acceleration intention (also known as the driving intention recognition result), Y represents the correction coefficient (also known as the pedal virtual displacement coefficient), and V represents the vehicle's speed.

[0081] The fuzzy subset of acceleration intention A is divided into S (gradual acceleration), N (normal acceleration), and F (rapid acceleration); the fuzzy subset of vehicle speed V is divided into L (low speed), LL (lower speed), M (medium speed), LH (higher speed), and H (high speed); the fuzzy subset of correction coefficient B is divided into S (small), LS (smaller speed), M (medium speed), LB (larger speed), and B (larger speed).

[0082] Based on the fuzzy control rule that "the correction coefficient is inversely correlated with the vehicle's speed and positively correlated with the driver's acceleration intention," we can obtain... Figure 5 The fuzzy control rule base shown.

[0083] For example, see Figure 2When the vehicle speed V is L (low speed) and the acceleration intention A is S (gradual acceleration), the corresponding correction coefficient Y is S (small). This means that if the driver's acceleration intention is gradual and the vehicle speed corresponding to the current pedal opening is low, 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 (rapid acceleration), the corresponding correction coefficient Y is B (large). This means that if the driver's acceleration intention is rapid and the vehicle speed corresponding to the current pedal opening is low, the correction coefficient should be as large as possible. And so on.

[0084] In the above embodiments, setting the correction coefficient to be positively correlated with the driver's acceleration intention means that when the driver shows a stronger acceleration demand, the correction coefficient can be increased to enhance the vehicle's power response, thereby more accurately matching the driver's driving needs. Setting the correction coefficient to be inversely correlated with vehicle speed means that when the driver's acceleration demand remains constant, the correction coefficient automatically decreases as the vehicle speed increases to moderately suppress the magnitude of power output. This mechanism can effectively avoid potential safety hazards such as unstable handling caused by overly sensitive power response at high speeds, thereby improving driving safety. Thus, by combining the correction coefficient with vehicle speed and the driver's acceleration intention for collaborative design, intelligent adjustment of power response is achieved, improving vehicle energy utilization and driving safety.

[0085] In some embodiments, the membership function of the fuzzy controller is a trigonometric function. Since the mathematical expression of the trigonometric function is simple and computationally fast, it can help reduce the processor load and improve the response speed of the fuzzy controller.

[0086] In some embodiments, the acceleration intent includes a first acceleration intent, a second acceleration intent, and a third acceleration intent, with the rate of change of the accelerator pedal opening increasing from small to large.

[0087] In response to determining that the acceleration intention is a first acceleration intention or a third acceleration intention, a second pedal opening is determined based on a correction factor and a first pedal opening; in response to determining that the acceleration intention is a second acceleration intention, the first pedal opening is determined as the second pedal opening.

[0088] For example, the first acceleration intention is gradual acceleration, the second acceleration intention is normal acceleration, and the third acceleration intention is rapid acceleration. In the cases of gradual and rapid acceleration, a correction coefficient is introduced to dynamically correct the first pedal opening, while in the case of normal acceleration, the first pedal opening is kept unchanged without additional correction.

[0089] Thus, considering that a moderate acceleration intention (e.g., the rate of change of pedal opening is at an intermediate value) means that the driver has a good expectation of power output, and in most cases the driver's control of the accelerator pedal can meet the driver's acceleration needs, if a correction is still applied, it may cause the vehicle's power response to be too sensitive, affecting driving stability.

[0090] Therefore, under the above approach, the vehicle's acceleration process is actively optimized to enhance the vehicle's power response under high and low acceleration intentions, while not interfering with the driver's autonomous control under medium acceleration intentions. This improves the vehicle's energy utilization efficiency and enhances its flexibility in adapting to different acceleration demands, thereby improving the driver's driving experience.

[0091] The following examples illustrate how to determine the opening degree of the second pedal.

[0092] In some embodiments, a correction coefficient is used to correct the first pedal opening to obtain a third pedal opening. It is then determined whether the third pedal opening is greater than or equal to a specified threshold, and based on the result, a second pedal opening is determined. For example, the correction coefficient can be a value between 0 and 1. Alternatively, the product of the correction coefficient and the first pedal opening can be used as the third pedal opening.

[0093] In the above embodiments, it is considered that under certain special working conditions (such as acceleration in a curve), if the vehicle is directly accelerated by using the modified and increased pedal opening, it may cause wheel slippage, which may have an adverse effect on driving stability.

[0094] Therefore, even if the first pedal opening is modified based on the driver's acceleration intention and the vehicle's operating status, a dynamic decision can still be made on whether to use the modified pedal opening to control the vehicle's acceleration process. In this way, even if the driver has a strong acceleration intention, the vehicle can still choose not to use the modified pedal opening. Compared to unconditionally using the modified pedal opening, this effectively avoids the power output exceeding the vehicle's physical limits, improving the vehicle's stability and safety.

[0095] In some embodiments, in response to the determination 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 determination that the third pedal opening is less than a specified threshold, the third pedal opening is determined as the second pedal opening.

[0096] In the above embodiments, considering the potential safety hazards caused by operations that approach the vehicle's performance limits (such as rapid acceleration for overtaking in curves), the vehicle's acceleration is controlled by utilizing the maximum pedal opening. This keeps the vehicle's power output within a controllable range, rather than increasing it indefinitely. This effectively improves vehicle driving safety while enhancing energy efficiency.

[0097] In some embodiments, a target drive torque for the vehicle is determined based on the driving speeds corresponding to the second pedal opening and the first pedal opening. Then, acceleration control of the vehicle is performed based on the target drive torque.

[0098] For example, the correspondence between accelerator pedal opening, driving speed, and vehicle drive 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 drive torque of the vehicle can be determined. For example, the correspondence between accelerator pedal opening, driving speed, and vehicle drive torque can be pre-calibrated through whole-vehicle testing.

[0099] Thus, 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 can meet the driver's expectations and adapt to the vehicle's operating state, thereby reducing unnecessary energy consumption and improving the vehicle's energy utilization rate.

[0100] Figure 3 A flowchart illustrating a vehicle control method according to other embodiments of the present disclosure is shown.

[0101] like Figure 3 As shown, this control method can be used as Figure 1 This is a specific implementation of the method shown.

[0102] In step 310, the first pedal opening R of the vehicle's accelerator pedal and the corresponding pedal opening change rate are obtained.

[0103] In step 320, the first pedal opening and the corresponding pedal opening change rate are input into the driving intention recognition model (also known as the driving prediction model) to obtain the driver's acceleration intention A.

[0104] In some embodiments, an SVM-based machine learning model can be used as the driving intent recognition model. Thus, according to SVM theory, a mapping function nonlinearly maps sample data from a low-dimensional input space to a high-dimensional feature space, constructing an optimal classification hyperplane in this space. This effectively improves the classification performance of the machine learning model, thereby making the recognition results of the driving intent recognition model more accurate.

[0105] In some embodiments, a driving intention recognition model based on SVM can be trained in the following manner.

[0106] Select the accelerator pedal opening and the rate of change of the pedal opening as characteristic parameters. For example, set the range of pedal opening to 0 to 1 and the range of the rate of change of the pedal opening to 0 to 10.

[0107] Driving needs are categorized into three types: gradual acceleration, normal acceleration, and rapid acceleration. For example, category label 1 can represent gradual acceleration, category label 2 represents normal acceleration, and category label 3 represents rapid acceleration. The sample data extracted from the experiment is divided proportionally into training and validation sets: 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.

[0108] The classification performance of SVM-based driving intent recognition models 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 to optimize the parameters. For example, a grid of candidate values ​​for C and g can be set within a preset range. For each set of (C, g) parameters, the SVM-based driving intent recognition model is trained, and the classification accuracy corresponding to each set of (C, g) parameters is calculated under cross-validation. The set of (C, g) parameters that achieves the highest classification accuracy is selected as the final model parameters. For example, the optimal parameters are C = 16 and g = 0.5.

[0109] The trained SVM-based driving intention recognition model was tested using a validation set to evaluate its classification performance. The results show that the model built based on the optimal parameters can effectively distinguish between different intentions such as gradual acceleration, normal acceleration, and rapid acceleration, demonstrating high classification accuracy and robustness.

[0110] In step 330, the driver's acceleration intention and the vehicle speed V corresponding to the first pedal opening are processed by a fuzzy controller to determine the correction coefficient Y corresponding to the first pedal opening.

[0111] If the driver's acceleration intention is gentle or rapid, proceed to step 340. If the driver's driving intention is normal acceleration, select to control the vehicle's acceleration according to the first pedal opening.

[0112] In step 340, the product of the correction factor 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 factor Y.

[0113] In step 350, it is determined whether the opening degree of the third pedal is greater than or equal to a specified threshold.

[0114] For example, the specified threshold can be 100%, that is, to determine whether the opening of the third pedal is greater than or equal to the set maximum pedal opening.

[0115] If the result of the determination in step 350 is yes, proceed to step 360. If the result of the determination in step 350 is no, proceed to step 370.

[0116] 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%.

[0117] In step 370, the third pedal opening is determined as the second pedal opening. For example, the second pedal opening is represented by R''=R'=R×Y.

[0118] In step 380, the corresponding relationship between the accelerator pedal opening r, the driving speed v, and the vehicle's driving torque T is obtained as T=f(r, v).

[0119] In step 390, the target driving torque of the vehicle is determined as 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''.

[0120] about Figure 3 More embodiments of the method shown can be found in the preceding text. Figure 1 The descriptions in the relevant embodiments will not be repeated here.

[0121] The control effect of the control method proposed in this disclosure will be illustrated by examples below with reference to some embodiments.

[0122] To verify the effectiveness of the control method proposed in this disclosure, three typical operating conditions were selected: original pedal opening of 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 opening, and a whole-vehicle test was conducted. The change curves of vehicle speed and drive torque were collected and compared during the test. The results are as follows: Figure 4 , Figure 5 and Figure 6 As shown in the figure, the experimental value curve represents the test results of acceleration control using the modified pedal opening, while the simulation value curve represents the simulation results of control based on the original pedal opening.

[0123] from Figure 4 to Figure 6It can be seen that under the conditions of slow acceleration (15%) and rapid acceleration (100%), the vehicle dynamically adjusts the original pedal opening by introducing a correction coefficient, and calculates the target driving torque accordingly, which significantly optimizes the vehicle's power response characteristics and makes the speed change process closer to the driver's operating intention. However, under the condition of normal acceleration (80%), the speed change trend corresponding to the corrected pedal opening is basically consistent with the speed change trend corresponding to the original pedal opening, and the corresponding target driving torque is also highly matched with the driving torque corresponding to the original pedal opening. This indicates that under moderate acceleration intention, good acceleration control can be achieved without additional correction.

[0124] Therefore, the control method proposed in this disclosure can not only accurately identify and respond to acceleration intentions of different intensities, but also adaptively adjust the power output, ensuring the driving experience while effectively avoiding unnecessary energy consumption, thereby effectively improving the energy utilization rate of the vehicle.

[0125] Figure 7 A block diagram of a vehicle control device according to some embodiments of the present disclosure is shown.

[0126] like Figure 7 As shown, the vehicle's first control device 700 includes a determination module 701 and a control module 702.

[0127] The determining module 701 is configured to determine the driver's acceleration intention based on the first pedal opening of the accelerator pedal; determine a correction coefficient corresponding to the first pedal opening based on the acceleration intention and the vehicle's speed corresponding to the first pedal opening; and determine a second pedal opening based on the correction coefficient and the first pedal opening.

[0128] The control module 702 is configured to control the acceleration of the vehicle based on the opening of the second pedal.

[0129] In some embodiments, the first control device 700 of the vehicle may further include the execution of the foregoing. Figure 1 to Figure 6 Other modules of other operations in the illustrated embodiments.

[0130] Figure 8 A block diagram of a vehicle control device according to other embodiments of the present disclosure is shown.

[0131] like Figure 8 As shown, the second control device 800 of the vehicle in this embodiment includes: a first memory 801 and a first processor 802 coupled to the first memory 801. The first processor 802 is configured to execute the vehicle control method in any embodiment of this disclosure based on instructions stored in the first memory 801.

[0132] The first memory 801 may include, for example, system memory, fixed non-volatile storage media, etc. The system memory may store, for example, an operating system, application programs, a boot loader, a database, and other programs.

[0133] Figure 9 A block diagram of a vehicle control device according to some embodiments of the present disclosure is shown.

[0134] like Figure 9 As shown, the third control device 900 of the vehicle in this embodiment includes: a second memory 901 and a second processor 902 coupled to the second memory 901. The second processor 902 is configured to execute the vehicle control method in any of the foregoing embodiments based on instructions stored in the second memory 901.

[0135] The second memory 901 may include, for example, system memory, fixed non-volatile storage media, etc. The system memory may store, for example, the operating system, application programs, boot loader, and other programs.

[0136] The vehicle's third control unit 900 may further include an input / output interface 903, a network interface 904, and a storage interface 905. These interfaces 903, 904, and 905, as well as the second memory 901 and the second processor 902, can be connected, for example, via a bus 906. The input / output interface 903 provides a connection interface for input / output devices such as displays, mice, keyboards, touchscreens, microphones, 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.

[0137] This disclosure also provides a vehicle including a control device (e.g., a first control device 700 / a second control device 800 / a third control device 900) of any of the above embodiments.

[0138] This disclosure also provides a computer-readable storage medium including computer program instructions that, when executed by a processor, implement the method of any of the above embodiments.

[0139] This disclosure also provides a computer program product, including a computer program that, when executed by a processor, implements the method of any of the above embodiments.

[0140] Those skilled in the art will understand that embodiments of this disclosure can be provided as methods, systems, or computer program products. Therefore, this disclosure can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this disclosure can take the form of a computer program product embodied on one or more computer-usable non-transitory storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0141] The vehicle control technology solution according to this disclosure has now been described in detail. To avoid obscuring the concept of this disclosure, some details known in the art have not been described. Those skilled in the art can fully understand how to implement the technical solution disclosed herein based on the above description.

[0142] The methods and systems of this disclosure may be implemented in many ways. For example, they may be implemented by software, hardware, firmware, or any combination of software, hardware, and firmware. The above-described order of steps for the methods is for illustrative purposes only, and the steps of the methods of this disclosure are not limited to the specific order described above unless otherwise specifically stated. Furthermore, in some embodiments, this disclosure may also be implemented as a program recorded on a recording medium, the program including machine-readable instructions for implementing the methods according to this disclosure. Thus, this disclosure also covers recording media storing programs for performing the methods according to this disclosure.

[0143] While specific embodiments of this disclosure have been described in detail by way of example, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of this disclosure. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of this disclosure. The scope of this disclosure is defined by the appended claims.

Claims

1. A control method of a vehicle, comprising: determining an acceleration intention of a driver of the vehicle according to 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 a running speed of the vehicle corresponding to the first pedal opening; determining a second pedal opening according to the correction coefficient and the first pedal opening; and accelerating the vehicle according to the second pedal opening, wherein the determining the second pedal opening according to the correction coefficient and the first pedal opening comprises: correcting the first pedal opening by the correction coefficient to obtain a third pedal opening; determining whether the third pedal opening is greater than or equal to a specified threshold; and determining the second pedal opening according to a result of the determining, wherein the determining the correction coefficient corresponding to the first pedal opening according to the acceleration intention and the running speed of the vehicle corresponding to the first pedal opening comprises: inputting the acceleration intention and the running speed as inputs of a fuzzy controller to solve the correction coefficient by the fuzzy controller, wherein a fuzzy control rule of the fuzzy controller comprises that the correction coefficient is inversely related to the running speed and positively related to the acceleration intention, and wherein a membership function of the fuzzy controller is a triangular function, wherein the acceleration intention is positively related to a pedal opening change rate of the accelerator pedal, and the acceleration intention comprises a first acceleration intention, a second acceleration intention and a third acceleration intention, wherein the determining the second pedal opening according to the correction coefficient and the first pedal opening comprises: 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 first acceleration intention or the third acceleration intention; and determining the first pedal opening as the second pedal opening in response to determining that the acceleration intention is the second acceleration intention, wherein the determining the second pedal opening according to the result of the determining comprises: determining a maximum pedal opening of the accelerator pedal as the second pedal opening in response to the result of the determining being that the third pedal opening is greater than or equal to the specified threshold; and determining the third pedal opening as the second pedal opening in response to the result of the determining being that the third pedal opening is less than the specified threshold, wherein the determining the acceleration intention of the driver of the vehicle according to the first pedal opening of the accelerator pedal of the vehicle comprises: determining a pedal opening change rate corresponding to the first pedal opening according to the first pedal opening; and 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 an output of the driving intention recognition model as the acceleration intention, wherein the driving intention recognition model comprises a driving intention recognition model based on a support vector machine, and wherein the accelerating the vehicle according to the second pedal opening comprises: determining a target drive torque of the vehicle according to the second pedal opening and the running speed; and accelerating the vehicle based on the target drive torque. ​ ​ ​ ​ ​ ​ ​ ​ 2. The control method according to claim 1, wherein ​ ​ 3. The control method according to claim 2, wherein ​ 4. The control method according to claim 1, wherein ​ ​ ​ ​ 5. The control method according to claim 1, wherein ​ ​ ​ 6. The control method according to any one of claims 1-5, wherein, ​ ​ ​ 7. The control method according to claim 6, wherein ​ 8. The control method according to any one of claims 1-5, wherein, ​ ​ ​ 9. The control method according to claim 8, wherein The determining the target torque of the vehicle according to the second pedal opening and the running speed comprises: obtaining a corresponding relationship between a pedal opening of the accelerator pedal, a driving torque of the vehicle and a running speed of the vehicle; determining a target driving torque of the vehicle according to the corresponding relationship, the running speed and the second pedal opening.

10. A control device of a vehicle, comprising: a determining module configured to determine an acceleration intention of a driver of the vehicle according to a first pedal opening of an accelerator pedal of the vehicle; determine a correction coefficient corresponding to the first pedal opening according to the acceleration intention and a running speed of the vehicle corresponding to the first pedal opening; and determine a second pedal opening according to the correction coefficient and the first pedal opening; a control module configured to accelerate the vehicle according to the second pedal opening, wherein the determining module is configured to correct the first pedal opening by using the correction coefficient to obtain a third pedal opening; determine whether the third pedal opening is greater than or equal to a specified threshold; and determine the second pedal opening according to a result of the determination.

11. A control device of a vehicle, comprising: a memory; and a processor coupled to the memory, the processor being configured to execute the control method according to any one of claims 1-9 based on instructions stored in the memory.

12. A vehicle, comprising: the control device of the vehicle according to claim 10 or 11.

13. A computer readable storage medium having computer instructions stored thereon, the instructions being executed by a processor to implement the control method according to any one of claims 1-9.

14. 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 1-9.

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